Method for defensive driving in rotary section

Abstract

The present invention relates to a method for defensive driving in a turning section of a vehicle, and more specifically, to a method for controlling a vehicle so that the vehicle can safely drive in a turning section. The method comprises: a step of searching for whether there is a vehicle in the opposite lane when the vehicle enters a turning section of a lane; a step of determining a defensive driving constant, which is a value representing the degree of defensive driving of the vehicle and the vehicle in the opposite lane, respectively, when the vehicle in the opposite lane is detected; a step of predicting and calculating the proximity distance between the vehicle in the turning section using at least one of driving information such as the speed, acceleration / deceleration, distance from the center line of the lane, expected steering angle, and target trajectory of the vehicle in the opposite lane in the turning section; a step of predicting and calculating a collision risk constant representing the degree of collision risk between the vehicle in the turning section and the vehicle in the opposite lane using the defensive driving constant and the proximity distance; and a step of controlling the vehicle to decelerate the speed of the vehicle or modify the vehicle's driving path to prevent a collision between the vehicle in the turning section if the collision risk constant is greater than a preset limit.

Description

Technology Field

[0001] The present invention relates to a method for defensive driving in a turning section of a vehicle, and more specifically, to a method for controlling a vehicle so that the vehicle can safely drive in a turning section. Background Technology

[0002] Safety accidents can occur due to understeer or oversteer when a vehicle is driving through a corner. Specifically, during a turn, the load on the outer wheel increases while the load on the inner wheel relatively decreases; consequently, the grip of the inner wheel on the road surface deteriorates, causing slippage and resulting in phenomena such as understeer or oversteer.

[0003] Meanwhile, the following conventional technology is disclosed to ensure driving safety in turning sections.

[0004] (Prior Art 1) Korean Published Patent No. 1998-048392 (Device and method for automatically controlling vehicle speed when driving on a curved road) is a technology for preventing cases where the driver makes a misjudgment when driving on a curved road by enabling an ECU that inputs signals from a vehicle speed sensor, an angle of the steering wheel, an acceleration sensor, and a lateral acceleration sensor to distinguish the input signals and determine cases where the vehicle is overspeeding during cornering, and to automatically control the injector and trolley valve according to the determined signals to prevent the risk of collision.

[0005] (Prior Art 2) Korean Registered Patent No. 10-0684033 (Method for controlling driving stability of a vehicle) is a technology that accurately predicts the turning speed desired by the driver and ensures the stability of the vehicle by adjusting the braking force and engine driving force together so that the actual vehicle trajectory follows the trajectory according to this turning speed.

[0006] However, the aforementioned conventional technologies only control the speed of the vehicle while it is driving in a turning section, and thus the risk of collision still exists when there is a vehicle in the opposite lane, and they do not consider at all whether to limit the speed before entering the turning section even when there is no vehicle in the opposite lane. Prior art literature

[0007] Korean Published Patent No. 1998-048392 (Device and method for automatically controlling vehicle speed when driving on a curved road) Korean Registered Patent No. 10-0684033 (Method for controlling vehicle driving stability) The problem to be solved

[0008] The present invention aims to solve the aforementioned problem by distinguishing between cases where there is a vehicle in the opposite lane and cases where there is no vehicle in the opposite lane during a turning section, calculating the degree of collision risk when a vehicle in the opposite lane is present, and controlling the vehicle so that it can safely drive through the turning section. means of solving the problem

[0009] To achieve the above-mentioned objective, the present invention comprises: a step of searching for whether there is a vehicle in the opposite lane when the vehicle enters a turning section of a lane; a step of determining a defensive driving constant, which is a value representing the degree of defensive driving of the vehicle and the vehicle in the opposite lane, respectively, when the vehicle in the opposite lane is detected; a step of predicting and calculating the proximity distance between the vehicle in the opposite lane and the vehicle in the turning section using at least one of driving information among the speed, acceleration / deceleration, distance from the center line of the lane, expected steering angle, and target trajectory of the vehicle in the turning section; a step of predicting and calculating a collision risk constant representing the degree of collision risk between the vehicle in the opposite lane and the vehicle in the opposite lane using the defensive driving constant and the proximity distance; and a step of controlling the vehicle to decelerate the speed of the vehicle or modify the vehicle's driving path to prevent a collision between the vehicle in the turning section if the collision risk constant is greater than a preset limit.

[0010] In addition, according to another embodiment of the present invention, the present invention comprises the step of searching for whether there is a vehicle in the opposite lane when the vehicle enters a turning section of a lane; If the above-mentioned vehicle in the opposite lane is not detected, a step of determining whether the vehicle is a manual driving vehicle for vehicle control; If the above-mentioned vehicle is a manual driving vehicle, a step of determining a defensive driving constant, which is a value representing the degree of defensive driving of the vehicle; A step of predicting and calculating the vehicle speed limit value of the present vehicle in the turning section according to the yaw rate limit value of the present vehicle determined according to the above defensive driving constant and the turning radius of the above turning section; and If the current speed of the vehicle is greater than the speed limit value before entering the above turning section, the vehicle is allowed to drive stably in the above turning section. It includes a step of controlling the speed of the above vehicle to reduce it in advance. Effects of the invention

[0011] According to the present invention, the following effects are achieved.

[0012] First, when there is a vehicle in the opposite lane in a turning section, the degree of collision risk can be precisely predicted based on the driving ability of not only the vehicle but also the vehicle in the opposite lane, and there is an effect of controlling the vehicle in the main lane or the vehicle in the opposite lane according to this degree of collision risk.

[0013] Second, when there are no vehicles in the opposite lane in the turning section, the degree of driving risk can be precisely predicted based on the driving ability of the vehicle, and the time when deceleration is required before entering the turning section can be calculated according to this degree of driving risk. Brief explanation of the drawing

[0014] FIG. 1 is a diagram showing the schematic control steps of a defensive driving method for a turning section of a vehicle according to one embodiment of the present invention. FIG. 2 is a drawing illustrating a state in which the vehicle is controlled to safely drive through a turning section according to the present invention when there is a vehicle in the opposite lane in the turning section. FIG. 3 is a drawing illustrating a state in which the vehicle is controlled to safely drive through a turning section according to the present invention when there are no vehicles in the opposite lane in the turning section. FIGS. 4a to 4c are flowcharts illustrating specific control processes of a defensive driving method for a turning section of a vehicle according to an embodiment of the present invention. Figure 5 is a drawing illustrating a vehicle in the opposite lane located within a certain distance from the vehicle in the turning section. Figure 6 is a graph comparing the difference in yaw rate error values ​​according to the driver's driving ability. Figure 7 is a graph showing the defensive driving constant according to the degree of unstable driving by the driver. FIG. 8 is a drawing illustrating a vehicle positioned in front of or behind an opposite lane vehicle in a turning section and driving together with the opposite lane vehicle. Figure 9 is a graph showing the deceleration start position before entering the turning section and the amount of deceleration from the deceleration start position to the turning section entry position using the deceleration slope according to the vehicle speed limit value. Specific details for implementing the invention

[0015] Hereinafter, preferred embodiments of a defensive driving method for a vehicle in a turning section according to the present invention will be described in detail with reference to the drawings. Terms and words used below should not be interpreted as being limited to their ordinary or dictionary meanings, and should be interpreted in a meaning and concept consistent with the technical spirit of the present invention, based on the principle that the inventor can appropriately define the concept of the terms to best describe his invention.

[0016] FIG. 1 is a diagram showing a schematic control process of a defensive driving method for a turning section of a vehicle according to one embodiment of the present invention.

[0017] There is a risk of safety accidents if a vehicle travels at a high speed or follows an incorrect driving path when entering and passing through a turning section of a lane. To prevent such problems, the present invention relates to a method for controlling a vehicle to safely navigate a turning section by utilizing information detected within the turning section when the vehicle enters the turning section of a lane.

[0018] Hereinafter, the present specification will focus on the vehicle, and a vehicle traveling in the lane opposite to the lane in which the vehicle is traveling will be referred to as an opposite lane vehicle.

[0019] As illustrated in FIG. 1, the present invention includes the steps of searching for a vehicle in the opposite lane before entering a turning section, calculating the driving risk of the vehicle in the turning section, and controlling the vehicle. That is, according to one embodiment of the present invention, before entering a turning section, the vehicle searches for whether there is a vehicle in the opposite lane, calculates a driving risk which is a numerical value representing the degree to which the vehicle can drive stably in the turning section depending on the presence or absence of a vehicle in the opposite lane, and controls the vehicle according to the driving risk.

[0020] FIG. 2 is a drawing illustrating a state in which the vehicle is controlled to safely travel through a turning section according to the present invention when there is a vehicle in the opposite lane in the turning section, and FIG. 3 is a drawing illustrating a state in which the vehicle is controlled to safely travel through a turning section according to the present invention when there is no vehicle in the opposite lane in the turning section.

[0021] According to one embodiment of the present invention, the method for calculating and controlling the driving risk of the vehicle may differ depending on the presence or absence of a vehicle in the opposite lane before entering a turning section.

[0022] FIG. 2 illustrates a controlled driving path that allows the vehicle (A) to safely drive through the turning section when an opposite lane vehicle (B) is detected in the turning section. When an opposite lane vehicle (B) is present, it is important for the vehicle (A) to avoid a collision with the opposite lane vehicle (B) while safely driving in the vehicle's driving lane.

[0023] FIG. 3 illustrates a controlled driving path that allows the vehicle to safely drive through a turning section when no vehicle in the opposite lane is detected in the turning section. When there is no vehicle in the opposite lane (B), it is important for the vehicle (A) to drive safely so as not to deviate from the lane.

[0024] Hereinafter, a control method according to an embodiment of the present invention in a turning section of a lane will be explained in detail, distinguishing between cases where there is a vehicle in the opposite lane and cases where there is no vehicle.

[0025] FIGS. 4a to 4c are flowcharts illustrating the specific control process of a defensive driving method for a turning section of a vehicle according to an embodiment of the present invention. Here, FIGS. 4a and 4b illustrate the control process when a vehicle in the opposite lane is detected, and FIG. 4c illustrates the control process when a vehicle in the opposite lane is not detected.

[0026] Referring to FIG. 4a, first, in order to determine whether the vehicle is an autonomous vehicle or a manual vehicle, it is determined whether there is a driver in the vehicle. To determine whether there is a driver in the vehicle, various sensors such as cameras mounted on the vehicle to detect the interior of the vehicle may be used, or smart devices carried by the driver may be used.

[0027] Subsequently, the vehicle searches for whether there is a vehicle in the opposite lane within a certain distance before entering the turning section (S101). Various methods can be used to determine whether there is a vehicle in the opposite lane, such as various sensors mounted on the vehicle that can detect the outside of the vehicle, or IoT devices that can collect external vehicle information.

[0028] Figure 5 is a drawing illustrating a vehicle in the opposite lane located within a certain distance from the vehicle in the turning section.

[0029] Referring to FIG. 5, the lane in which the present vehicle (A) can travel and the lane in which the opposite lane vehicle (B) can travel are separated based on the center line (M), and a camera (C) may be installed on one side of the turning section. The present vehicle (A) can search for the opposite lane vehicle (B) using sensors mounted on the vehicle, such as a camera. This search area is limited by a search boundary (L) and has a certain search radius (S).

[0030] Referring again to FIG. 4a, the vehicle next determines whether there is a vehicle in the opposite lane within a certain distance (search radius (S) shown in FIG. 5) (S110). If a vehicle in the opposite lane is found within the search area, the vehicle determines whether the vehicle in the opposite lane is an autonomous vehicle (S120). An autonomous vehicle is capable of transmitting driving information to the outside. Therefore, the reason for checking whether the vehicle in the opposite lane is an autonomous vehicle is to determine whether the vehicle can transmit the driving information from the vehicle in the opposite lane. Here, the driving information of the vehicle in the opposite lane may include all information related to the vehicle's driving, such as the speed, acceleration / deceleration, distance between the vehicle and the center line (see D in FIG. 5), expected steering angle, and target trajectory of the vehicle in the opposite lane.

[0031] If the vehicle in the opposite lane is not an autonomous vehicle, it is determined whether communication with the main vehicle is possible (S130). That is, even if the vehicle in the opposite lane is a manual vehicle, it is determined whether driving information of the vehicle in the opposite lane can be transmitted to the main vehicle.

[0033] Meanwhile, to prevent collisions between the vehicle in the opposite lane and the vehicle in the turning section, the present invention introduces the concept of a defensive driving constant. The defensive driving constant is a numerical value representing the degree of defensive driving intended to prepare for traffic accidents, etc., while driving. In the case of an autonomous vehicle, the degree of defensive driving is high because it travels along a fixed path, whereas in the case of a manually driven vehicle, the degree of defensive driving may vary depending on the driver's driving ability. In one embodiment of the present invention, the degree of defensive driving is considered to be greater as the defensive driving constant decreases. For example, if the defensive driving constant of an autonomous vehicle is 1, the defensive driving constant of a manually driven vehicle may have a value greater than 1. Of course, the value of the defensive driving constant can be set in various ways. Such defensive driving constants are determined for both the vehicle in the main lane and the vehicle in the opposite lane.

[0034] As described above, in the case of manual driving vehicles, the degree of defensive driving varies depending on the driver's driving ability. Here, to assess the driver's driving ability, the present invention introduces the concept of "degree of unstable driving." The degree of unstable driving is a numerical value representing the degree of stable driving of the vehicle by the driver. In one embodiment of the present invention, the greater the degree of unstable driving, the less stable the vehicle is driven.

[0035] Meanwhile, information regarding the degree of such unstable driving may be included in the driving information above.

[0036] The degree of unstable driving can be determined based on information regarding the driver's driving ability if such information can be collected. In one embodiment of the present invention, the degree of unstable driving is determined based on whether the driver follows a target yaw rate value while driving.

[0037] Figure 6 is a graph comparing the difference in yaw rate error values ​​according to the driver's driving ability.

[0038] In one embodiment of the present invention, the degree of unstable driving can be determined by whether the actual yaw rate value during driving follows the target yaw rate value. FIG. 6 illustrates an error value (E), which is the difference between the actual yaw rate value (R) and the target yaw rate value (T). The error value shown in the left graph of FIG. 6 is greater than the error value shown in the right graph of FIG. 6. Therefore, the degree of unstable driving having an error value like that of the left graph of FIG. 6 is greater than the degree of unstable driving having an error value like that of the right graph of FIG. 6.

[0039] Referring again to FIG. 4a, the defensive driving constant of the opposite lane vehicle is determined differently depending on the type of the opposite lane vehicle and whether communication is possible between the main vehicle and the opposite lane vehicle. If the opposite lane vehicle is an autonomous vehicle, the defensive driving constant a is determined (S121). If the opposite lane vehicle is a manual driving vehicle and cannot transmit driving information and information regarding the degree of unstable driving to the main vehicle, the defensive driving constant c, which is set as a default in advance, is determined (S133). Here, the defensive driving constant c can have a value greater than the defensive driving constant a. For example, the defensive driving constant a can be determined as 1, and the defensive driving constant c can be determined as 1.5.

[0040] Meanwhile, if the vehicle in the opposite lane is a manual driving vehicle and can communicate with the vehicle in question, the vehicle in question receives information regarding the degree of unstable driving of the vehicle in the opposite lane (S131), and a defensive driving constant is determined according to the degree of stable driving based on the received degree of unstable driving (S132).

[0041] Figure 7 is a graph showing the defensive driving constant according to the degree of unstable driving by the driver.

[0042] Referring to FIG. 7, the defensive driving constant increases as the degree of unsafe driving increases. At this time, the lower limit of the defensive driving constant is the defensive driving constant 'a' of the autonomous vehicle, and the upper limit of the defensive driving constant is the defensive driving constant 'c' set by default. In FIG. 7, the value of 'a' is set to 1 and the value of 'c' is set to 1.5. The defensive driving constant according to the magnitude of the degree of unsafe driving can be calculated by interpolation with 1 and 1.5 as boundaries.

[0043] Referring again to FIG. 4a, when the defensive driving constant of the vehicle in the opposite lane is determined, the vehicle receives driving information of the vehicle in the opposite lane (S125).

[0044] If there is a camera (see C in FIG. 5) that photographs a vehicle in the opposite lane in the turning section, the vehicle can receive the image of the vehicle in the opposite lane captured by the camera and collect driving information of the vehicle in the opposite lane (S126).

[0045] Meanwhile, as a manual driving vehicle as described above, the driving information of an opposite lane vehicle (B1) (see FIG. 8) that cannot communicate with the present vehicle can be collected by the present vehicle receiving the image captured by the camera (see FIG. 8 C) if there is a camera that captures the opposite lane vehicle in the turning section (S135).

[0046] FIG. 8 is a drawing illustrating a vehicle positioned in front of or behind an opposite lane vehicle in a turning section and driving together with the opposite lane vehicle.

[0047] If there are multiple vehicles including the aforementioned opposite lane vehicle (B1) driving in the opposite lane, and among the multiple vehicles there are vehicles (B2, B3) capable of transmitting driving information of the opposite lane vehicle (B1) to the present vehicle (A) from the front or rear of the aforementioned opposite lane vehicle (B1), the present vehicle (A) can receive driving information of the opposite lane vehicle (B1) from these vehicles (B2, B3).

[0048] At this time, referring again to FIG. 4a, the vehicle (A) may request the vehicle (B2 or B3) that collected the driving information of the vehicle in the opposite lane (B1) to transmit the driving information of the vehicle in the opposite lane (B1) to the vehicle (S127). If the vehicle has collected the driving information of the vehicle in the opposite lane (B1), it updates the driving information of the vehicle (X) (S137).

[0049] Afterward, referring to FIG. 4b, it is determined whether the vehicle is an autonomous vehicle or a manual vehicle (S140). This is determined based on whether there is a person actually driving the vehicle in the previous step (S101). The reason for determining whether the vehicle is an autonomous vehicle is to determine the degree of risk of collision with a vehicle in the opposite lane.

[0050] First, the defensive driving constant of the vehicle is determined, and the specific details regarding the defensive driving constant are the same as described above. If the vehicle is an autonomous vehicle, the defensive driving constant a is determined (S141). Conversely, if the vehicle is a manual driving vehicle, the defensive driving constant b is determined according to the degree of unstable driving (S142).

[0051] Next, the vehicle predicts and calculates a collision risk constant, which is the degree of collision risk with a vehicle in the opposite lane during a turning section (S144). The collision risk constant is determined by considering two risk factors. The first risk factor is the distance at which the vehicle and the vehicle in the opposite lane are closest to each other when driving in the turning section (hereinafter referred to as the proximity distance). The proximity distance can be determined by the vehicle from the driving information of the vehicle in the opposite lane in the step described above. The second risk factor is the defensive driving constant of the vehicle in the opposite lane calculated in the step described above. The collision risk constant can be obtained by multiplying the proximity distance and the defensive driving constant. In one embodiment of the present invention, the collision risk constant is calculated by multiplying the proximity distance and the defensive driving constant.

[0052] Next, the vehicle compares the calculated collision risk constant with a predetermined Threshold_danger (S150). If the collision risk constant is less than the Threshold_danger, the vehicle determines that the degree of collision risk with the vehicle in the opposite lane is low and does not perform additional control (S151).

[0053] Conversely, if the collision risk constant is less than Threshold_danger, the vehicle is determined to have a high degree of collision risk with a vehicle in the opposite lane, and the vehicle or the vehicle in the opposite lane is controlled (S152).

[0054] At this time, the method by which the vehicle controls itself is as follows. If the vehicle is an autonomous vehicle, the target path is modified to move to the outside of the center line, and engine torque reduction, regenerative braking, and hydraulic braking are performed simultaneously or separately. Here, regenerative braking is performed along with hydraulic braking to improve fuel efficiency; however, if the risk of collision is determined to be high, only hydraulic braking may be performed for safety reasons. If the vehicle is a manual vehicle, the need for steering torque input is indicated to the driver to move to the outside of the center line.

[0055] The method by which this vehicle controls the vehicle in the opposite lane is as follows. Since the risk of collision is determined to be high in the turning section, the vehicle in the opposite lane also requires defensive driving. In this case, if this vehicle can communicate with the vehicle in the opposite lane, it requests the vehicle to drive to the outside of the center line or to slow down.

[0057] Next, a control method according to an embodiment of the present invention is described in the case where there are no vehicles in the opposite lane during a turning section of the lane.

[0058] Referring to FIG. 4c, first, it is determined whether the vehicle is an autonomous vehicle or a manual vehicle (S200). If the vehicle is an autonomous vehicle, it is driven along a set target path in the turning section, and no additional control is performed (S201). Conversely, if the vehicle is a manual vehicle, there is no need to calculate the risk of collision with a vehicle in the opposite lane in the turning section. However, since there is a risk that the vehicle may go off the road or overturn when passing through the turning section (hereinafter referred to as driving risk), it is necessary to control the vehicle by taking into account this driving risk.

[0059] In the case where the vehicle is a manual driving vehicle, the concepts of a defensive driving constant and a degree of unstable driving based on the driver's driving ability are introduced to determine the above driving risk. Here, the defensive driving constant and the degree of unstable driving are the same as those explained in the case where there is a vehicle in the opposite lane. Accordingly, a defensive driving constant is determined based on the degree of unstable driving of the driver of the vehicle (S210).

[0060] Meanwhile, as described above, the degree of unstable driving can be determined based on whether the driver follows the target yaw rate value while driving. That is, the driver's driving ability can be determined by calculating the yaw rate error value while the driver is driving along the target path, and the yaw rate limit value can be set according to the driver's driving ability. For example, if the yaw rate error value is greater than the reference value, the defensive driving constant is large, so the driver's driving ability is considered insufficient and the yaw rate limit value is set small; if the yaw rate error value is smaller than the reference value, the defensive driving constant is small, so the driver's driving ability is considered good and the yaw rate limit value is set large (S204).

[0061] In addition, when the defensive driving constant is large, the driver's driving ability is considered to be poor, so the deceleration control amount in the turning section is set large, and when the defensive driving constant is small, the driver's driving ability is considered to be good, so the deceleration control amount in the turning section is set small (S204).

[0062] Subsequently, the turning radius (R) in the turning section is determined (S205). The turning radius (R) can be determined based on GPS, navigation information (MAP data), etc. Even if the vehicle is a manual driving vehicle, if sensors such as an IoT module or a camera are installed to collect information in the turning section (R), or if information in the turning section can be collected from other vehicles, the turning radius (R) may be determined based on such information.

[0063] Subsequently, the vehicle speed limit value based on the yaw rate limit value is predicted and calculated (S206). The vehicle speed limit value can be calculated according to the following mathematical formula.

[0065] < Mathematical Formula >

[0067]

[0070] According to the above mathematical formula, if the yaw rate limit and turning radius (R) are small, the vehicle speed limit must be small because the driver needs to exercise caution in the turning section. In other words, the vehicle speed limit is the speed value required for the vehicle to safely drive through the turning section.

[0071] If the vehicle is traveling at its current speed before entering a turning section and exceeds the speed limit value in the turning section, there is a high probability that a driving hazard will occur in the turning section. Therefore, the vehicle needs to decelerate before entering the turning section. Accordingly, it is determined whether the vehicle's current speed exceeds the speed limit value before entering the turning section (S210). If the vehicle's current speed does not exceed the speed limit value, it is determined to be safe and no additional control is performed (S210). Conversely, if the vehicle's current speed exceeds the speed limit value, the vehicle is controlled to decelerate (S211), but the timing of the deceleration becomes an issue here.

[0072] Figure 9 is a graph showing the deceleration start position before entering the turning section and the amount of deceleration from the deceleration start position to the turning section entry position using the deceleration slope according to the vehicle speed limit value.

[0073] FIG. 9 is a graph that determines the starting position and amount of deceleration of the vehicle before entering a turning section. The upper part of FIG. 9 shows a vehicle entering a turning section, the middle part shows the starting position of deceleration according to the vehicle speed limit value, and the lower part shows the amount of deceleration.

[0074] Afterward, the vehicle is controlled to decelerate according to the vehicle speed limit value. Referring to FIG. 9, a case where the vehicle speed limit value is small (vehicle speed Limit_case1) and a case where the vehicle speed limit value is large (vehicle speed Limit_case2) are illustrated. A large vehicle speed limit value indicates that the driver has good driving ability, and a small vehicle speed limit value indicates that the driver has poor driving ability.

[0075] To determine the starting position for deceleration, it is necessary to set the deceleration slope according to the magnitude of the vehicle speed limit value. That is, the deceleration slope is the deceleration slope from before entering the turning section to entering the turning section, and the point where the current vehicle speed of the vehicle and the deceleration slope intersect in the graph located in the middle of FIG. 9 is determined as the position where deceleration is to be performed. This deceleration slope can be pre-set according to the degree of unstable driving described above. For example, if the driver's driving ability is poor, the deceleration slope can be set small, and if the driving ability is good, the deceleration slope can be set large.

[0076] As shown in FIG. 9, if the vehicle speed limit value is small, the deceleration slope is small, so the deceleration position before entering the turning section is determined as D1; ​​if the vehicle speed limit value is large, the deceleration slope is large, so the deceleration position before entering the turning section is determined as D2. In other words, the less capable the driver is, the greater the deceleration distance (the distance from the position before entering the turning section to the position entering the turning section) (D1 > D2).

[0077] Meanwhile, in the graphs located in the middle and lower parts of FIG. 9, when the vehicle speed limit value is small, the amount of deceleration (or braking amount) of the vehicle starts from the position (D1) before entering the aforementioned turning section. At this time, braking due to deceleration is performed using regenerative braking and hydraulic braking. Regenerative braking is performed along with hydraulic braking to improve fuel efficiency, but if the degree of driving risk is judged to be high, only hydraulic braking may be performed for safety reasons.

[0078] As described above, although the present invention has been explained by limited embodiments and drawings, the present invention is not limited thereto and can be modified and varied in various ways by those skilled in the art within the scope of the technical spirit of the present invention and the equivalent scope of the claims described below.

Claims

Claim 1 A step of searching for whether there is an opposing lane vehicle when the vehicle enters a turning section of a lane; a step of determining, respectively, a defensive driving constant, which is a value representing the degree of defensive driving of the vehicle and the opposing lane vehicle when the opposing lane vehicle is detected; a step of predicting and calculating the proximity distance between the vehicle and the opposing lane vehicle in the turning section using at least one of driving information such as the speed, deceleration / acceleration, distance from the center line of the lane, expected steering angle, and target trajectory of the opposing lane vehicle in the turning section; and a step of predicting and calculating a collision risk constant representing the degree of collision risk between the vehicle and the opposing lane vehicle using the defensive driving constant and the proximity distance. A method for defensive driving in a turning section of a vehicle, characterized by a configuration in which, if the above collision risk constant is greater than a preset limit, the speed of the vehicle is reduced or the driving path of the vehicle is modified to prevent a collision between the vehicle and the vehicle in the opposite lane in the turning section; wherein if the vehicle in the turning section or the vehicle in the opposite lane capable of communicating with the vehicle in the turning section is a manual driving vehicle, the defensive driving constant is determined by the degree of unstable driving, which is a value representing the degree of stable driving of the vehicle by the driver, and the degree of unstable driving is determined by calculating the error value of the target yaw rate generated during the vehicle's driving, depending on whether the vehicle follows the target yaw rate value, and the collision risk constant is calculated by multiplying the proximity distance, which is the distance when the vehicle in the turning section and the vehicle in the opposite lane are closest to each other when driving in the turning section, by the defensive driving constant of the vehicle in the opposite lane. Claim 2 A method for defensive driving in a turning section of a vehicle, characterized in that, in claim 1, when the vehicle or the vehicle in the opposite lane is an autonomous vehicle, the defensive driving constant is determined to be a smaller value than the defensive driving constant when the vehicle is a manual vehicle. Claim 3 delete Claim 4 delete Claim 5 A method for defensive driving in a turning section of a vehicle according to claim 1, characterized in that the more stably the vehicle is driven by the driver, the smaller the value of the defensive driving constant determined by the degree of unstable driving. Claim 6 A method for defensive driving in a turning section of a vehicle, characterized in that, in claim 1, if the vehicle does not receive driving information of the vehicle in the opposite lane, the defensive driving constant of the vehicle in the opposite lane is determined to a preset default value. Claim 7 A method for defensive driving in a turning section of a vehicle according to claim 1, characterized in that the driving information is collected by a camera located in the turning section and received by the vehicle. Claim 8 A method for defensive driving in a turning section of a vehicle according to claim 1, further comprising the step of, if the present vehicle fails to receive driving information of the opposite lane vehicle, the present vehicle requests the driving information from a vehicle capable of collecting driving information of the opposite lane vehicle while driving in front of or behind the opposite lane vehicle. Claim 9 A method for defensive driving in a turning section of a vehicle according to claim 1, characterized in that, in the step of controlling the vehicle, regenerative braking is performed when the vehicle is decelerated. Claim 10 A method for defensive driving in a turning section of a vehicle according to claim 1, characterized in that, in the step of controlling the vehicle, the vehicle requests the vehicle in the opposite lane to drive outside the center line or decelerate in the turning section so that the driving path of the vehicle in the opposite lane is modified. Claim 11 A step of searching for a vehicle in the opposite lane when the vehicle enters a turning section of a lane; a step of determining whether the vehicle is a manual vehicle for vehicle control if the vehicle in the opposite lane is not detected; a step of determining a defensive driving constant, which is a value representing the degree of defensive driving of the vehicle, to control the vehicle by considering the driving risk of the vehicle in the turning section if the vehicle is a manual vehicle; a step of predicting and calculating a vehicle speed limit value of the vehicle in the turning section based on the yaw rate limit value of the vehicle determined according to the defensive driving constant and the turning radius of the turning section; and a step of allowing the vehicle to drive stably in the turning section if the current vehicle speed of the vehicle before entering the turning section is greater than the vehicle speed limit value. A method for defensive driving in a turning section of a vehicle, comprising the step of controlling the speed of the vehicle to decelerate in advance. Claim 12 A method for defensive driving in a turning section of a vehicle according to claim 11, characterized in that the smaller the defensive driving constant, the larger the yaw rate limit value is determined. Claim 13 A method for defensive driving in a turning section of a vehicle according to claim 11, characterized in that the smaller the defensive driving constant, the larger the amount of deceleration control of the vehicle is determined. Claim 14 A method for defensive driving in a turning section of a vehicle according to claim 11, characterized in that the vehicle speed limit value is calculated to be smaller as the turning radius becomes smaller. Claim 15 delete Claim 16 delete

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