Control method for u-turn driving using high-definition map

Abstract

The present disclosure relates to a control method for U-turn driving using a high-definition map, which can include identifying a U-turn section in front of a vehicle based on sensor information, detecting a first point in the U-turn section using a high-definition map, determining at least one candidate lane centerline on the high-definition map and selecting a target lane centerline from the at least one candidate lane centerline, determining a second point on the target lane centerline based on the first point, and generating a dynamic curved route based on the first point and the second point.

Description

[0001] Cross Reference to Related Applications

[0002] This application claims priority to Korean Patent Application No. 10-2020-0122916, filed on September 23, 2020, the entire contents of which are incorporated herein by reference for all purposes. TECHNICAL FIELD

[0003] The present application relates to a control method for U-turn driving using a high-definition map. BACKGROUND

[0004] An autonomous vehicle can use an advanced driver assistance system (ADAS) to free a driver from simple tasks such as steering wheel and pedal operations while driving, and can prevent accidents caused by the driver's carelessness, and thus is increasingly attracting attention.

[0005] Such an autonomous vehicle generates a route using nodes, lane links, lane sides, etc. that form a high-definition map, and performs autonomous driving control according to the route. In general, such a route is generated by reprocessing vector data collected from a high-definition map through various functions (n-th order polynomial curves, B-splines, etc.) and sequentially using points of the vector data.

[0006] However, the above route generation method can not be suitable for a route for actual driving, because dynamic factors of a vehicle are not reflected in route generation. For example, when a route is generated only according to a high-definition map in a case where a U-turn is distorted in a plurality of lines corresponding to a combination of lane center lines or it is difficult to perform curve fitting according to a polynomial, unnecessary steering changes can cause unnatural driving and a significant decrease in ride comfort.

[0007] Therefore, there is a need for a route generation method that, when referring to a high-definition map, combines dynamic factors of a vehicle and is specifically directed to a U-turn case.

[0008] The information included in the Background of the Invention section of this application is only for the purpose of enhancing the understanding of the general background of the application, and can not be considered as acknowledging or implying in any form that this information forms the prior art known to those skilled in the art. SUMMARY

[0009] Various aspects of the present application aim to provide a control method for U-turn driving using a high-definition map, which can reduce the discomfort of passengers and implement more natural autonomous driving control by presenting a dynamically curved route that minimizes steering angle changes during a U-turn, by combining dynamic factors of a vehicle and a high-definition map.

[0010] Those skilled in the art will understand that the objects, which can be achieved by the present application are not limited to what has been particularly described hereinabove and the above- and other objects of the present application will become clearer from the following detailed description.

[0011] In various exemplary embodiments of the present application, a control method for U-turn driving using a high-definition map includes the steps of: identifying a U-turn section in front of a vehicle based on sensor information; detecting a first point in the U-turn section using a high-definition map; determining at least one candidate lane center line on the high-definition map and selecting a target lane center line from the at least one candidate lane center line; determining a second point on the target lane center line based on the first point; and generating a dynamic curved route based on the first point and the second point.

[0012] The first point can be a point on a reference lane center line among a plurality of lane center lines corresponding to a current position of the vehicle, and can be determined in consideration of a current speed of the vehicle and a steering reference speed, and the target lane center line can be parallel to the reference lane center line.

[0013] The method can further include the step of: calculating a steering angle of the vehicle using a radius of curvature in the dynamic curved route and the steering reference speed.

[0014] The dynamic curved route can correspond to a steady-state cornering trajectory.

[0015] The step of generating the dynamic curved route can include the steps of: obtaining a reference route based on the high-definition map; and judging whether a point on the reference route corresponds to a point on the dynamic curved route by comparing the point on the reference route with the point on the dynamic curved route, and controlling driving of the vehicle according to a result of the judgment.

[0016] The step of controlling driving of the vehicle can include the steps of: adjusting steering of the vehicle based on the reference lane center line; and controlling deceleration or acceleration of the vehicle in consideration of a maximum deceleration in a first section between the current position of the vehicle and the first point.

[0017] The step of controlling driving of the vehicle can include the step of: controlling steering of the vehicle along the dynamic curved route based on the calculated steering angle in a section between the first point and the second point, wherein the calculated steering angle can be maintained constant in a second section.

[0018] The step of controlling driving of the vehicle can include the step of: causing the target lane center line to correspond to a forward direction of the vehicle after the second section.

[0019] Further, the vehicle according to various exemplary embodiments of the present application includes a sensor information transmitter configured to obtain sensor information, and a turning route generator configured to generate a dynamic curved route of a U-turn section in front of the vehicle when the U-turn section is identified based on the sensor information, wherein the turning route generator is configured to detect a first point in the U-turn section using a high definition map, determine at least one candidate lane center line on the high definition map, and select a target lane center line from the at least one candidate lane center line, determine a second point on the target lane center line based on the first point, and generate the dynamic curved route based on the first point and the second point.

[0020] The methods and apparatus of the present application have other features and advantages which will be apparent from or are set forth in more detail in the following detailed description of the application, taken in conjunction with the drawings, and the following claims. BRIEF DESCRIPTION OF DRAWINGS

[0021] Figure 1 is a block diagram illustrating a U-turn control apparatus using a high definition map according to one exemplary embodiment of the present application.

[0022] Figure 2 is a dynamic curved route generated using a high definition map according to one exemplary embodiment of the present application.

[0023] Figure 3 is a block diagram illustrating a U-turn control apparatus using a high definition map according to one exemplary embodiment of the present application. Figure 2 is an enlarged view of the dynamic curved route shown.

[0024] Figure 4 is a flowchart of a control method of U-turn travel using a high definition map according to one exemplary embodiment of the present application.

[0025] It is to be understood that the figures are not necessarily to scale and that the presentation of various features of the application in slightly simplified form is intended to be illustrative of the basic principles of the application. Specific design features of the application, including for example specific dimensions, directions, positions and shapes, as contained in the detailed description herein, will be determined in part by the particular planned use and environment of use.

[0026] In the drawings, like reference numerals refer to like parts throughout the various views thereof. DETAILED DESCRIPTION

[0027] Reference will now be made in detail embodiments of the application, examples of which are illustrated in the accompanying drawings and described below. While the application will be described in conjunction with exemplary embodiments, it will be understood that the application is not limited to the exemplary embodiments. On the contrary, the application is intended to cover alternatives, modifications, equivalents, and other embodiments, which can be included within the spirit and scope of the application as defined by the appended claims.

[0028] Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. Embodiments can be modified in various ways and can have various forms, and specific embodiments will be shown in the drawings and described in detail. However, the embodiments are not considered to be limited to specific included forms, and the scope of the present application is not limited by the exemplary embodiments, but is limited by the claims and their equivalents.

[0029] Terms such as "first" and "second" can be used to describe various components, but the components are not limited by the terms. The terms can be used to distinguish one element from another element. In addition, terms defined in view of the configuration and operation of the embodiments are used only to describe the embodiments, and are not intended to limit the scope of the embodiments.

[0030] The terms used in the specification of the present application are used only to describe various exemplary embodiments of the present application, and are not intended to limit the scope of the present application. Unless the context clearly indicates otherwise, elements described in the singular are intended to include the plural. In addition, in the specification of the present application, it will be further understood that the terms "comprise" and "include" specify the presence of stated features, integers, steps, operations, elements, components, and / or combinations thereof, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or combinations thereof.

[0031] Unless otherwise defined, all terms used in this document, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which the example embodiments belong. It will be further understood that terms such as those defined in commonly used dictionaries should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and should not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[0032] Hereinafter, a U-turn control apparatus using a high-definition map according to various exemplary embodiments of the present application will be described with reference to the accompanying drawings.

[0033] Figure 1 is a block diagram showing a U-turn control apparatus using a high-definition map according to one exemplary embodiment of the present application.

[0034] Referring toFigure 1 The U-turn control device 100 using a high-definition map can include a sensor information transmitter 110, a map information transmitter 120, a steering route generator 130, a travel controller 140, and a sensor information operation unit 150.

[0035] The sensor information transmitter 110 can include an external sensor that detects environmental information around a vehicle in real time and an internal sensor that measures state information of the vehicle, and the external sensor can include an image sensor disposed at a front side, a side, and a rear side of the vehicle, a distance measurement sensor, a global positioning system (GPS) receiver, etc.

[0036] The image sensor can collect image information around the vehicle captured through an optical system, and perform image processing such as noise removal, sharpness and chroma control, and file compression on the image information.

[0037] The distance measurement sensor can measure a distance or a relative speed between the vehicle and an object, and can be implemented using a radar (radio detection and ranging, radar) or a laser radar (light detection and ranging, LiDAR). The radar uses electromagnetic waves to measure a distance, a direction, a relative speed, and a height from an object around the vehicle, and can recognize a long distance and cope with bad weather. The laser radar generates laser radar data in the form of a point by a reflected laser pulse after emitting a laser pulse forward of the vehicle on a road, and is mainly applied to detecting an object around the vehicle due to its precise resolution.

[0038] The GPS receiver is a sensor configured to estimate a geographical position of the vehicle, and can collect a current position of the vehicle in real time by receiving a navigation message from a GPS satellite.

[0039] The internal sensor can include a speed sensor that detects a current speed of the vehicle, an acceleration sensor that detects an acceleration of the vehicle, and a steering angle sensor that detects a steering angle of the vehicle, and can periodically measure state information related to respective actuators.

[0040] The map information transmitter 120 can pre-store road information related to a shape, a curvature, and a gradient and a slope of a road, and a high-definition map including position information corresponding to the road information in the form of a database.

[0041] High-resolution maps can include road network data consisting of nodes and lane centerlines. Here, nodes represent points where road attributes change, such as intersections and junctions, and lane centerlines are straight lines between nodes that represent the centerlines of the roads. Such road network data includes information at the lane level, where the physical characteristics of each lane (e.g., vehicle width, curvature, gradient, inclination, etc.) are pre-measured and converted into numerical values, and can be updated periodically and automatically via wireless communication or manually by the user.

[0042] Sensor information transmitter 110 and map information transmitter 120 can communicate with steering route generator 130 via vehicle network NW. Here, vehicle network NW can include various types of in-vehicle communication, such as Controller Area Network (CAN), CAN with Flexible Data Rate (CAN-FD), FlexRay, Media-Oriented System Transport (MOST), and Time-Triggered Ethernet (TT Ethernet).

[0043] The steering route generator 130 can collect sensor information and high-definition maps transmitted via the vehicle network (NW) in real time and generate dynamic curving routes. The following will refer to... Figure 2 and Figure 3 This will be described in more detail.

[0044] Figure 2 This illustrates a dynamic, curved route generated using a high-definition map according to an exemplary embodiment of the present invention. Figure 3 yes Figure 2 An enlarged view of the dynamic bending path shown.

[0045] Reference Figure 2 and Figure 3 The steering route generator 130 can identify the location of vehicle V. ego The U-shaped turn ahead, U, vehicle V ego The vehicle navigates automatically along global routes using collected sensor information. Here, the U-turn segment U is a segment represented by a dashed line within a portion of the road's centerline and is included on the high-definition map 10 in the vehicle V. ego The region between nodes N1 and N2 that are separated from each other in the direction of travel.

[0046] The turning route generator 130 can use the high-definition map 10 to detect a first point 31 in the U-shaped turning segment U. Here, the first point 31 corresponds to the starting point of the dynamic curvature route 30 and can be one of the multiple lane centerlines 11 to 15 and 21 to 25 forming the high-definition map 10 that corresponds to the vehicle V. ego The point on the reference lane centerline 11 corresponding to the current position.

[0047] The steering route generator 130 can determine a first point 31 based on a current speed V int of the vehicle V ego may reach a point of a steering reference speed V limit Here, the steering reference speed V limit is a speed limit for preventing a vehicle traveling on a curved road from deviating due to centrifugal force and deterioration of ride comfort, and can be set according to a friction coefficient of the road.

[0048] The steering route generator 130 can determine at least one candidate lane center line 21 to 25 on the high-definition map 10 in consideration of a steering limit of the vehicle V ego , determine a collision risk with respect to the at least one candidate lane center line 21 to 25, and select a target lane center line 23. For example, the steering route generator 130 can confirm a state (presence or absence of an obstacle) of a relative lane of a lane in which the vehicle is traveling based on sensor information, and select a lane center line having a low collision risk as the target lane center line.

[0049] The steering route generator 130 can extend a perpendicular line 32 from the first point 31 to the target lane center line 23 and determine a point at which the perpendicular line 32 and the target lane center line 23 intersect as a second point 33. Here, the second point 33 corresponds to an end point of the dynamic curved route 30, and the target lane center line 23 can be parallel to the reference lane center line 11.

[0050] The steering route generator 130 can calculate a radius of curvature R based on a distance between the first point 31 and the second point 33, and generate the dynamic curved route 30 based on the radius of curvature R. For example, the radius of curvature R can be half (R=D / 2) of a straight distance D between the first point 31 and the second point 33. The dynamic curved route 30 can correspond to a steady-state cornering trajectory.

[0051] The steering route generator 130 can process vector data collected from the high-definition map 10 through various functions (n-th order polynomial curves or B-spline curves), and sequentially use points 35 of the vector data to obtain a reference route 40.

[0052] The steering route generator 130 can determine whether the dynamic curved route 30 corresponds to the reference route 40 by comparing a point on the dynamic curved route 30 with a point on the reference route 40, and transmit the dynamic curved route 30 to the travel controller 140 together with a wake-up signal according to a determination result.

[0053] The travel controller 140 can be activated upon receipt of the wake-up signal from the steering route generator 130.

[0054] Thereafter, the travel controller 140 can adjust the steering of the vehicle V ego based on the reference lane center line 11 and perform deceleration or acceleration control in view of the maximum deceleration a max in the first section between the current position and the first point 31.

[0055] In view of the current speed V int of the vehicle, the steering reference speed V limit , and the distance S between the current position and the first point 31, the maximum deceleration a max may be calculated, for example, as represented by the following Equation 1.

[0056] [Equation 1]

[0057]

[0058] Further, the travel controller 140 can perform steering control along the dynamic curved route 30 while keeping the steering angle δ constant in the second section between the first point 31 and the second point 32. The steering angle δ can be determined by the following Equation 2, but this is merely an example.

[0059] [Equation 2]

[0060]

[0061] where R is the radius of curvature, L is the wheelbase, v is the travel speed, a y is the lateral acceleration, K is the understeering gradient, and the travel speed v and the steering angle δ can be kept constant in the second section. Further, upon entering the second section, the travel speed v can be set to be the same as the limited steering reference speed V limit .

[0062] The sensor information operation unit 150 can include a G sensor collector 151 and a lateral acceleration comparator 152.

[0063] The G sensor collector 151 can be provided in the vehicle, measure the longitudinal acceleration and the lateral acceleration of the vehicle V ego traveling in the second section, and provide the measured data to the lateral acceleration comparator 152.

[0064] The lateral acceleration comparator 152 can calculate the lateral acceleration using the maximum deceleration a max and the longitudinal acceleration, and periodically compare the calculated value and the measured value of the lateral acceleration to determine whether the steering travel of the vehicle is in a normal state.

[0065] The lateral acceleration comparator 152 can compare the difference between the calculated value and the measured value of the lateral acceleration with a predetermined reference value, and determine whether the driving state of the vehicle is a normal state or an abnormal state according to the comparison result.

[0066] For example, the lateral acceleration comparator 152 can determine that the driving state of the vehicle is a normal state when the difference between the calculated value and the measured value of the lateral acceleration is equal to or less than a predetermined reference value, and determine that the driving state of the vehicle is an abnormal state (e.g., an over-steering state including over-steering of the vehicle, an under-steering state including under-steering of the vehicle) when the difference exceeds the predetermined reference value. When it is determined that the driving state is an abnormal state, the lateral acceleration comparator 152 can transmit a fault flag to the driving controller 140 and the driving controller 140 can apply a moment to the brake device.

[0067] After the second section, the driving controller 140 can release the limited steering angle during the U-turn to control the target lane center line to correspond to the advancing direction of the vehicle so that the vehicle can escape from the dynamic curved route 30.

[0068] According to various exemplary embodiments of the present application, the vehicle V ego The dynamic curved route 30, which can maintain a constant steering angle, prevents unnecessary steering changes and performs steering travel at a constant speed, minimizing the discomfort of passengers.

[0069] Figure 4 is a flowchart of a control method for U-turn driving using a high-definition map according to an exemplary embodiment of the present application.

[0070] According to the control method for U-turn driving using a high-definition map, a U-turn section ahead of the vehicle is identified based on sensor information (S410), and a first point in the U-turn section is detected using a high-definition map (S420). Here, the first point 31 can be a point on a reference lane center line corresponding to the current position of the vehicle among a plurality of lane center lines forming the high-definition map.

[0071] Thereafter, at least one candidate lane center line on which the vehicle will travel after the U-turn is determined (S430), and a collision risk with respect to the at least one candidate lane center line is confirmed and a target lane center line is selected (S440).

[0072] Accordingly, a perpendicular line is extended from the first point to the target lane center line and a point at which the perpendicular line and the target lane center line intersect is determined as a second point (S450).

[0073] Thereafter, a radius of curvature is calculated based on a straight-line distance between the first point and the second point, and a dynamic curved route corresponding to a steady-state corner trajectory is generated (S460).

[0074] Accordingly, a reference route is obtained by processing vector data collected from a high-definition map, and then the number of points corresponding to each other between the reference route and the dynamic curved route is detected (S470).

[0075] Thereafter, the number of detected points is compared with a predetermined threshold N (here, N is an integer equal to or greater than 2) (S480).

[0076] If the number of detected points is equal to or less than N, automatic driving control is performed along the generated dynamic curved route (S490), and if the number of detected points exceeds N, it returns to step S440 to reselect a target lane center line.

[0077] The control method for U-turn driving using a high-definition map according to the above-described embodiment can be implemented as a program that is executed in a computer and stored in a computer-readable recording medium. Examples of the computer-readable medium include ROM, RAM, CD-ROM, magnetic tapes, floppy disks, optical data storage devices, etc.

[0078] A computer-readable recording medium is distributed to a computer system connected via a network, and computer-readable codes can be saved and executed according to a distributed system. Furthermore, those skilled in the art can easily deduce a functional program, code, and code segment implementing the above-described method.

[0079] Although several embodiments have been described, these embodiments can be implemented in various other forms. Technical details of the above-described embodiments can be combined in various ways as long as they are compatible to implement new embodiments.

[0080] Those skilled in the art will appreciate that the present application can be implemented in other specific forms without departing from the spirit and essential characteristics of the present application. Thus, the above-described embodiments are to be considered in all respects as illustrative and not restrictive. The scope of the application should be determined not with the above description but with the appended claims and their legal equivalents, and all changes coming within the meaning and equivalency range of the appended claims are intended to be embraced therein.

[0081] According to at least various exemplary embodiments of the present application, a dynamic curved route capable of maintaining a constant turning angle of a vehicle during a U-turn can be generated with reference to point data in a high-definition map, to prevent unnecessary turning changes and perform turning driving at a constant speed, thereby minimizing passenger discomfort.

[0082] Further, the term control device such as "controller", "control unit", "control means" or "control module" refers to a hardware device including a memory and a processor configured to perform one or more steps described as algorithmic structures. The memory stores the algorithmic steps, and the processor executes the algorithmic steps to perform one or more processes of the method according to various exemplary embodiments of the present application. The control device according to various exemplary embodiments of the present application can be implemented by a non-volatile memory configured to store data for controlling operations of various components of a vehicle or software commands for performing an algorithm, and a processor configured to perform the operations described above using the data stored in the memory. The memory and the processor can be separate chips. Alternatively, the memory and the processor can be integrated on a single chip. The processor can be implemented as one or more processors. The processor can include various logic circuits and arithmetic circuits, can process data according to a program provided from the memory, and can generate a control signal according to a processing result.

[0083] The control device can be at least one microprocessor operated by a predetermined program, which can include a series of commands implementing the method included in the above-described various exemplary embodiments of the present application.

[0084] The foregoing application can also be implemented as computer readable code on a computer readable recording medium. The computer readable recording medium is any data storage device that can store data which can be thereafter read by a computer system. Examples of the computer readable recording medium include a hard disk drive (HDD), a solid state drive (SSD), a silicon disk drive (SDD), a read-only memory (ROM), a random access memory (RAM), CD-ROMs, magnetic tapes, floppy disks, optical data storage devices, and the like and is implemented as a carrier wave (e.g., transmitted over the Internet).

[0085] In various exemplary embodiments of the present application, each of the above-described operations can be performed by the control device, and the control device can be configured by a plurality of control devices or an integrated single control device.

[0086] In various exemplary embodiments of the present application, the control device can be implemented in the form of hardware or software, or can be implemented in a combination of hardware and software.

[0087] For convenience of explanation and accurate definition of the appended claims, the terms "above", "below", "interior", "exterior", "upper", "lower", "upward", "downward", "forward", "rearward", "back", "interiorly", "exteriorly", "inwardly", "outwardly", "inner", "outer", "internal", "external", "forwardly" and "rearwardly" are used to describe features of the example embodiments with reference to the positions of such features as shown in the drawings. It will be further understood that the term "connected" or its derivatives refer both to direct and indirect connections.

[0088] The foregoing description of specific exemplary embodiments of the application has been presented for the purposes of illustration and description. They are not intended to be exhaustive or to limit the application to the precise forms disclosed, and obviously many modifications and variations are possible in light of the above teaching. The example embodiments were chosen and described in order to explain certain principles of the application and their practical application, to enable others skilled in the art to understand the application for various exemplary embodiments, and to implement and use the application in various forms and with various modifications as are suited to the particular use contemplated. It is intended that the scope of the application be defined by the claims and their equivalents.

Claims

1. A control method of a U-turn of a vehicle using a high-definition map, the method comprising the steps of: identifying, by a U-turn control device, a U-turn section of a road ahead of the vehicle from sensor information; detecting, by the U-turn control device, a first point in the U-turn section using the high-definition map; determining, by the U-turn control device, at least one candidate lane centerline on the high-definition map and selecting a target lane centerline from the at least one candidate lane centerline; determining, by the U-turn control device, a second point on the target lane centerline based on the first point; and generating, by the U-turn control device, a dynamic curved route based on the first point and the second point, wherein the step of generating the dynamic curved route comprises the steps of: obtaining a reference route from the high-definition map; judging whether a point on the reference route corresponds to a point on the dynamic curved route by comparing the point on the reference route with the point on the dynamic curved route; and controlling travel of the vehicle according to a result of the judging.

2. The method according to claim 1, wherein the first point is a point on a reference lane centerline among a plurality of lane centerlines corresponding to a current position of the vehicle and is determined in view of a current speed and a steering reference speed of the vehicle.

3. The method according to claim 2, wherein the target lane centerline is parallel to the reference lane centerline.

4. The method according to claim 2, further comprising the step of: calculating a steering angle of the vehicle using a radius of curvature in the dynamic curved route and the steering reference speed.

5. The method according to claim 1, wherein the dynamic curved route corresponds to a steady-state cornering trajectory.

6. The method according to claim 5, wherein the step of controlling the travel of the vehicle comprises the steps of: adjusting steering of the vehicle based on the reference lane centerline; and controlling deceleration or acceleration of the vehicle in view of a maximum deceleration in a first section between the current position of the vehicle and the first point.

7. The method according to claim 6, wherein the step of controlling the travel of the vehicle comprises the steps of: controlling steering of the vehicle along the dynamic curved route based on the calculated steering angle in a second section between the first point and the second point, wherein the calculated steering angle remains constant in the second section.

8. The method according to claim 6, wherein the step of controlling the travel of the vehicle comprises the steps of: causing the target lane centerline to correspond to a forward direction of the vehicle after the second section.

9. The method according to claim 1, wherein the step of selecting the target lane centerline comprises the step of: determining the at least one candidate lane centerline in view of a steering limit of the vehicle.

10. The method according to claim 1, wherein the step of selecting the target lane centerline comprises the step of: ​ confirming a collision risk of the vehicle with respect to at least one of the candidate lane centerlines and selecting the target lane centerline. 11.The method of claim 1, wherein, the step of determining the second point comprises the steps of: determining an intersection of a perpendicular line of the first point and the target lane centerline as the second point. 12.The method of claim 1, wherein, the step of generating the dynamic curved route comprises the steps of: calculating a radius of curvature according to a distance between the first point and the second point, and generating the dynamic curved route based on the determined radius of curvature. 13.A non-transitory computer-readable recording medium storing an application program executed by a processor of a U-turn control device to implement the control method of the U-turn using a high-definition map according to claim 1. 14.A vehicle comprising: a sensor information transmitter configured to obtain sensor information; and a turning route generator configured to generate a dynamic curved route of a U-turn section of a road ahead of the vehicle when the U-turn section is identified from the sensor information, wherein the turning route generator is configured to: detect a first point in the U-turn section using a high-definition map; determine at least one candidate lane centerline on the high-definition map and select a target lane centerline from at least one of the candidate lane centerlines; determine a second point on the target lane centerline based on the first point; and generate the dynamic curved route based on the first point and the second point; the vehicle further comprising a travel controller configured to control travel of the vehicle, wherein the turning route generator is configured to obtain a reference route based on the high-definition map, and wherein the travel controller is configured to determine whether a point on the reference route corresponds to a point on the dynamic curved route by comparing the point on the reference route with the point on the dynamic curved route, and control the travel of the vehicle according to a result of determining whether the point on the reference route corresponds to the point on the dynamic curved route by comparing the point on the reference route with the point on the dynamic curved route. 15.The vehicle of claim 14, wherein, the turning route generator is configured to determine at least one of the candidate lane centerlines in view of a turning limit of the vehicle. 16.The vehicle of claim 14, wherein, the turning route generator is configured to confirm a collision risk of the vehicle with respect to at least one of the candidate lane centerlines and select the target lane centerline. 17.The vehicle of claim 14, wherein, the turning route generator is configured to determine an intersection of a perpendicular line of the first point and the target lane centerline as the second point. 18.The vehicle of claim 14, wherein, The turning route generator is configured to calculate a radius of curvature as a function of a distance between the first point and the second point, and to generate the dynamic curved route based on the calculated radius of curvature.

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