Vehicle executing minimum risk strategy and method of operating same

Abstract

The invention relates to a vehicle executing a minimum risk strategy and a method of operating the vehicle. A vehicle is disclosed that includes: at least one sensor; a controller configured to control an operation of the vehicle; and a processor configured to be electrically connected to the at least one sensor and the controller, and if a minimum risk policy is required, the processor may determine a minimum risk policy type, set an allowable space in which the vehicle is parked based on the determined minimum risk policy type, and control the vehicle to park within the allowable space.

Description

Technical Field

[0001] The present invention relates to a vehicle configured to execute a minimal risk strategy and a method of operating the vehicle. Background Art

[0002] Recently, advanced driver assistance systems (ADAS) have been developed to assist drivers in driving. ADAS has multiple sub - classifications to provide convenience to drivers. Such ADAS is also referred to as automated driving or an automated driving system (ADS).

[0003] Meanwhile, when a vehicle executes automated driving, the automated driving system may malfunction. If appropriate measures are not taken for such malfunctions of the automated driving system, the vehicle may enter a dangerous state. Summary of the Invention

[0004] Accordingly, various embodiments of the present invention disclose a vehicle that executes a minimal risk maneuver (MRM) to eliminate (or reduce) risks, and a method of operating the vehicle when a situation where normal automated driving cannot be performed is detected during automated driving.

[0005] Various embodiments of the present invention disclose a method for predicting a parking available space to attempt to perform a straight - line parking through a minimal risk strategy when a situation where normal automated driving cannot be performed is detected during automated driving, and for controlling the vehicle to park within an allowable space.

[0006] The technical objectives to be achieved by the present invention are not limited to the above - mentioned objectives, and other technical objectives can be clearly understood by those skilled in the art to which the present invention pertains from the following description.

[0007] One embodiment is a vehicle, which includes: at least one sensor; a controller configured to control the operation of the vehicle; and a processor configured to be electrically connected to the at least one sensor and the controller.

[0008] In a situation where a minimal risk strategy is required, the processor may determine the type of minimal risk strategy; set an allowable space for the vehicle to park based on the determined type of minimal risk strategy; and control the vehicle to park within the allowable space.

[0009] Another embodiment is a method of operating a vehicle, which includes: when a situation where a minimal risk strategy is required occurs, determining the type of minimal risk strategy; setting an allowable space for the vehicle to park based on the determined type of minimal risk strategy; and controlling the vehicle to park within the allowable space.

[0010] According to various embodiments of the present invention, when a situation where normal autonomous driving cannot be performed is detected during autonomous driving, the risk of the vehicle can be minimized by executing a minimum risk strategy, thereby improving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 is a block diagram of a vehicle according to various embodiments of the present invention.

[0012] Figure 2 is a schematic diagram showing types of minimum risk strategies (MRMs) according to various embodiments of the present invention.

[0013] Figure 3 is a flowchart showing operations of a vehicle according to various embodiments of the present invention.

[0014] Figure 4 is a flowchart for stopping a vehicle according to a minimum risk strategy of the vehicle according to various embodiments of the present invention.

[0015] Figure 5a and Figure 5b and Figure 6a and Figure 6b are schematic diagrams showing examples of predicting an allowable space for executing a minimum risk strategy. DETAILED DESCRIPTION

[0016] Hereinafter, embodiments will be described in more detail with reference to the drawings.

[0017] From the following detailed description, the configuration and operational effects of the present invention will be clearly understood. Before describing the exemplary embodiments of the present invention in detail, it should be noted that, whenever possible, the same components will be denoted by the same reference numerals throughout the drawings, and detailed descriptions of existing components and functions will be omitted when the subject matter of the present invention may be described ambiguously.

[0018] It should also be noted that the terms used in the detailed description of the present invention are defined as follows.

[0019] A vehicle refers to a vehicle equipped with an autonomous driving system (ADS) and capable of autonomous driving. For example, through the ADS, the vehicle can perform at least one of steering, accelerating, decelerating, changing lanes, and vehicle stopping (brief stop) without driver control. For example, the ADS may include at least one of a Pedestrian Detection and Collision Mitigation System (PDCMS), a Lane Change Decision Aid System (LCDAS), a Lane Departure Warning System (LDWS), an Adaptive Cruise Control (ACC), a Lane Keeping Assistance System (LKAS), a Road Boundary Departure Prevention System (RBDPS), a Curve Speed Warning System (CSWS), a Forward Vehicle Collision Warning System (FVCWS), and a Low Speed Following (LSF).

[0020] A driver is a person who uses the vehicle and is provided with the services of the autonomous driving system.

[0021] Vehicle control right is the authority to control at least one component of the vehicle and / or at least one function of the vehicle. At least one function of the vehicle may include, for example, at least one of steering, accelerating, decelerating (or braking), changing lanes, lane detection, lateral control, obstacle identification and distance detection, power system control, safety zone detection, engine on / off, power on / off, and vehicle locking / unlocking. The listed vehicle functions are only examples for helping understanding, and the embodiments of the present invention are not limited thereto.

[0022] The shoulder may refer to the space between the outermost road boundary (or the boundary of the outermost lane) in the vehicle driving direction and the road edge (such as a curb, guardrail). That is to say, the shoulder is a part of the road set at the road edge, and may refer to the space where the vehicle can park in case of emergency, where the vehicle can bypass from traffic congestion in case of emergency, or where the vehicle can enter and exit from traffic congestion.

[0023] Figure 1It is a block diagram of a vehicle according to various embodiments of the present invention.

[0024] Figure 1 The vehicle configuration shown is one embodiment, and each component can be configured as a chip, a component, or an electronic circuit, or a combination of chips, components, and / or electronic circuits. According to the embodiment, Figure 1 Some of the components shown can be divided into multiple components and configured as different chips, different components, or different electronic circuits, and some components can be combined to form a chip, a component, or an electronic circuit. According to the embodiment, Figure 1 some of the components shown can be omitted, or other components not shown can be added. At least some of the components Figure 1 will be described with reference to the following drawings.

[0025] Referring to Figure 1 , vehicle 100 may include a sensor unit 110, a controller 120, a processor 130, a display 140, and a communication device 150.

[0026] According to various embodiments, the sensor unit 110 can use at least one sensor to sense the surrounding environment of the vehicle 100 and generate data related to the surrounding environment based on the sensing result. For example, the sensor unit 110 can obtain information about objects around the vehicle (e.g., other vehicles, people, objects, curbs, guardrails, lanes, obstacles) based on the sensing data obtained from at least one sensor. The information about the objects around the vehicle can include at least one of the position of the object, the size of the object, the shape of the object, the distance to the object, and the relative speed with respect to the object. As another example, the sensor unit 110 can use at least one sensor to measure the position of the vehicle 100. The sensor unit 110 can include, for example, at least one selected from a camera, a light detection and ranging (LIDAR) sensor, a radio detection and ranging (RADAR) sensor, an ultrasonic sensor, an infrared sensor, and a position measurement sensor. The listed sensors are only examples for helping understanding, and the sensors included in the sensor unit 110 of the present invention are not limited thereto.

[0027] According to an embodiment, a camera may generate image data by capturing images around the vehicle, and the image data includes objects located in front of, behind, and to the sides of the vehicle 100. According to an embodiment, a lidar may use light (or laser) to generate information about objects located in front of, behind, and / or to the sides of the vehicle 100. According to an embodiment, a radar may use electromagnetic waves (or radio waves) to generate information about objects located in front of, behind, and / or to the sides of the vehicle 100. According to an embodiment, an ultrasonic sensor may use ultrasonic waves to generate information about objects located in front of, behind, and / or to the sides of the vehicle 100. According to an embodiment, an infrared sensor may use infrared rays to generate information about objects located in front of, behind, and / or to the sides of the vehicle 100.

[0028] According to an embodiment, a position measurement sensor may measure the current position of the vehicle 100. The position measurement sensor may include at least one of a Global Positioning System (GPS) sensor, a Differential Global Positioning System (DGPS) sensor, and a Global Navigation Satellite System (GNSS) sensor. The position measurement sensor may generate position data of the vehicle based on signals generated by at least one of the GPS sensor, the DGPS sensor, and the GNSS sensor.

[0029] According to various embodiments, the controller 120 may control the operation of at least one component of the vehicle 100 and / or at least one function of the vehicle according to the control of the processor 130. The at least one function may be, for example, at least one of a steering function, an acceleration function (or a longitudinal acceleration function), a deceleration function (or a longitudinal deceleration function, a braking function), a lane change function, a lane detection function, an obstacle recognition and distance detection function, a lateral control function, a powertrain control function, a safety zone detection function, an engine on / off, a power on / off, and a vehicle lock / unlock function.

[0030] According to an embodiment, the controller 120 may control at least one component of the vehicle and / or at least one function of the vehicle for autonomous driving and / or a Minimal Risk Maneuver (MRM) of the vehicle 100 according to the control of the processor 130. For example, for the minimal risk maneuver, the controller 120 may control the operation of at least one of a steering function, an acceleration function, a deceleration function, a lane change function, a lane detection function, a lateral control function, an obstacle recognition and distance detection function, a powertrain control function, and a safety zone detection function.

[0031] According to various embodiments, the processor 130 may control the overall operation of the vehicle 100. According to an embodiment, the processor 130 may include an electrical control unit (ECU) capable of controlling the components of the vehicle 100 as a whole. For example, the processor 130 may include a central processing unit (CPU) or a micro processing unit (MCU) capable of performing arithmetic processing.

[0032] According to various embodiments, when a specified event occurs, the processor 130 may activate an autonomous driving system (ADS) to control the components of the vehicle 100 so that the vehicle performs autonomous driving. The specified event may occur when a request for autonomous driving by the driver, a delegation of vehicle control authority to the driver, or conditions specified by the driver and / or designer are met.

[0033] The processor 130 may determine whether normal autonomous driving can be performed based on at least one of vehicle state information and surrounding environment information during autonomous driving. According to an embodiment, from the time of ADS activation, the processor 130 may obtain vehicle state information by monitoring the mechanical and / or electrical states of vehicle internal components (e.g., sensors, actuators, etc.), and this vehicle state information indicates whether a mechanical and / or electrical failure of the vehicle internal components has occurred. The vehicle state information may include information about the mechanical state and / or electrical state of vehicle internal components. For example, the vehicle state information may include information indicating whether the functions required for autonomous driving can operate normally according to the mechanical and / or electrical states of vehicle internal components. According to an embodiment, the processor 130 may obtain the surrounding environment information of the vehicle from the sensor unit 110 from the time of ADS activation.

[0034] The processor 130 may determine whether the functions required for autonomous driving can operate normally based on the vehicle state information. The functions required for autonomous driving may include, for example, at least one of a lane detection function, a lane change function, a lateral control function, a deceleration (or braking control) function, a powertrain control function, a safety zone detection function, an obstacle recognition function, and a distance detection function. When at least one of the functions required for autonomous driving cannot operate normally, the processor 130 may determine that normal autonomous driving cannot be performed.

[0035] The processor 130 may determine whether the vehicle state is suitable for general driving conditions based on the vehicle state information. For example, the processor 130 may determine whether the mechanical state information of the vehicle (e.g., tire pressure information or engine overheat information) is suitable for general driving conditions. When the vehicle state is not suitable for general driving conditions, the processor 130 may determine that normal autonomous driving cannot be performed.

[0036] The processor 130 may determine whether the environment around the vehicle is suitable for the operation design domain (ODD) of autonomous driving based on at least one of the surrounding environment information. The operation design domain may represent the conditions of the surrounding environment in which autonomous driving operates normally. When the surrounding environment information of the vehicle does not match the operation design domain, the processor 130 may determine that normal autonomous driving cannot be performed.

[0037] According to various embodiments, when normal autonomous driving cannot be performed, the processor 130 may determine it as a situation of MRM that needs to minimize the accident risk. In a case where MRM needs to be executed, the processor 130 may determine the MRM type.

[0038] When an abnormal signal related to the driver is sensed, or when an emergency stop is required even when the ADS system is operating normally, the processor 130 may determine an MRM that needs to minimize the accident risk. The abnormal signal regarding the driver may include a situation where a biological signal occurs abnormally, or a situation where the driver does not respond to a handover request. The emergency stop may be requested by the driver or a third party (such as a police officer).

[0039] Reference Figure 2 , which is a schematic diagram showing the types of minimum risk maneuvers (MRMs) according to various embodiments of the present invention. The types of minimum risk maneuvers may include an in-lane stop type 201, a shoulder stop type 203, and a straight stop type 205.

[0040] The in-lane stop type 201 may include an in-lane stop (which is type 1) where the vehicle stops within the boundary of its driving lane, and a unilateral lateral deviation stop (which is type 2) where the vehicle stops while partially exiting the lane on one side.

[0041] For example, the in-lane stop type 201 may refer to a type where the vehicle stops within the boundary of its driving lane, or a type where the vehicle stops while partially exiting the lane boundary through lateral control and / or deceleration. The lane in which the vehicle travels may refer to the lane in which the vehicle is traveling at the time when it is determined that MRM needs to be executed.

[0042] The shoulder stop type 203 may include: an in-shoulder stop (which is type 3) where the vehicle fully enters the shoulder and stops on the shoulder, a shoulder stop with a lateral deviation (which is type 4) where the vehicle stops on the lane and the shoulder, a merge stop with a bilateral lateral deviation (which is type 5) where the vehicle stops on the shoulder at the connection of a road and another road, and a merge stop with a longitudinal margin (which is type 6) where the vehicle stops on the shoulder near the point where the lane disappears.

[0043] For example, the shoulder parking type 203 may refer to a type in which, after a vehicle moves outside the road boundary (or the boundary of the outermost lane) by longitudinal acceleration, longitudinal deceleration, and / or lateral control, the vehicle stops in a state where a part or the whole of the vehicle is on the shoulder.

[0044] The straight-line parking type 205 may include a longitudinal parking (which is type 7) in which the vehicle travels straight without following a lane and then stops.

[0045] The straight-line parking type 205 is a type in which the vehicle stops only by decelerating in the longitudinal direction and does not require lateral control. For example, in a case where lane detection cannot be performed, or in a case where lateral control cannot be performed due to a defect in the actuator for lateral control, the straight-line parking type can be executed.

[0046] The processor 130 may determine one of the in-lane parking type 201, the shoulder parking type 203, and the straight-line parking type 205 based on at least one of vehicle state information, surrounding environment information, and road traffic regulations.

[0047] According to an embodiment, the processor 130 may determine the MRM type based on a basic type predetermined by a designer, regardless of vehicle state information, surrounding environment information, and road traffic regulations. The predetermined basic type may be the shoulder parking type 203. This is because: if an emergency occurs due to a vehicle defect or the like, the road traffic regulations allow or recommend the vehicle to stop on the shoulder of a relatively safe area. Therefore, various embodiments of the present invention predetermine the shoulder parking type 203 as the basic type, thereby minimizing the impact of the MRM on traffic flow, minimizing the possibility of a second collision, and enabling a driver or a passenger to escape from the road.

[0048] According to an embodiment, when the ADS system is operating normally but the vehicle state is not suitable for normal driving conditions, the processor 130 may determine the shoulder parking type 203 as the MRM type. For example, when the ADS system is operating normally but it is sensed that the battery is overheating or a tire has burst, the processor 130 may determine the shoulder parking type 203 as the MRM type.

[0049] According to an embodiment, when an abnormal signal regarding the driver is sensed or an emergency stop is required, the processor 130 may determine the shoulder parking type 203 as the MRM type.

[0050] According to an embodiment, when the shoulder parking type 203 is determined as the MRM type, the processor 130 may move the vehicle toward the shoulder by lateral and / or longitudinal control and may control the position of the vehicle such that at least a part of the vehicle is on the shoulder.

[0051] According to an embodiment, when there is no shoulder where the vehicle can park within a specified threshold range based on the current position of the vehicle 100, the processor 130 may change the MRM type. For example, the processor 130 may change the MRM type to the in-lane parking type 201 and then perform vehicle parking.

[0052] According to an embodiment, the processor 130 may determine whether the vehicle has completed in-lane parking within a specified time and may determine whether to change the MRM type based on this determination. When the vehicle has not completed in-lane parking within the specified time, the processor 130 may change the MRM type to the in-lane parking type 201. For example, when the vehicle has not completed in-lane parking within the specified time, the processor 130 may change the MRM type from the shoulder parking type 203 to the in-lane parking type 201, thereby controlling the vehicle to perform in-lane parking. When the vehicle has not completed in-lane parking within the specified time, the processor 130 may change the MRM type from the in-lane parking type 201 to the straight parking type 205, thereby controlling the vehicle to perform straight parking.

[0053] According to various embodiments, the processor 130 may perform an operation to stop the vehicle according to the determined MRM type and determine whether a Minimal Risk Condition (MRC) is satisfied. The MRC may refer to a stopped state where the vehicle speed is 0. For example, the processor 130 may determine whether the vehicle 100 enters a stopped state where the speed of the vehicle 100 is 0 when performing at least one operation according to the determined MRM type. When the vehicle 100 enters a state where the speed is 0, the processor 130 may determine that the MRC is satisfied.

[0054] According to various embodiments, when the MRC is satisfied, the processor 130 may end the MRM operation and switch the Autonomous Driving System (ADS) to the standby mode or the off state. According to an embodiment, after switching the Autonomous Driving System (ADS) to the standby mode or the off state, the processor 130 may control the Autonomous Driving System (ADS) to hand it over to the driver (or user).

[0055] According to various embodiments, the display 140 may visually display information related to the vehicle 100. For example, the display 140 may provide various information related to the state of the vehicle 100 to the driver of the vehicle 100 under the control of the processor 130. The various information related to the state of the vehicle may include at least one of information indicating whether various components included in the vehicle and / or at least one function of the vehicle are operating normally and information indicating the driving state of the vehicle. The driving state of the vehicle may include, for example, at least one of the state of the vehicle's autonomous driving, the state in which the MRM is in progress, the state in which the MRM is completed, and the state in which the autonomous driving ends.

[0056] According to various embodiments, the communication device 150 may communicate with an external device of the vehicle 100. According to an embodiment, the communication device 150 may receive data from an external device of the vehicle 100 or transmit data to an external device of the vehicle 100 under the control of the processor 130. For example, the communication device 150 may perform communication using a wireless communication protocol or a wired communication protocol.

[0057] In the above Figure 1 the controller 120 and the processor 130 are described as separate components, but according to various embodiments, the controller 120 and the processor 130 may be integrated into one component.

[0058] Figure 3 is a flowchart showing the operation of a vehicle according to various embodiments of the present invention.

[0059] Referring to Figure 3 , in step S310, the vehicle 100 may enable the ADS to operate normally.

[0060] According to an embodiment, the vehicle 100 may monitor the vehicle state and the surrounding environment when performing autonomous driving according to the normal operation of the ADS. The vehicle 100 may sense whether MRM is required based on the information obtained by monitoring the vehicle state and the surrounding environment. If MRM is required, an event A1 may be generated.

[0061] According to an embodiment, the vehicle 100 may sense whether driver (or user) intervention is required when performing autonomous driving according to the normal operation of the ADS. When driver intervention is required, the vehicle 100 may perform an intervention request (Request To Intervene, RTI) or issue a warning through the ADS. The driver intervention request or warning may be event A2. When event A1 occurs in the state where the ADS is operating normally, the vehicle 100 may proceed to step S320.

[0062] When event A2 occurs while the ADS is operating normally, vehicle 100 may request driver intervention in step S350 and determine whether driver intervention is sensed within a specified time. When driver intervention is not sensed within the specified time, vehicle 100 may determine that event B1 has occurred. When event B1 occurs, vehicle 100 may proceed to step S320. When driver intervention is sensed within the specified time, vehicle 100 may determine that event B2 has occurred. When event B2 occurs, vehicle 100 may proceed to step S340.

[0063] In step S320, vehicle 100 may perform MRM. According to an embodiment, vehicle 100 may determine the MRM type based on at least one of vehicle state information, surrounding environment information, and road traffic regulations. According to an embodiment, processor 130 may determine the MRM type based on a basic type pre-determined by the designer, regardless of vehicle state information, surrounding environment information, and road traffic regulations. The pre-determined basic type may be the shoulder parking type 203. As Figure 2 shown, the MRM type may be one of the in-lane parking type 201, the shoulder parking type 203, and the straight parking type 205.

[0064] Vehicle 100 may control at least one component of the vehicle to stop according to the determined MRM type. According to one embodiment, vehicle 100 may notify another vehicle of information indicating that the vehicle performs MRM.

[0065] In step S320, vehicle 100 may determine whether the minimum risk requirement for the vehicle speed to become 0 by performing MRM is satisfied. When the minimum risk requirement is satisfied, vehicle 100 may determine that event C1 has occurred and proceed to step S330. Vehicle 100 may determine whether driver intervention is sensed while the MRM is in progress. When driver intervention is sensed, vehicle 100 may determine that event C2 has occurred and proceed to step S340.

[0066] In step S330, vehicle 100 may maintain the state where the minimum risk requirement is satisfied. The state where the minimum risk requirement is satisfied may refer to the state where the vehicle has stopped. For example, vehicle 100 may maintain the stopped state. For example, vehicle 100 may perform a control operation to keep the vehicle in the stopped state regardless of the inclination of the road surface at the stop position. Vehicle 100 may determine whether event D1 occurs while maintaining the state where the minimum risk requirement is satisfied. Event D1 may include at least one of the driver turning off the ADS and completing the transfer of vehicle control to the driver. When event D1 occurs, vehicle 100 may proceed to step S340.

[0067] In step S340, vehicle 100 may switch the ADS to the standby mode or the off state. When the ADS is in the standby mode or the off state, vehicle 100 does not perform autonomous driving operations.

[0068] The above steps S310, S320, S330, and S350 may be in the ADS-activated state, and step S340 may be in the ADS-unactivated state.

[0069] Hereinafter, the operations of the vehicle for performing MRM in step S320 will be described in more detail. In particular, the operations for performing MRM when the MRM type is straight parking will be described in more detail.

[0070] Figure 4 is a flowchart for stopping a vehicle according to a minimum risk strategy of the vehicle according to various embodiments of the present invention.

[0071] Figure 4 The operation of can be Figure 3 The detailed operation of step S320 of. In particular, Figure 4 The operation of can be the MRM operation when straight parking is determined as the MRM type. In Figure 4 In the embodiment of, each step may be executed in sequence, but not necessarily in sequence. For example, the order of each step may be changed, and at least two steps may be executed in parallel. In addition, Figure 4 The operation of can be executed by the processor 130 and / or the controller 120 provided in the vehicle 100, or implemented as instructions executable by the processor 130 and / or the controller 120.

[0072] Figure 4 The flowchart of shows an example of stopping a vehicle according to MRM; however, according to another embodiment, when the vehicle stops according to a user's request, even if the situation does not require MRM, Figure 4 The flowchart of can also be used in the same or similar manner.

[0073] Referring to Figure 4 In step S401, vehicle 100 may determine the MRM type.

[0074] According to the embodiment, although the ADS system is operating normally, when it is confirmed based on the vehicle state information and / or the surrounding environment information that the vehicle state is not suitable for general driving conditions, vehicle 100 may perform the MRM operation. In addition, when an abnormal signal regarding the driver is sensed or an emergency stop requested by the driver is sensed, vehicle 100 may perform the MRM operation.

[0075] According to various embodiments of the present invention, the vehicle 100 may select a straight parking type as the MRM type for performing the MRM operation based on vehicle state information and / or surrounding environment information. According to the embodiment, when the vehicle 100 can perform braking control but cannot perform lateral control, or when a lane is not detected or a shoulder is not detected, the vehicle 100 may select a straight parking type as the MRM type.

[0076] In step S403, the vehicle 100 may predict an MRM allowance space. The MRM allowance space may refer to a space where the vehicle 100 may park according to the operation of the MRM.

[0077] Figure 5a , Figure 5b , Figure 6a and Figure 6b is a schematic diagram showing an example of predicting the allowable space for performing MRM.

[0078] refer to Figure 5a and Figure 5b , the vehicle 100 can predict the MRM allowable spaces 510 and 520 based on the information about the guardrail, the position / speed information about the front vehicle and the adjacent vehicle. In addition, the vehicle 100 can further consider the positioning information and the map information to improve the performance of predicting the MRM allowable space, and improve the performance of predicting the MRM allowable space by predicting the driving trajectory of the vehicle and the front vehicle. According to the embodiment, the prediction of the MRM allowable space can be performed by artificial intelligence.

[0079] refer to Figure 6a and Figure 6b , the vehicle 100 can predict the longitudinal allowable distance D long and lateral allowable distance D lat , thereby predicting the MRM allowable space.

[0080] According to the embodiment, the vehicle 100 can predict the available parking distance D s , collision risk distance D c and / or lane departure distance D d , thus predicting the longitudinal allowable distance D long .

[0081] According to the embodiment, the vehicle 100 may predict the parking available distance D by using the following equation 1 based on the current vehicle speed v, the deceleration α of the MRM, and the gap distance constant δ set for safety: S .

[0082] [Equation 1]

[0083]

[0084] In a state where the straight parking type is selected as the MRM type and a guardrail exists on the left side (such as the vehicle 610 in the first lane as shown in Figure 6a ), when the road is curved, there is a point where the driving trajectory of the vehicle 610 intersects with the guardrail, and this point can be selected as the collision risk point 620. In addition, the vehicle 610 can more accurately select the collision risk point 620 considering the width of the vehicle. Furthermore, the distance from the current position to the selected collision risk point 620 within the driving trajectory can be defined as the collision risk distance D c .

[0085] According to another embodiment, in a state where the straight parking type is selected as the MRM type, when the road is curved, there is a point where the predicted driving trajectory and the lane in which the vehicle 630 is traveling meet each other, and this point can be selected as the lane departure point 640. In addition, the vehicle 630 can more accurately select the lane departure point 640 considering the width of the vehicle.

[0086] Then, the distance from the current position to the lane departure point 640 can be defined as the lane departure distance D d .

[0087] The vehicle 100 can take the minimum value of the available parking distance D S , the collision risk distance D c , and the lane departure distance D d (min(D S , D c , D d )) and define it as the longitudinal allowable distance D long .

[0088] Referring to Figure 6b , the width W of the lane and the maximum intrusion allowable range (for example, 1 m) can be defined to predict the lateral allowable distance D lat of the MRM.

[0089] According to the embodiment, when the vehicle parks through the MRM, the vehicle 650 may intrude into the adjacent lane. For example, even if the straight parking type is selected as the MRM type, when the steering direction is towards the adjacent lane, although the vehicle is moving forward in a state where one of its tires has burst, the vehicle is likely to intrude into the adjacent lane by gradually moving laterally. In addition, when the in-lane parking type is selected as the MRM type, in-lane parking can be performed while allowing intrusion into the adjacent lane.

[0090] In this case, the adjacent lane intrusion allowable range M t must ensure that the vehicle traveling in the adjacent lane can avoid the stopped vehicle without changing lanes. That is, the space (W - M) within the lane width W of the adjacent lane that allows the vehicle in the adjacent lane to avoidt ) must be greater than the value obtained by adding the vehicle width Wv of the vehicle traveling in the adjacent lane and 0.75 m (Wv + 0.75 m). Therefore, the smaller value between the calculated value of (the width W of the adjacent lane - the vehicle width Wv of the vehicle traveling in the adjacent lane - 0.75 m) and the maximum intrusion allowable range (for example, 1 m) can be determined as the adjacent lane intrusion allowable range M t .

[0091] Lateral allowable distance D lat can be determined based on the position of the vehicle 660 within the lane. When the center of the vehicle 660 is located at X lat meters from the left starting point of the lane in which the vehicle 660 is traveling, the left lateral allowable distance D lat,l of the vehicle 660 can be predicted as the value calculated by (X lat - Wv / 2 + M t ), and the right lateral allowable distance D lat,r of the vehicle 660 can be predicted as the value calculated by (W - X lat - Wv / 2 + M t ). Here, Wv refers to the vehicle width, and a value can be set for each type (small vehicle, medium vehicle, large vehicle) of Wv, or a value can be set for all types of vehicles. M t is the adjacent lane intrusion allowable range obtained in the above description.

[0092] The vehicle 100 can predict the MRM allowable space based on the longitudinal allowable distance D long , the left lateral allowable distance D lat,l and the right lateral allowable distance D lat,r .

[0093] Referring again to Figure 4 , in step S405, the vehicle 100 can be controlled to park within the predicted allowable space.

[0094] According to the embodiment, when the longitudinal allowable distance D long is determined as the parking available distance D s , the vehicle 100 can decelerate at a specified deceleration. According to the embodiment, the deceleration for MRM (for example, -4 m / s 2 ) can be set as the specified deceleration.

[0095] According to the embodiment, in the case where the collision risk distance D c or the lane departure distance D d is determined as the longitudinal allowable distance D long , when the vehicle 100 decelerates at a specified deceleration, it may not be able to park within the allowable space. Therefore, in order to make the vehicle park within the allowable space, additional vehicle control may be required.

[0096] According to an embodiment, the vehicle 100 may change the time point at which the vehicle starts to decelerate. For example, it may be set such that the vehicle starts to decelerate 3 seconds after the taillights flash when the MRM is triggered. However, the vehicle 100 may start to decelerate when the MRM is triggered to stop within the allowable space. In addition, when the MRM is triggered, once the calculation of the allowable space is completed, the vehicle 100 may start to decelerate.

[0097] According to another embodiment, the vehicle 100 may control deceleration to stop within the allowable space. For example, the deceleration for MRM (e.g., -4 m / s 2 ) is set to a specified deceleration. However, the braking distance can be reduced by increasing the absolute value of the deceleration, so that the vehicle can decelerate faster than the specified deceleration.

[0098] However, considering the relatively high possibility of collision with the following vehicle when the vehicle 100 suddenly stops by increasing the absolute value of the deceleration, the time point at which the vehicle starts to decelerate can be controlled with higher priority than controlling the deceleration. In addition, according to an embodiment, the time point for controlling the vehicle to start decelerating and controlling the deceleration can be combined and both can be executed simultaneously.

[0099] As described above, various embodiments of the present invention propose vehicle control for predicting the allowable space and stopping within the allowable space when the straight parking type is selected as the MRM type.

[0100] Through this control, when the vehicle 100 needs MRM, the vehicle can be safely stopped within the allowable space.

[0101] In one or more exemplary embodiments, the described functions may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software, the functions may be stored or transmitted as one or more instructions or codes on a computer-readable medium. The computer-readable medium includes both computer storage media and communication media, which include any medium that facilitates the transfer of a computer program from one place to another. The storage media may be any available medium accessible by a computer. By way of example and not limitation, such computer-readable media may include RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store the desired program code in the form of instructions or data structures and that is accessible by a computer.

[0102] When an embodiment is implemented in program code or code segments, it should be understood that a code segment can represent a process, a function, a subroutine, a program, a routine, a subroutine, a module, a software package, a class, or any combination of instructions, data structures, or program statements. By passing and / or receiving information, data, arguments, parameters, or memory contents, a code segment can be coupled to another code segment or a hardware circuit. Information, arguments, parameters, data, etc. can be transferred, forwarded, or transmitted in any suitable manner, which includes memory sharing, message passing, token passing, network transmission, etc. In addition, in some aspects, the steps and / or actions of a method or algorithm can exist as one or any combination of code and / or instructions, or a set of code and / or instructions on a machine-readable medium and / or a computer-readable medium, and these media can be incorporated into a computer program product.

[0103] For a software implementation, the techniques described herein can be implemented using modules (e.g., procedures, functions, etc.) that perform the functions described herein. The software code can be stored in a memory unit and executed by a processor. The memory unit can be implemented either inside or outside the processor, and in either case, the memory unit can be communicatively coupled to the processor in various ways known in the art.

[0104] For a hardware implementation, the processing unit can be implemented in one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, other electronic units designed to perform the functions described herein, or combinations thereof.

[0105] The foregoing includes examples of one or more embodiments. Of course, it is not possible to describe every possible combination of components or methods for the purpose of describing the above embodiments, but one of ordinary skill in the art will recognize that many other combinations and permutations of the various embodiments are possible. Accordingly, the described embodiments are intended to cover all such alterations, modifications, and variations that fall within the spirit and scope of the appended claims. In addition, if the term "comprising" is used in the detailed description or the claims, then this term is intended to be inclusive in a manner similar to the term "including" as interpreted when used as a transitional word in the claims.

[0106] As used herein, the term "inference" or "inference result" generally refers to the process of reasoning or inferring about the state of a system, environment, and / or user based on a set of observations captured via events and / or data. For example, an inference result can be used to identify a particular context or action, or can generate a probability distribution over states. The inference result can be probabilistic, i.e., calculating a probability distribution over states of interest based on consideration of data and events. The inference result can also refer to techniques for composing higher-level events from a set of events and / or data. Such inference results enable the construction of new events or actions from a set of observed events and / or stored event data, whether or not the events are tightly related in time, and whether the events and data are from one or more events and data sources.

[0107] In addition, as used in this application, the terms "component", "module", "system", etc. are intended to refer to computer-related entities, whether hardware, firmware, a combination of hardware and software, software, or software in execution. For example, a component can be, but is not limited to, a process running on a processor, a processor, an object, an executable, an execution thread, a program, and / or a computer. By way of illustration, both an application running on a computing device and the computing device can be components. One or more components can exist within a process and / or an execution thread, and a component can be located on one computer and / or distributed between two or more computers. In addition, these components can execute based on various computer-readable media having various data structures stored thereon. These components can communicate via local and / or remote processes, such as in accordance with signals having one or more data packets (e.g., data from one component that interacts with another component in a local system, a distributed system, and / or via signals over a network, such as the Internet, with other systems).

Claims

1. A vehicle comprising: at least one sensor; a controller configured to control operation of the vehicle; as well as a processor configured to be electrically connected to at least one sensor and a controller, Wherein, the processor is further configured to: Where a minimum risk strategy is required, determine the type of minimum risk strategy; Setting an allowable space for vehicle parking based on the determined minimum risk strategy type; The vehicle is controlled to park within the permitted space.

2. The vehicle according to claim 1, wherein: The processor is further configured to: Select one of the in-lane parking type, shoulder parking type, and straight-line parking type for the minimum risk strategy type.

3. The vehicle according to claim 2, wherein: The processor is further configured to, when the straight-line parking type is selected for the minimum risk strategy type: Predicting the available stopping distance, collision risk distance and / or lane departure distance; determining a minimum distance among the predicted available stopping distance, the predicted collision risk distance, and the predicted lane departure distance as the longitudinal allowable distance; The allowable space is set based on the longitudinal allowable distance.

4. The vehicle according to claim 3, wherein: The processor is configured as follows: Based on the current vehicle speed v, the deceleration α of the minimum risk strategy, and the gap distance constant δ, the equation To predict the available parking distance.

5. The vehicle according to claim 3, wherein: The processor is configured as follows: Select a collision risk point where the vehicle has a collision risk when the vehicle is traveling in a straight line; The distance to the collision risk point is predicted as the collision risk distance; Select a lane departure point at which the vehicle is at risk of leaving the lane when traveling straight; The distance to the lane departure point is predicted as the lane departure distance.

6. The vehicle according to claim 3, wherein: The processor is further configured to: Further set the allowable space based on the lateral allowable distance, The smaller value of the value calculated as the width W of the adjacent lane-the width Wv of the vehicle traveling in the adjacent lane-0.75 m and the maximum intrusion allowable range is predicted as the lateral allowable distance.

7. The vehicle according to claim 3, wherein: The processor is further configured to, when the available parking distance is determined to be the longitudinal allowable distance: The vehicle is controlled to decelerate according to a preset deceleration rate, thereby executing a minimum risk strategy.

8. The vehicle according to claim 7, wherein: The processor is further configured to, when the collision risk distance or the lane departure distance is determined as the longitudinal allowable distance: Control is performed to advance the time when the vehicle starts to decelerate, or Control is performed to decelerate faster than the preset deceleration rate to implement the minimum risk strategy.

9. The vehicle according to claim 8, wherein: The processor is further configured to: Control is performed to advance the point in time at which the vehicle starts decelerating, with greater priority than performing control to decelerate faster than a preset deceleration, thereby executing the minimum risk strategy.

10. A method of operating a vehicle, comprising: When a situation occurs that requires a minimum risk strategy, determine the type of minimum risk strategy; Setting an allowable space for vehicle parking based on the determined minimum risk strategy type; The vehicle is controlled to park within the permitted space.

11. The method according to claim 10, wherein: The minimum risk strategy types include in-lane parking type, shoulder parking type and straight line parking type.

12. The method according to claim 11, wherein: Determine the minimum risk strategy type is to choose the straight line parking type, Setting the allowable space includes: Predicting the available stopping distance, collision risk distance and / or lane departure distance; determining a minimum distance among the predicted available stopping distance, the predicted collision risk distance, and the predicted lane departure distance as the longitudinal allowable distance; The allowable space is set based on the longitudinal allowable distance.

13. The method according to claim 12, wherein: Setting the allowable space includes: Based on the current vehicle speed v, the deceleration α of the minimum risk strategy, and the gap distance constant δ, the equation To predict the available parking distance.

14. The method according to claim 12, wherein: Setting the allowable space includes: Select a collision risk point where the vehicle has a collision risk when the vehicle is traveling in a straight line; The distance to the collision risk point is predicted as the collision risk distance; Select a lane departure point at which the vehicle is at risk of leaving the lane when traveling straight; The distance to the lane departure point is predicted as the lane departure distance.

15. The method according to claim 12, wherein: Setting the allowable space further includes: The smaller value of the value calculated by the width W of the adjacent lane minus the width Wv of the vehicle traveling in the adjacent lane minus 0.75 m and the maximum intrusion allowable range is set as the lateral allowable distance; In addition, the allowable space is set based on the lateral allowable distance.

16. The method according to claim 12, wherein: Controlling the vehicle to park within the permitted space includes: When the available stopping distance is determined to be the longitudinal permissible distance, the vehicle is controlled to decelerate according to a preset deceleration, thereby executing a minimum risk strategy.

17. The method according to claim 16, wherein: Controlling the vehicle to park in the permitted space includes: When the collision risk distance or lane departure distance is determined as the longitudinal allowable distance, Control is performed to advance the time when the vehicle starts to decelerate, or Control is performed to decelerate faster than the preset deceleration rate to implement the minimum risk strategy.

18. The method according to claim 17, wherein: Controlling the vehicle to park in the permitted space includes: Control is performed to advance the point in time at which the vehicle starts decelerating, with greater priority than performing control to decelerate faster than a preset deceleration, thereby executing the minimum risk strategy.

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