Vehicle, first vehicle and method executed by equipment thereof

Abstract

The invention discloses a vehicle, a first vehicle and a method executed by equipment thereof. A vehicle may include: one or more sensors configured to generate neighboring object information; a communication interface; and a processor configured to control autonomous driving operations of the vehicle based on at least one of the neighboring object information or the communication interface, where the processor is further configured to: determine whether a driving lane change is required; determining whether the driving lane change is feasible when the driving lane change is needed; and when the driving lane change is feasible, performing the driving lane change according to whether an arbitrary lane change (DLC) function is in an active state.

Description

TECHNICAL FIELD

[0001] The disclosure relates to vehicle control, and more particularly, to discretionary lane change of a vehicle. BACKGROUND

[0002] According to the criteria of a motorway coach system (MCS), a motorway coach system must compulsorily include autonomous driving in a lane (MCS-1). Lane change is classified into two categories, i.e., discretionary lane change and compulsory lane change. In the case of compulsory lane change, lane change must be performed in order to reach a destination or to comply with laws and regulations.

[0003] In the case of discretionary lane change (DLC), lane change can be performed for convenience and is not compulsory. SUMMARY

[0004] One or more exemplary embodiments of the disclosure disclose a vehicle and a method thereof that identify discretionary lane change for convenience and perform lane change according to an execution condition of lane change.

[0005] The technical problems to be achieved by the disclosure are not limited to the above-mentioned technical problems, and other technical problems not mentioned by those skilled in the art to which the disclosure belongs will be clearly understood from the following description.

[0006] According to one or more exemplary embodiments of the disclosure, a vehicle can include one or more sensors configured to generate adjacent object information, a communication interface, and a processor configured to control autonomous driving operation of the vehicle based on at least one of the adjacent object information and the communication interface. The processor can be further configured to determine whether a safety score associated with a driving lane change is higher than a threshold score value based on a command for the driving lane change, and control the autonomous driving operation of the vehicle to perform the driving lane change according to whether a discretionary lane change (DLC) function is in an active state based on the safety score being higher than the threshold score value.

[0007] The command for the driving lane change can be triggered by at least one of the driving lane merging with an adjacent lane, the driving lane branching off from a route to a destination, an event on a road of the driving lane, or a traffic jam on the road of the driving lane.

[0008] The command for the driving lane change can be triggered by at least one of a predetermined driving speed, a speed limit on a motorway, and a traffic flow.

[0009] The command for the driving lane change can be triggered by predetermined driving mode information.

[0010] The command to drive a lane change can be triggered by receiving a request from a driver of the vehicle to change to a particular lane.

[0011] The processor can be configured to determine whether the safety score is higher than the threshold score value by determining the safety score based on at least one of: lane change limit information associated with the driving lane, geometry information associated with the driving lane, and traffic flow information associated with a new lane that the vehicle is transitioning to.

[0012] The lane change limit information can indicate at least one of: whether a lane line of the driving lane is a solid line, whether the driving lane is in a tunnel, whether the driving lane is a shoulder, and whether the driving lane is a passing lane.

[0013] The geometry information can indicate at least one of: whether the passing lane is continuous for at least a threshold distance value, whether a curvature of a road ahead is higher than a threshold curvature value, or whether there is a road segment associated with a traffic event.

[0014] The processor can be configured to control the autonomous driving operation of the vehicle to perform the driving lane change by controlling the autonomous driving operation of the vehicle to perform the driving lane change based on the safety score being higher than the threshold score value and the DLC function being in an active state.

[0015] The processor can be configured to control the autonomous driving operation of the vehicle to perform the driving lane change by controlling the autonomous driving operation of the vehicle to output a message to a driver of the vehicle suggesting the driving lane change based on the safety score being higher than the threshold score value and the DLC function not being in the active state.

[0016] According to one or more example embodiments of the present disclosure, a first vehicle can include one or more sensors configured to generate adjacent object information, a communication interface, and a processor configured to control an autonomous driving operation of the first vehicle based on at least one of the adjacent object information or the communication interface. The processor can be further configured to determine a second vehicle of a traffic flow to be obstructed according to a predetermined obstruction criterion based on the adjacent object information, determine whether a safety score associated with passing the second vehicle is higher than a threshold score value based on the determined second vehicle, and control the autonomous driving operation of the first vehicle to perform a lane change from a driving lane to a passing lane based on the safety score being higher than the threshold score value according to whether a discretionary lane change (DLC) function is in an active state.

[0017] The second vehicle can be in front of the first vehicle, and wherein the processor is configured to determine the second vehicle by determining a driving mode of the second vehicle based on the second vehicle.

[0018] The driving mode of the second vehicle can include at least one of a speed of the second vehicle, an acceleration of the second vehicle being above a first threshold acceleration value, an acceleration of the second vehicle being below a second threshold value, a fluctuation of lateral movement of the second vehicle within the driving lane being above a fluctuation threshold value, an activation state of a hazard warning light of the second vehicle, or an emergency message from the second vehicle.

[0019] The processor can be configured to determine whether the safety score is above the threshold score value by determining the safety score based on at least one of lane change limit information associated with the driving lane, geometry information associated with the driving lane, or traffic flow information associated with the overtaking lane.

[0020] The lane change limit information can indicate at least one of whether a lane line of the driving lane is a solid line, whether the driving lane is in a tunnel, whether the driving lane is a shoulder, or a presence of the overtaking lane.

[0021] The geometry information can indicate at least one of whether the overtaking lane is continuous for at least a threshold distance value, whether a curvature of a road ahead is above a threshold curvature value, or whether there is a road segment associated with a traffic event.

[0022] The processor can be configured to determine whether the safety score is above the threshold score value by determining a number of one or more vehicles of a vehicle cluster, wherein the vehicle cluster includes the second vehicle, and wherein a gap between any two vehicles of the vehicle cluster is less than a threshold distance, and determining that the safety score associated with the passing the second vehicle is above the threshold score value based on the number of one or more vehicles of the vehicle cluster being less than a threshold number value.

[0023] The processor can be configured to control the autonomous driving operation of the first vehicle to perform the lane change by controlling the autonomous driving operation of the first vehicle to perform the lane change based on the safety score being above the threshold score value and the DLC function being in the activated state.

[0024] The processor can be configured to control the autonomous driving operation of the first vehicle to perform the lane change by controlling the autonomous driving operation of the first vehicle to output a message suggesting the lane change to a driver of the first vehicle based on the safety score being above the threshold score value and the DLC function not being in the activated state.

[0025] The processor can be configured to control the autonomous driving operation of the first vehicle to perform the lane change by controlling the autonomous driving operation of the first vehicle to drive in the overtaking lane at a minimum speed of a speed limit of the overtaking lane, a predetermined speed above a speed of a target vehicle to be passed, and a speed of a following vehicle in the overtaking lane.

[0026] The processor can be configured to control the autonomous driving operation of the first vehicle to perform the lane change by controlling the autonomous driving operation of the first vehicle to return to the driving lane after a rearmost portion of the first vehicle passes a foremost portion of the target vehicle to be passed.

[0027] The processor can be further configured to determine a second safety score associated with returning to the driving lane based on at least one of lane change limit information associated with the passing lane, geometry information associated with the passing lane, or traffic flow information associated with the passing lane.

[0028] According to one or more example embodiments of the disclosure, a method performed by an apparatus of a vehicle can include determining whether a safety score associated with a driving lane change is higher than a threshold score value based on a command to drive the driving lane change; and based on the safety score being higher than the threshold score value, controlling an autonomous driving operation of the vehicle to perform the driving lane change according to whether an arbitrary lane change (DLC) function is in an active state.

[0029] According to one or more example embodiments of the disclosure, a method performed by an apparatus of a first vehicle can include determining a second vehicle obstructing a traffic flow according to a predetermined obstruction criterion; determining whether a safety score associated with passing the second vehicle is higher than a threshold score value based on the determined second vehicle; and based on the safety score being higher than the threshold score value, controlling an autonomous driving operation of the first vehicle to perform a lane change from a driving lane to a passing lane according to whether an arbitrary lane change (DLC) function is in an active state.

[0030] Controlling the autonomous driving operation of the first vehicle can include controlling the autonomous driving operation of the first vehicle to return to the driving lane after a rearmost portion of the first vehicle passes a foremost portion of a target vehicle to be passed.

[0031] One embodiment is a vehicle configured to provide an arbitrary lane change, including a sensor unit configured to generate adjacent object information using at least one sensor, a communication module configured to communicate with an adjacent object, and a processor configured to control an operation of the vehicle, and the processor can be configured to determine whether a driving lane change is required, determine whether the driving lane change is feasible when the driving lane change is required, and perform the lane change according to whether an arbitrary lane change (DLC) function is in an active state when the driving lane change is feasible.

[0032] The processor can determine that the driving lane change is required when a situation thereof corresponds to at least one of a situation in which a driving lane and an adjacent lane merge, a situation in which the driving lane branches off in a direction different from a destination, a situation in which an event occurs on a road of the driving lane, and a situation in which a traffic jam occurs only on a road of the driving lane.

[0033] The processor can determine whether the driving lane change is required based on a preset driving speed, a speed limit on the expressway, and traffic flow.

[0034] The processor can determine whether the driving lane change is required based on preset driving mode information.

[0035] The processor can determine that the driving lane change is required when a request to change to a specific lane is received from the driver.

[0036] The processor can determine whether the driving lane change is feasible based on at least one of lane change restriction information, geometric information, and traffic flow information in the driving lane.

[0037] The lane change restriction information can include at least one of whether a lane line is a solid line, whether the lane is in a tunnel, whether the lane is a shoulder, and whether the lane is an overtaking lane.

[0038] The geometric information can include at least one of whether an overtaking lane and a main road are continuous, whether there is a sharp turn in a forward direction, and whether there is an event section.

[0039] The processor can perform the lane change when it is determined that the driving lane change is feasible and the DLC function is in an activated state.

[0040] The processor can suggest the lane change to the driver when it is determined that the driving lane change is feasible and the DLC function is not in the activated state.

[0041] Another embodiment is a vehicle configured to provide an arbitrary lane change, including a sensor unit configured to generate adjacent object information using at least one sensor, a communication module configured to communicate with adjacent objects, and a processor configured to control an operation of the vehicle, and the processor can be configured to determine a vehicle that obstructs traffic flow, determine whether overtaking is possible when there is the vehicle that obstructs traffic flow, and perform an overtaking lane change according to whether an arbitrary lane change (DLC) function is in an activated state when overtaking is possible.

[0042] The processor can determine whether another vehicle on a front side of the vehicle is the vehicle that obstructs traffic flow based on travel information of the other vehicle.

[0043] The travel information of the other vehicle on the front side can include at least one of speed information, whether there is a sudden stop or a sudden acceleration, a changed width of lateral movement in a lane, whether an emergency light is flashing, and emergency message information.

[0044] The processor can determine whether overtaking is possible based on at least one of lane change restriction information, geometric information, and traffic flow information in the overtaking lane.

[0045] The lane change restriction information can include at least one of whether a lane line is a solid line, whether a lane is in a tunnel, whether a lane is a shoulder, and whether a lane is an overtaking lane.

[0046] The geometric information can include at least one of whether the overtaking lane and the main road are continuous, whether there is a sharp turn in the forward direction, and whether there is an event section.

[0047] The processor can determine whether a vehicle obstructing traffic flow corresponds to any one of a single traffic flow, a group traffic flow, and a congested traffic flow; and determine that passing is possible when the vehicle obstructing traffic flow is the single traffic flow or the group traffic flow.

[0048] When overtaking is possible and the DLC function is in an activated state, the processor can perform an overtaking lane change.

[0049] When passing is possible and the DLC function is not in the activated state, the processor can propose a lane change to the driver.

[0050] The processor can perform driving at the lowest speed among a limited speed in the road, a speed faster than a speed of a target vehicle to be overtaken, and a speed of a following vehicle in the lane in the forward direction.

[0051] When an end point of a rear portion of the vehicle precedes a start point of a front portion of the target vehicle, the processor can perform a lane change to return to the main road.

[0052] The processor can determine whether a lane change to the main road is possible based on at least one of lane change restriction information, geometric information, and traffic flow information in the overtaking lane.

[0053] Still another embodiment is a method for changing a lane during autonomous driving, including determining whether a driving lane change is needed; determining whether the driving lane change is possible when the driving lane change is needed; and performing the lane change according to whether an arbitrary lane change (DLC) function is in an activated state when the driving lane change is possible.

[0054] Still another embodiment is a method for changing a lane during autonomous driving, including determining whether there is a vehicle obstructing traffic flow; determining whether overtaking is possible when there is the vehicle obstructing traffic flow; and performing a lane change according to whether an arbitrary lane change (DLC) function is in an activated state when overtaking is possible.

[0055] The method can further include performing a lane change to return to the main road after performing the passing lane change when a last point of the rear portion of the vehicle passes a start point in front of the target vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0056] Figure 1 is a view of an autonomous driving system.

[0057] Figure 2 is a block diagram of an example vehicle.

[0058] Figure 3 is a flowchart illustrating a one-time lane change operation during autonomous driving.

[0059] Figure 4 is a view illustrating a rear distance.

[0060] Figure 5 is a view illustrating a front distance.

[0061] Figure 6 is a flowchart illustrating an operation of a passing lane change during autonomous driving.

[0062] Figure 7 is a view illustrating a single traffic flow.

[0063] Figure 8 is a view illustrating a group of traffic flows.

[0064] Figure 9 is a view illustrating a congested traffic flow. DETAILED DESCRIPTION

[0065] Hereinafter, one or more exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In the following description, well-known functions or constructions are not described in detail since they can obscure the understanding of the present disclosure. The same reference numerals in the drawings denote the same elements.

[0066] The configuration and operation effects of the present disclosure will be clearly understood from the following detailed description. Before describing exemplary embodiments of the present disclosure, it should be noted that, in the entire drawings, the same components will be denoted by the same reference numerals where possible, and detailed descriptions about existing components and functions are omitted when the subject matter of the present disclosure can be obscured by the description.

[0067] It should also be noted that the terms used in the detailed description of the present disclosure are defined as follows.

[0068] A vehicle refers to a vehicle provided with an autonomous driving system (ADS) and capable of autonomous driving. For example, by the ADS, the vehicle can perform at least one of steering, acceleration, deceleration, lane change, and vehicle stop (short stop) without driver manipulation. For example, the ADS can include at least one of a pedestrian detection and collision mitigation system (PDCMS), a lane change decision assistance system (LCDAS), a land departure warning system (LDWS), an adaptive cruise control (ACC), a lane keeping assist 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 follow (LSF).

[0069] A driver is a person who uses a vehicle and is provided with a service of an autonomous driving system.

[0070] A vehicle control authority is an authority to control at least one component of a vehicle and / or at least one function of a vehicle. At least one function of a vehicle can include, for example, at least one of steering, acceleration, deceleration (or braking), lane change, lane detection, lateral control, obstacle recognition and distance detection, powertrain control, safety zone detection, engine on / off, power on / off, and vehicle lock / unlock. The listed functions of the vehicle are only examples to help understanding, and the present disclosure is not limited thereto.

[0071] According to the Society of Automotive Engineers (SAE), the level of automation of an autonomous vehicle can be classified as follows. At an autonomous driving level of 0, the SAE classification criteria can correspond to “no automation,” in which an autonomous driving system is temporarily involved in emergency situations (e.g., automatic emergency braking) and / or only provides warnings (e.g., blind spot warnings, lane departure warnings, etc.), and the driver is expected to operate the vehicle. At an autonomous driving level of 1, the SAE classification criteria can correspond to “driver assistance,” in which the system performs some driving functions (e.g., steering, acceleration, braking, lane centering, adaptive cruise control, etc.) when the driver is operating the vehicle in a normal operating segment, and the driver is expected to determine the system’s operating status and / or timing, perform other driving functions, and handle (e.g., resolve) emergency situations. At an autonomous driving level of 2, the SAE classification criteria can correspond to “partial automation,” in which the system performs steering, acceleration, and / or braking under the supervision of the driver, and the driver is expected to determine the system’s operating status and / or timing, perform other driving functions, and handle (e.g., resolve) emergency situations. At an autonomous driving level of 3, the SAE classification criteria can correspond to “conditional automation,” in which the system drives the vehicle under limited conditions (e.g., performs driving functions such as steering, acceleration, and / or braking), but transfers driving control to the driver when the required conditions are not met, and the driver is expected to determine the system’s operating status and / or timing, and take control in emergency situations, but does not otherwise operate the vehicle (e.g., steering, acceleration, and / or braking). At an autonomous driving level of 4, the SAE classification criteria can correspond to “high automation,” in which the system performs all driving functions, and the driver is expected to control the vehicle only in emergency situations. At an autonomous driving level of 5, the SAE classification criteria can correspond to “full automation,” in which the system performs all driving functions without any assistance from the driver, including in emergency situations, and the driver is not expected to perform any driving functions other than determining the system’s operating status. While the present disclosure can apply the SAE classification criteria to autonomous driving classification, other classification methods and / or algorithms can be used in one or more configurations described herein. One or more features associated with autonomous driving control can be activated based on a configured autonomous driving control setting (e.g., based on at least one of: an autonomous driving classification, a selection of an autonomous driving level of the vehicle, etc.).

[0072] Based on one or more features described herein (e.g., autonomous driving lane change), the operation of a vehicle can be controlled. Vehicle control can include various operational controls associated with the vehicle (e.g., autonomous driving control, sensor control, braking control, braking time control, acceleration control, acceleration rate of change control, alert timing control, forward collision warning time control, etc.).

[0073] One or more auxiliary devices (e.g., engine brake, exhaust brake, hydraulic retarder, electric retarder, regenerative brake, etc.) can also be controlled, for example, based on one or more features described herein (e.g., autonomous driving lane change). For example, based on one or more features described herein (e.g., autonomous driving lane change), one or more communication devices (e.g., modem, network adapter, radio transceiver, antenna, etc.) capable of communicating via one or more wired or wireless communication protocols, such as Ethernet, Wi-Fi, near field communication (NFC), Bluetooth, long term evolution (LTE), 5G new radio (NR), vehicle-to-everything (V2X), etc., can also be controlled.

[0074] A minimum risk maneuver (MRM) operation can also be controlled, for example, based on one or more features described herein (e.g., autonomous driving lane change). A minimum risk maneuver operation (e.g., minimum risk maneuver, minimum risk maneuver) can be a maneuver operation of a vehicle for minimizing (e.g., reducing) a risk of collision with surrounding vehicles in order to reach a reduced (e.g., minimum) risk state. A minimum risk maneuver can be an operation activated when a driver cannot respond to an intervention request during autonomous driving of the vehicle. During the minimum risk maneuver, one or more processors of the vehicle can control driving operations of the vehicle for a set period of time.

[0075] A biased driving operation can also be controlled, for example, based on one or more features described herein (e.g., autonomous driving lane change). A driving control device can perform biased driving control. To perform biased driving, the driving control device can control the vehicle to travel on a lane by maintaining a lateral distance between a position of a center of the vehicle and a center of the lane. For example, the driving control device can control the vehicle to stay in the lane but not in the center of the lane.

[0076] The driving control device can identify a biased target lateral distance for biased driving control. For example, the biased target lateral distance can include an intentionally adjusted lateral distance that the vehicle can maintain from a reference point, such as a center of a lane or another vehicle, during a maneuver such as a lane change. This adjustment can be made to improve stability, safety, and / or performance of the vehicle under varying driving conditions, etc. For example, during a lane change, the driving control system can bias the lateral distance to maintain a safer gap from a neighboring vehicle, taking into account factors such as vehicle speed, road conditions, and / or presence of obstacles, etc.

[0077] One or more sensors (e.g., IMU sensors, cameras, LIDAR, RADAR, blind spot monitoring sensors, lane departure warning sensors, parking sensors, light sensors, rain sensors, traction control sensors, anti-lock braking system sensors, tire pressure monitoring sensors, seatbelt sensors, airbag sensors, fuel sensors, emissions sensors, throttle position sensors, inverters, converters, motor controllers, power distribution units, high voltage wiring and connectors, auxiliary power modules, charging interfaces, etc.) can also be controlled, e.g., based on one or more features described herein (e.g., autonomous driving lane change).

[0078] Operation controls for autonomous driving vehicles can include various driving controls (e.g., acceleration, deceleration, steering control, shift control, brake system control, traction control, stability control, cruise control, lane keep assist control, collision avoidance system control, emergency brake assist control, traffic sign recognition control, adaptive headlight control, etc.) of the vehicle by the vehicle control device.

[0079] Figure 1 is a view of an autonomous driving system.

[0080] Referring to Figure 1 , the autonomous driving system 100 can include a vehicle 110 (e.g., a first vehicle), a neighboring object 120, and infrastructure 130.

[0081] The vehicle 110 can represent a vehicle in which a motorway driver system (MCS) is provided and performs a function of an arbitrary lane change (DLC). The vehicle 110 can represent a component or a set of components capable of the DLC function.

[0082] The neighboring object 120 can represent another vehicle (e.g., a second vehicle), a pedestrian, a personal mobility device (e.g., a bicycle), and a traffic signal device. The other vehicle, the pedestrian, the personal mobility device (e.g., a bicycle), and the traffic signal device can include a communication module configured to communicate with the vehicle 110. The pedestrian can communicate with the vehicle 110 through a terminal device including the communication module.

[0083] The infrastructure 130 includes a communication module and can transmit geometric information including information of a passing lane, a main road area, a road curvature, and an event portion, and information of a lane change limit to the vehicle 110.

[0084] Figure 2 is a block diagram illustrating an example vehicle.

[0085] A configuration of a vehicle is illustrated in Figure 2 , and each component can be configured as one chip, one component, or one electronic circuit, or a combination of chips, components, and / or electronic circuits.Figure 2 Some of the components shown in FIG. 1 can be divided into a plurality of components and configured as different chips, different components, or different electronic circuits, and some components can be combined to form one chip, one component, or one electronic circuit. Some of the components shown in FIG. 1 can be omitted or other components not shown in the figure can be added. Figure 2 Figure 2 at least some of the components of FIG. 1.

[0086] Referring to FIG. 1, Figure 2 The vehicle 110 can include a sensor unit (also referred to as one or more sensors) 111, a communication module (also referred to as a communication interface) 112, a map module (also referred to as a digital map or a map database) 113, a display 114, a controller 115, and a processor 116.

[0087] The sensor unit 111 can sense an environment around the vehicle 110 using at least one sensor and generate data related to the surrounding environment based on the sensing result. For example, the sensor unit 111 can obtain information about objects (e.g., other vehicles, people, objects, curbs, guardrails, lanes, obstacles) around the vehicle based on sensing data obtained from the at least one sensor. The information about the objects around the vehicle can include at least one of a position of the object, a size of the object, a shape of the object, a distance to the object, and a relative speed with the object. As another example, the sensor unit 111 can measure a position of the vehicle 110 using at least one sensor. For example, the sensor unit 111 can include at least one of a camera, a LIDAR sensor (Light Detection and Ranging), a RADAR sensor (Radio Detection and Ranging), an ultrasonic sensor, an infrared sensor, and a position measurement sensor. The listed sensors are only examples to help understanding, and the sensors included in the sensor unit 111 of the present disclosure are not limited thereto.

[0088] The camera can generate image data including objects located in front of, behind, and to the side of the vehicle 110 by capturing images of the surroundings of the vehicle. The laser radar can use light (or laser) to generate information about objects positioned in front of, behind, and / or to the side of the vehicle 110. The radar can use electromagnetic waves (or radio waves) to generate information about objects located in front of, behind, and / or to the side of the vehicle 110. The ultrasonic sensor can use ultrasonic waves to generate information about objects located in front of, behind, and / or to the side of the vehicle 110. The infrared sensor can use infrared rays to generate information about objects located in front of, behind, and / or to the side of the vehicle 110.

[0089] ​The position measurement sensor can measure a current position of the vehicle 110. The position measurement sensor can 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 can generate position data of the vehicle based on a signal generated by at least one of the GPS sensor, the DGPS sensor, and the GNSS sensor.

[0090] The communication module 112 can transmit or receive data with the infrastructure 130. The communication can refer to vehicle-to-infrastructure (V2I) communication. Also, the communication module 112 can transmit or receive data with another vehicle. The communication can be referred to as vehicle-to-vehicle (V2V) communication. Also, the V2I communication and the V2V communication can be collectively referred to as vehicle-to-everything (V2X) communication. The communication module 112 can receive data transmitted from the infrastructure 130, and process the received data and transmit the processed data to the processor 116. Also, the communication module 112 can transmit data generated by the vehicle 110 to the infrastructure 130. The communication module 112 can transmit or receive data with a terminal of a driver of the vehicle 110.

[0091] The communication module 112 can transmit or receive data by using a wireless communication protocol or a wired communication protocol. Examples of the wireless communication protocol can include wireless LAN (WLAN), digital living network alliance (DLNA), wireless broadband (Wibro), worldwide interoperability for microwave access (Wimax), global system for mobile communications (GSM), code division multiple access (CDMA), code division multiple access 2000 (CDMA2000), enhanced voice-data optimized or enhanced voice-data only (EV-DO), wideband CDMA (WCDMA), high speed downlink packet access (HSDPA), high speed uplink packet access (HSUPA), IEEE 802.16, long term evolution (LTE), long term evolution-advanced (LTE-A), wireless mobile broadband service (WMBS), Bluetooth, radio frequency identification (RFID), infrared data association (IrDA), ultra wideband (UWB), Zigbee, near field communication (NFC), ultrasonic communication (USC), visible light communication (VLC), Wi-Fi, and Wi-Fi direct. Also, examples of the wired communication protocol can include wired local area network (LAN), wired wide area network (WAN), power line communication (PLC), USB communication, Ethernet, serial communication, optical / coaxial cable, etc., but are not limited thereto, and can include any and all protocols that can provide an environment for communication with other devices.

[0092] The map module 113 can include map information, geometry information of each road segment of a highway, and information about a lane change restriction. The geometry information can include information about a passing lane and a current road segment, information about a degree of road curvature, and information about a road segment where an event occurs.

[0093] The display 114 can visually display information related to the vehicle 110. For example, the display 114 can provide a driver of the vehicle 110 with various information related to a state of the vehicle 110 under the control of the processor 116. The various information related to the state of the vehicle can include at least one of information indicating whether various components included in the vehicle and / or at least one function of the vehicle are normally operated and information indicating a driving state of the vehicle.

[0094] If the processor 116 determines that the driving lane change is feasible and an arbitrary lane change (DLC) function is not in an activated state, the display 114 can visually display a message requesting activation of the DLC function.

[0095] The controller 115 can control the operation of at least one component of the vehicle 110 and / or at least one function of the vehicle according to the control of the processor 116. The at least one function can 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 brake 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 area detection function, an engine on / off, a power on / off, and a vehicle lock / unlock function.

[0096] The controller 115 can control at least one component of the vehicle and / or at least one function of the vehicle for autonomous driving of the vehicle 110 according to the control of the processor 130. For example, for autonomous driving, the controller 115 can 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 area detection function.

[0097] The processor 116 can control the overall operation of the vehicle 110. The processor 116 can include an electronic control unit (ECU) capable of controlling components in the vehicle 110 as a whole. For example, the processor 116 can include a central processing unit (CPU) or a micro processing unit (MCU) capable of performing arithmetic processing.

[0098] The processor 116 can control the controller 115 based on data received through the sensor unit 111 and the communication module 112. The processor 116 can generate a control signal for controlling the vehicle 110 according to data received from the infrastructure 130, and transmit the generated control signal to the controller 115.

[0099] The processor 116 can refer to a device capable of controlling the vehicle 110 and performing a series of operations or determinations for performing a lane change or vehicle overtaking. For example, in the processor 116, a program for performing a lane change or vehicle overtaking can be executed.

[0100] In the above Figure 2 , the controller 115 and the processor 116 are described as each separate component, however, the controller 115 and the processor 116 can be integrated into a single component.

[0101] Figure 3 is a flowchart illustrating a one-time lane change operation in an autonomous driving process, Figure 4 is a view illustrating a rear distance, and Figure 5 is a view illustrating a front distance.

[0102] Referring to Figure 3 , a method for performing a one-time lane change during autonomous driving can include determining whether a driving lane change is required (e.g., determining whether a command for a driving lane change is issued), determining whether the driving lane change is feasible when the driving lane change is required (e.g., if a command for a driving lane change is issued or triggered), and performing the lane change according to whether a self-selected driving lane change (DLC) function is in an active state when the driving lane change is feasible.

[0103] In more detail, in operation S31, the processor 116 can monitor a motorway carriageway system (MCS) and determine whether a driving lane change is required based on a monitoring result (e.g., determine whether a command for a driving lane change is issued). In more detail, the processor 116 can determine whether the MCS is normally operated based on vehicle state information, determine whether a target lane for completing a lane change is continuously presented and detected, and determine whether a lane change is allowed based on information about a lane change restriction within a driving lane received from the infrastructure 130 or pre-stored in a map module. When the MCS is normally operated, the continuous presence of the target lane is detected, and the lane change is allowed, the processor 116 can determine that a driving lane change is required (e.g., determine whether a command for a driving lane change is issued).

[0104] In operation S32, the processor 116 can determine whether a driving lane change is required (e.g., determine whether to issue a command for a driving lane change). When a specific event occurs within a preset (e.g., predetermined) distance in a forward direction (e.g., 2 km) while driving, the processor 116 can determine that a driving lane change is required (e.g., determine to issue a command for a driving lane change) using map information received from the infrastructure 130, road event information (e.g., construction work, a traffic accident, etc.), and prestored map information. In more detail, when a situation thereof corresponds to at least one of a situation in which a driving lane merges with an adjacent lane, a situation in which a driving lane branches off in a direction different from a destination (e.g., branches off from a route to a destination), a situation in which an event occurs on a road of a driving lane, and a situation in which only a traffic jam occurs on a road of a driving lane, the processor 116 can determine that a driving lane change is required (e.g., can trigger a command for a driving lane change).

[0105] The processor 116 can determine whether a driving lane change is required (e.g., determine whether to issue a command for a driving lane change) based on a condition (e.g., a predetermined) set by a driver in advance.

[0106] The processor can determine whether a driving lane change is required (e.g., can trigger a command for a driving lane change) based on a driving speed (e.g., a predetermined) set by a driver in advance, a speed limit on an expressway, and a traffic flow. For example, when the vehicle 110 travels on a second lane in a three-lane road on which a speed limit on an expressway is 110 km / h, when a driving speed (e.g., a predetermined) set by a driver is about 80 km / h, and a lane of the road increases to four lanes, since a difference between the preset (e.g., predetermined) driving speed and the speed limit is greater than a preset (e.g., predetermined) reference value (e.g., 20 km / h) and the vehicle travels on the second lane, the processor 116 can determine that there is an obstruction to a traffic flow and a driving lane change is required (e.g., can trigger a command for a driving lane change). Thereafter, the processor 116 can perform a lane change from the second lane to the third lane.

[0107] As another example, when the driver presets a driving speed of about 100 km / h, the vehicle 110 is driving on a second lane of a three-lane highway, the speed limit of the highway is 110 km / h, and the number of lanes of the highway increases to four lanes, the processor 116 can determine that there is no hindrance to the traffic flow and that a driving lane change is not required (e.g., determine not to issue a command for a driving lane change) because the difference between the preset (e.g., predetermined) driving speed and the speed limit is not greater than the preset (e.g., predetermined) reference value (e.g., 20 km / h) and the vehicle is driving on the second lane. In this case, the processor 116 can control to continue driving on the second lane.

[0108] The processor 116 can determine whether a driving lane change is required (e.g., determine whether to issue a command for a driving lane change) based on the driving manner information (e.g., driving mode information) preset (e.g., predetermined) by the driver. Assuming that the average driving speed in the second lane is fast and the variation in acceleration and deceleration is large and the average driving speed in the third lane is relatively slow compared to the average driving speed in the second lane and the variation in acceleration and deceleration is relatively low, when the driving manner information (e.g., driving mode information) preset (e.g., predetermined) by the driver is the driving manner information (also referred to as driving mode information) for yielding, the processor 116 can determine that a driving lane change is required (e.g., determine to issue a command for a driving lane change). Thereafter, the processor 116 can perform a lane change from the second lane to the third lane.

[0109] If the driving manner information (e.g., driving mode information) preset (e.g., predetermined) by the driver is the driving manner information (e.g., driving mode information) for driving in the shortest time, the processor 116 can determine that a driving lane change is not required (e.g., determine not to issue a command for a driving lane change) and can control the vehicle to continue driving in the second lane.

[0110] If the driving manner information (e.g., driving mode information) preset (e.g., predetermined) by the driver is the driving manner information (e.g., driving mode information) for yielding at a point in time that is a certain distance (e.g., 3 km) from a road branch on a travel path, the processor 116 can determine that a driving lane change is required (e.g., determine to issue a command for a driving lane change) even if the average driving speed of each lane is slower. In this case, the processor 116 can perform a lane change to drive on an outer lane in advance.

[0111] If the driving manner information (e.g., driving mode information) preset (e.g., predetermined) by the driver is the driving manner information (e.g., driving mode information) for driving in the shortest time at a point in time that is a certain distance (e.g., 3 km) from a road branch on a travel path, the processor 116 can determine that a driving lane change is not required (e.g., determine not to issue a command for a driving lane change), continue driving in the acceleration lane without changing lanes, and then, when a point in time for a mandatory lane change for a tracking path arrives, can perform a lane change.

[0112] If a one-time lane change request for a particular lane is received from the driver, the processor 116 can determine that a driving lane change is needed (e.g., determine to issue a command for a driving lane change).

[0113] In operation S33, the processor 116 can determine whether the driving lane change is feasible based on information such as lane change restriction information within the driving lane, geometric information, and traffic flow information within the change lane (e.g., a new lane into which the vehicle is passing). For example, the processor 116 can determine a safety score associated with the lane change based on the information. The processor 116 can determine whether the safety score associated with the lane change is, for example, above a threshold.

[0114] The processor 116 can determine whether the driving lane change is feasible based on lane change restriction information within the driving lane. The lane change restriction information can include at least one of whether a lane line is a solid line, whether a lane (e.g., a driving lane in which the vehicle is currently traveling) is within a tunnel, whether a lane is a shoulder, and whether a lane is an overtaking lane (e.g., there is an overtaking lane adjacent to the driving lane). For example, in the case where there is a dashed line (not a solid line) in the lane change section, in the case where the lane change section is located outside a tunnel, in the case where the lane change section is inside a tunnel but there is a dashed line, in the case where the lane change section is not a shoulder, and in the case where the lane change section is an overtaking lane, the processor 116 can determine that the driving lane change can be made. For example, the driving lane change is prohibited by lane change restrictions such as the case where there is a solid line in the lane change section, the case where the lane change section is within a tunnel, the case where the lane change section is a shoulder, and the case where the lane change section is not an overtaking lane, the processor 116 can determine that the driving lane change cannot be made.

[0115] The processor 116 can determine whether the driving lane change is feasible based on the geometric information. The geometric information can include at least one of information whether the overtaking lane and the main road are continuous (e.g., whether the overtaking lane is continued for at least a threshold distance), whether there is a sharp turn in the forward direction (e.g., a forward curvature), and whether there is an event section (e.g., whether a road section is associated with a traffic event such as an accident, construction, detour). The processor 116 can determine whether the overtaking lane and the main road are continuous, whether there is a sharp turn in the forward direction, and whether there is an event section based on the geometric information received from the infrastructure 130 or stored in the map module 113. For example, when the situation thereof corresponds to a case where the overtaking lane and the main road are continuous, a case where there is no sharp turn in the forward direction, and a case where the lane does not fall into a section where an event occurs (e.g., a construction work area) (i.e., a case where the lane change is possible in consideration of the geometry), the processor 116 can determine that the driving lane change is possible. For example, when the situation thereof corresponds to a case where the overtaking lane and the main road are not continuous, a case where there is a sharp turn in the forward direction, and a case where the lane falls into a section where an event occurs (e.g., a construction work area) (i.e., a case where the lane change is not possible in consideration of the geometry), the processor 116 can determine that the driving lane change is not possible.

[0116] The processor 116 can determine whether the driving lane change is feasible based on traffic flow information within the driving lane. The traffic flow information within the driving lane can include at least one of rear distance information or front distance information required for the lane change, sensing information generated by the sensor unit 111, and average speed information of the lane.

[0117] Referring to Figure 4 , the processor 116 can calculate the rear distance d Rear . … Equation (1)

[0118] Here, V passerRear denotes a maximum speed of the other vehicle at the rear RV approaching in the rear direction, V SV denotes a speed of the vehicle (the host vehicle) 110, t RRear denotes a reaction time of the other vehicle at the rear RV when the host vehicle 110 starts the road change operation, a decRear denotes a deceleration of the other vehicle at the rear RV, t TgapRear denotes a time gap until the other vehicle at the rear RV reaches the speed of the host vehicle 110 after the host vehicle 110 ends deceleration.

[0119] The maximum speed V passerRearmay be a speed obtained by adding a speed limit of another vehicle at the rear RV to a preset (e.g., predetermined) reference value (e.g., 30 km / h).

[0120] reaction time t of another vehicle at the rear RV RRear may be 1 s as a preset (e.g., predetermined) value, but is not limited thereto, and its reaction time can have various values according to settings.

[0121] deceleration a of another vehicle at the rear RV decRear may be 3.5 m / s as a preset (e.g., predetermined) value, but is not limited thereto, and its deceleration can have various values according to settings. 2

[0122] time gap t until another vehicle at the rear RV reaches the speed of the subject vehicle 110 after the subject vehicle 110 completes deceleration TgapRear may be 0.8 s as a preset (e.g., predetermined) value, but is not limited thereto, and the time gap can have various values according to settings.

[0123] reference Figure 5 , the processor 116 can calculate the front distance d using the following mathematical equation 2 front . … Equation (2)

[0124] Here, V passerF denotes the speed of the front other vehicle FV, V SV denotes the speed of the subject vehicle 110, t RSV denotes the reaction time of the subject vehicle 110 when the subject vehicle 110 starts the lane change operation, a decSV denotes the deceleration of the subject vehicle 110, t TgapF denotes the time interval until the subject vehicle 110 reaches the speed of the front other vehicle FV after the subject vehicle 110 completes deceleration.

[0125] reaction time t of the subject vehicle 110 RSV may be 1 s as a preset (e.g., predetermined) value, but is not limited thereto, and its reaction time can have various values according to settings.

[0126] deceleration a of the subject vehicle 110 decRear may be 4 m / s as a preset (e.g., predetermined) value, but is not limited thereto, and its deceleration can have various values according to settings. 2

[0127] The processor 116 can calculate the time gap t until the subject vehicle 110 reaches the speed FV of the front other vehicle after the subject vehicle 110 completes deceleration using the following mathematical equation 3 or 4​​TgapF .

[0128] … Equation (3)

[0129] … Equation (4)

[0130] When the front distance or the rear distance is greater than a preset (e.g., predetermined) reference distance, the processor 116 can determine that the driving lane change is feasible.

[0131] In operation S34, the processor 116 can select an optimized driving lane using a pre-stored algorithm based on at least one of the lane change restriction information within the driving lane, the geometric information, the traffic flow information within the driving lane, the path to the destination, the traffic flow, and the autonomous driving setting.

[0132] In operations S35 and S36, the processor 116 can perform the driving lane change according to whether an arbitrary lane change (DLC) function is in an activated state when the driving lane change is feasible. In more detail, when it is determined that the driving lane change is feasible and the DLC function is in the activated state, the processor 116 can perform the driving lane change.

[0133] In operation S37, when it is determined that the driving lane change is feasible and the DLC function is not in the activated state, the processor 116 can suggest the lane change to the driver. In more detail, when it is determined that the driving lane change is feasible and the DLC function is not in the activated state, the processor 116 can output a message (e.g., on a screen) requesting activation of the DLC function through the display 114. If it is determined that the driving lane change is feasible and the DLC function is not in the activated state, the processor 116 can transmit a message requesting activation of the DLC function to the driver's terminal through the communication module 112.

[0134] In operation S38, the processor 116 can determine whether the DLC function is in the activated state, and when the DLC function is in the activated state, the processor 116 can perform the driving lane change.

[0135] Figure 6 is a flowchart illustrating an operation of a passing lane change during autonomous driving. Figure 7 is a view illustrating a single traffic flow. Figure 8 is a view illustrating a group of traffic flows. Figure 9 is a view illustrating a congested traffic flow.

[0136] Reference Figure 6The method for performing a lane change for overtaking during autonomous driving can include determining a vehicle obstructing traffic flow, determining whether it is possible to overtake when there is a vehicle obstructing traffic flow, and performing a lane change for overtaking according to whether a DLC function is in an active state when it is possible to overtake; and performing a lane change to return to a main road when a last point of overtaking (e.g., overtaking) a target vehicle in front of the vehicle behind the vehicle.

[0137] In more detail, in operation S41, the processor 116 can monitor the MCS, and determine whether a driving lane change is required based on the monitoring result (e.g., determine whether to issue a command for a driving lane change). In more detail, the processor 116 can determine whether the MCS is operating normally based on vehicle state information, determine whether the continuous presence of a target lane for completing a lane change is detected, and determine whether a lane change is allowed based on information about a lane change restriction within a driving lane received from the infrastructure 130 or pre-stored in a map module. When the MCS is operating normally, the continuous presence of the target lane is detected, and the lane change is allowed, the processor 116 can determine a vehicle obstructing traffic flow. The processor 116 can determine a vehicle obstructing traffic flow according to one or more predetermined obstruction criteria as described herein.

[0138] In operation S42, the processor 116 can determine a vehicle obstructing traffic flow. In more detail, the processor 116 can determine a vehicle obstructing traffic flow in a state in which both (left / right) lanes of the vehicle 110 are normal traffic flow based on driving information (e.g., a driving pattern) of another vehicle on the front side. The driving information of the other vehicle on the front side can include at least one of speed information (e.g., a speed of the vehicle), whether to fall into sudden stop or sudden acceleration (e.g., acceleration higher or lower than a threshold value), a change width of lateral movement within a lane (e.g., fluctuation of lateral movement of a vehicle within a lane, higher than a fluctuation threshold value), whether a hazard warning light (also referred to as an emergency light) is flashing, and emergency message information (e.g., an emergency message from a vehicle).

[0139] If a difference between a speed of another vehicle on the front side traveling on a current lane and a speed of another vehicle traveling on an adjacent lane is greater than a preset (e.g., predetermined) reference value (e.g., 20 km / h), the processor 116 can determine the other vehicle on the front side as a vehicle obstructing traffic flow.

[0140] If the number of times of sudden stop or the number of times of sudden acceleration of the other vehicle on the front side is greater than a preset (e.g., predetermined) reference number of times, the processor 116 can determine the other vehicle on the front side as a vehicle obstructing traffic flow.

[0141] If the width of the lateral movement within the lane of the other vehicle located at the front side changes by an equal to or greater than a preset (e.g., predetermined) reference value (e.g., 1 m), the processor 116 can determine the other vehicle located at the front side as the vehicle obstructing the traffic flow.

[0142] If the time for which the emergency light of the other vehicle located at the front side is flashing is equal to or greater than a preset (e.g., predetermined) reference time, the processor 116 can determine the other vehicle located at the front side as the vehicle obstructing the traffic flow.

[0143] After receiving the emergency message information (V2V or I2V) from the other vehicle located at the front side, the processor 116 can determine the other vehicle located at the front side as the vehicle obstructing the traffic flow.

[0144] In operation S43, when it is determined that there is the vehicle obstructing the traffic flow, the processor 116 can determine whether it is possible to overtake based on at least one of the lane change restriction information within the driving lane, the geometry information, and the traffic flow information within the overtaking lane.

[0145] The processor 116 can determine whether the overtaking is possible based on the lane change restriction information within the driving lane. The lane change restriction information within the driving lane can include at least one of whether a lane line is a solid line, whether the lane is within a tunnel, whether the lane is a shoulder, and whether the lane is an overtaking lane. For example, in a case where there is a dashed line instead of a solid line in the lane change section, in a case where the lane change section is outside a tunnel, in a case where the lane change section is inside a tunnel but there is a dashed line, in a case where the lane change section is not a shoulder, and in a case where the lane change section is an overtaking lane (i.e., not corresponding to the lane change restriction), the processor 116 can determine that the driving lane change is possible. For example, due to the lane change restriction prohibiting the lane change (such as in a case where there is a solid line in the lane change section, in a case where the lane change section is within a tunnel, in a case where the lane change section is a shoulder, and in a case where the lane change section is not an overtaking lane), the processor 116 can determine that the overtaking is not possible.

[0146] As an example, the processor 116 can determine whether overtaking is possible based on the geometric information. The geometric information can include at least one of information whether an overtaking lane and a main road are continuous, whether there is a sharp turn in a forward direction, and whether there is an event section. The processor 116 can determine whether the overtaking lane and the main road are continuous, whether there is a sharp turn in the forward direction, and whether there is an event section based on the geometric information received from the infrastructure 130 or stored in the map module 113. For example, when a situation thereof corresponds to a situation in which the overtaking lane and the main road are continuous, a situation in which there is no sharp turn in the forward direction, and a situation in which the lane does not fall into a section in which an event occurs (e.g., a construction work area) (i.e., a situation in which a lane change can be made in consideration of a geometric shape), the processor 116 can determine that a driving lane change can be made. For example, when a situation thereof corresponds to a situation in which the overtaking lane and the main road are not continuous, a situation in which there is a sharp turn in the forward direction, and a situation in which the lane falls into a section in which an event occurs (e.g., a construction work area) (i.e., a situation in which a lane change cannot be made in consideration of a geometric shape), the processor 116 can determine that a driving lane change cannot be made.

[0147] As an example, the processor 116 can determine whether overtaking is possible based on traffic flow information within the overtaking lane. The traffic flow information within the overtaking lane can include at least one of rear distance information or front distance information required for a lane change, sensing information generated by the sensor unit 111, and average speed information of the lane.

[0148] The process for calculating the front distance and the rear distance is the same as that described with reference to Figure 3 The process for calculating the front distance and the rear distance is the same as that described with reference to

[0149] The processor 116 can determine whether overtaking is possible based on information about a type of a vehicle impeding traffic flow. In more detail, the processor 116 can receive speed information from another vehicle traveling in a current lane (a current lane or a home lane) of the host vehicle 110 in which the host vehicle 110 travels through V2V and I2V communication, calculate an average driving speed of the current lane based on the speed information of the other vehicle, and determine the type of the vehicle impeding traffic flow based on a result of comparing the average driving speed of the current lane with a preset (e.g., predetermined) reference speed. For example, when the average driving speed of the current lane is equal to or less than 30 km / h, the processor 116 can determine that the vehicle impeding traffic flow is congested traffic flow.

[0150] Reference Figure 7 to Figure 9, the processor 116 can determine (e.g., based on information received from sensors and / or communication interfaces) which is the vehicle obstructing the traffic flow. Based on the average driving speed of the home lane as the driving lane on which the host vehicle 110 is traveling, in a single traffic flow, a group traffic flow, and a congested traffic flow, and if the vehicle obstructing the traffic flow is a single traffic flow or a group traffic flow, it can be determined that the overtaking can be performed (e.g., the safety score associated with the lane change is greater than a threshold safety score value). When the vehicle obstructing the traffic flow is a congested traffic flow, the processor 116 can determine that the overtaking cannot be performed (e.g., the safety score associated with the lane change is less than a threshold safety score value). In other words, the processor 116 can determine whether the traffic type of the vehicle obstructing the traffic flow is a single traffic flow type, a group traffic flow type, or a congested traffic flow type. The single traffic flow type can mean that there is enough space around the vehicle (e.g., both the distance to the front vehicle and the distance to the rear vehicle are greater than a threshold distance). The group traffic flow type can mean that the vehicle is part of a cluster of multiple vehicles traveling together within a short distance of each other (e.g., at least one of the distance to the front vehicle or the distance to the rear vehicle is less than a threshold distance), but the number of vehicles in the cluster is still not many (e.g., less than a threshold number). The congested traffic flow type can mean that the vehicle is traveling in a larger cluster of vehicles (e.g., both the distance to the front vehicle and the distance to the rear vehicle are less than a threshold distance and the number of vehicles in the cluster is greater than a threshold number). The processor 116 can determine the number of one or more vehicles of the vehicle cluster. The vehicle cluster can refer to a group of vehicles (or just one vehicle) in which the gap between any two vehicles (if there are more than one vehicle within the cluster) is less than a threshold distance. For example, if the number of vehicles in the vehicle cluster is less than a threshold number, the processor 116 can determine that the overtaking is possible (e.g., the safety score associated with the lane change is greater than a threshold safety score value). For example, if the number of vehicles in the vehicle cluster is greater than a threshold number, the processor 116 can determine that the overtaking cannot be performed (e.g., the safety score associated with the lane change is less than a threshold safety score value).

[0151] When the vehicle obstructing the traffic flow is a single traffic flow or a cluster traffic flow, the processor 116 can set the frontmost vehicle as a target vehicle TV for overtaking, set an end point in front of the target vehicle TV for overtaking as a start point L2, and set a position based on a safety distance d headwaygap from the start point L2 of the target vehicle TV for overtaking as a return position P according to the overtaking.

[0152] The processor 116 can calculate the safety distance d headwaygap using mathematical equation (5).

[0153] … Equation (5)

[0154] Here, V TV denotes a speed of a target vehicle overtaking, and t S denotes a preset (e.g., predetermined) reference time.

[0155] In operations S44 and S45, when it is possible to pass, the processor 116 can perform the lane change for overtaking according to whether the DLC function is in an active state. In more detail, when it is determined that overtaking is possible and the DLC function is in the active state, the processor 116 can perform the lane change for overtaking.

[0156] In operation S46, when it is determined that it is possible to pass and the DLC function is not in the active state, the processor 116 can suggest a lane change to the driver. In more detail, when it is determined that overtaking is possible and the DLC function is not in the active state, the processor 116 can output a screen requesting activation of the DLC function through the display 114. If it is determined that overtaking is possible and the DLC function is not in the active state, the processor 116 can transmit a message requesting activation of the DLC function to the driver's terminal through the communication module 112.

[0157] In operation S47, the processor 116 can determine whether the DLC function is in the active state, and when the DLC function is in the active state, the processor 116 can perform the lane change for overtaking.

[0158] In operation S48, the processor 116 can perform driving in the overtaking lane at a specific speed. In more detail, the processor 116 can perform driving in the overtaking lane at the lowest speed among a speed limit within a road, a speed (e.g., a predetermined speed faster than the speed of the target vehicle overtaking) faster than the speed of the target vehicle to be overtaken, and a speed of a following vehicle in the overtaking lane in a forward direction. The speed faster than the speed of the target vehicle to be passed can be a speed faster than the speed of the target vehicle to be passed by as much as a preset (e.g., predetermined) reference value (e.g., 10 km / h).

[0159] In operation S49, the processor 116 can determine whether the target vehicle for overtaking has been passed. In more detail, with reference to Figure 8 When an end point L1 of a rear (e.g., a rearmost portion of the vehicle 110) of the own vehicle 110 passes (e.g., exceeds) a start point L2 of a front (e.g., a frontmost portion of the target vehicle) of the target vehicle for overtaking, the processor 116 can determine that the target vehicle for overtaking has been passed.

[0160] In operation S50, when it is determined that the host vehicle 110 has passed the target vehicle TV for overtaking, the processor 116 can determine whether it is possible to return to the lane. In more detail, the processor 116 can determine whether to return to the lane change of the main road (original lane) based on the lane change limit information within the driving lane, the geometric information, and the traffic flow information within the driving lane.

[0161] Process for determining whether lane change is possible Figure 3 The process described for performing the one-time lane change (operation S33) is the same, and a detailed description thereof will be omitted.

[0162] In operation S51, when it is possible to return to the lane, the processor 116 can perform the lane change to return to the main road (original lane).

[0163] As described above, according to the present disclosure, during autonomous driving, the one-time lane change can be made according to the determination of the lane change or according to the request of the driver. In addition, according to the present disclosure, the passing of the vehicle obstructing the traffic flow can be made during autonomous driving according to the determination of the necessity of passing or according to the request of the driver.

[0164] The functions described can be implemented in hardware, software, firmware or any combination thereof. If implemented in software, the functions can be stored or transmitted over as one or more instructions or code on a computer-readable medium. Computer-readable media include both computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. A storage media can be any available media that can be accessed by a computer. By way of example, and not limitation, such computer-readable media can comprise 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 desired program code in the form of instructions or data structures and that can be accessed by a computer.

[0165] If the one or more embodiments of the present disclosure are implemented in program code or code segments, it should be understood that the code segments can represent processes, functions, subprograms, programs, routines, subroutines, modules, software packages, classes, or any combination of instructions, data structures or program statements. The code segments can be coupled to another code segment or hardware circuit by passing and / or receiving information, data, arguments, parameters or memory contents. Information, arguments, parameters, data, etc. can be passed, forwarded or transmitted using any suitable means, including memory sharing, message passing, token passing, network transmission, etc. In addition, in some aspects, the steps and / or actions of the methods or algorithms can be stored as one or any combination or set of codes and / or instructions on a machine-readable medium and / or computer-readable medium, which can be incorporated into a computer program product.

[0166] For a software implementation, the techniques described herein can be implemented with modules (e.g., procedures, functions, and so on) that perform the functions described herein. The software codes can be stored in memory units and executed by processors. The memory unit can be implemented within the processor or external to the processor, in which case it can be communicatively coupled to the processor via various means as is known in the art.

[0167] For a hardware implementation, the processing units can be implemented within 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, micro-controllers, microprocessors, other electronic units designed to perform the functions described herein, or a combination thereof.

[0168] What has been described above includes examples of one or more implementations. Of course, it is contemplated that numerous further combinations and permutations of the above described elements can be made without departing from either the spirit and scope of the inventive concept. As such, the described examples are to be considered in all respects as illustrative only and not restrictive in any manner. Furthermore, for the purpose of clarity, the description has not attempted to include all aspects of the various implementations described herein. The above description is intended to be illustrative and not restrictive. Many other implementations will be apparent to those of skill in the art upon reviewing the above description. The scope of the application should, therefore, be determined not with reference to the above description, but instead with reference to the appended claims, along with their full scope of equivalents.

[0169] As used herein, the term "inference" or "inferred" generally refers to the process of reasoning or inferring a state of a system, environment, and / or user from a set of observations captured via events and / or data. For example, an inference can be used to identify a particular context or action, or can generate a probability distribution over states. Inferences can be probabilistic - i.e., based on computing a probability distribution over states of interest based on consideration of data and events. Inferences can also refer to techniques for composing higher-level events from a set of events and / or data. Such inferences result in the construction of new events or actions from a set of observed events and / or stored event data whether or not the events are closely related in time and whether or not the events and data are from one or several event and data sources.

[0170] Furthermore, as used in this application, the terms "component," "module," "system" and the like are intended to refer to a computer-related entity, either hardware, firmware, a combination of hardware and software, software, or software in execution. For example, a component can be, but is not limited to being, a process running on a processor, a processor, an object, an executable, a thread of execution, a program, and / or a computer. By way of illustration, both an application running on a computing device and the computing device can be a component. One or more components can reside within a process and / or thread of execution and a component can be localized, co-resident, and / or distributed amongst one computer and / or across multiple computers. Also, these components can execute from various computer readable media having various data structures stored thereon. The components can communicate by way of local and / or remote processes such as in accordance with a signal having one or more data packets (e.g., data from one component interacting with another component in a local system, distributed system, and / or across a network such as the Internet with other systems via the signal).

[0171] For purposes of this application and the claims, the terms "A; B; or C" or "at least one of A, B, or C" are intended to mean "at least one A, or at least one B, or at least one C, or at least one A, at least one B, and at least one C." Additionally, the exemplary phrases "A, B, and C" or "at least one of A, B, and C" can refer to each of the listed items, or to any combination of the listed items. For example, "at least one of A and B" can refer to (1) at least one A; (2) at least one B; or (3) at least one A and at least one B.

Claims

1. A vehicle comprising: one or more sensors configured to generate adjacent object information; a communication interface; and a processor configured to control autonomous driving operations of the vehicle based on at least one of the adjacent object information and the communication interface, wherein the processor is further configured to: determine whether a driving lane change is needed, when the driving lane change is needed, determine whether the driving lane change is feasible; and when the driving lane change is feasible, perform the driving lane change according to whether an arbitrary lane change function is in an active state.

2. The vehicle of claim 1, wherein, the processor determines that the driving lane change is needed based on at least one of: a driving lane merges with an adjacent lane, the driving lane diverges from a route to a destination, an event on a road of the driving lane, and a traffic jam on the road of the driving lane.

3. The vehicle of claim 1, wherein, the processor determines whether the driving lane change is needed based on a predetermined driving speed, a speed limit on a highway, and a traffic flow.

4. The vehicle of claim 1, wherein, the processor determines whether the driving lane change is needed based on predetermined driving mode information.

5. The vehicle of claim 1, wherein, the processor determines that the driving lane change is needed when a request to change to a particular lane is received from a driver of the vehicle.

6. The vehicle of claim 1, wherein, the processor determines whether the driving lane change is feasible based on at least one of lane change limit information associated with a driving lane, geometry information associated with the driving lane, and traffic flow information associated with a new lane to which the vehicle is transitioning.

7. The vehicle of claim 6, wherein, the lane change limit information indicates at least one of whether a lane line of the driving lane is a solid line, whether the driving lane is in a tunnel, whether the driving lane is a shoulder, and whether the driving lane is a passing lane.

8. The vehicle of claim 6, wherein, the geometry information indicates at least one of whether a passing lane continues for at least a threshold distance value, whether a curvature of a road ahead is higher than a threshold curvature value, and whether there is a road segment associated with a traffic event.

9. The vehicle of claim 1, wherein, the processor performs the driving lane change when it is determined that the driving lane change is feasible and the arbitrary lane change function is in the active state.

10. The vehicle of claim 1, wherein, the processor provides a message to a driver suggesting the driving lane change when it is determined that the driving lane change is feasible and the arbitrary lane change function is not in the active state.

11. A first vehicle comprising: one or more sensors configured to generate adjacent object information; a communication interface; and a processor configured to control autonomous driving operations of the first vehicle based on at least one of the adjacent object information and the communication interface, wherein the processor is further configured to: determine a second vehicle that impedes a traffic flow; when the second vehicle that impedes the traffic flow is present, determine whether a passing is feasible, and when the passing is feasible, perform a lane change from a driving lane to a passing lane according to whether an arbitrary lane change function is in an active state.

12. The first vehicle of claim 11, wherein, the second vehicle is in front of the first vehicle, and wherein the processor is configured to determine, based on driving information of the second vehicle, whether the second vehicle is a vehicle that impedes traffic flow.

13. The first vehicle of claim 12, wherein, the driving information of the second vehicle comprises at least one of: a speed of the second vehicle, an acceleration that is higher than a first threshold acceleration value, an acceleration that is lower than a second threshold acceleration value, a fluctuation of lateral movement of the second vehicle within the driving lane that is higher than a fluctuation threshold value, an activation status of a hazard warning light of the second vehicle, and an emergency message from the second vehicle.

14. The first vehicle of claim 11, wherein, the processor is configured to determine whether the overtaking is feasible based on at least one of: lane change restriction information associated with the driving lane, geometry information associated with the driving lane, and traffic flow information associated with the overtaking lane.

15. The first vehicle of claim 14, wherein, the lane change restriction information indicates at least one of: whether a lane line of the driving lane is a solid line, whether the driving lane is in a tunnel, whether the driving lane is a shoulder, and a presence of the overtaking lane.

16. The first vehicle of claim 14, wherein, the geometry information indicates at least one of: whether the overtaking lane is continuous for at least a threshold distance value, whether a curvature of a road ahead is higher than a threshold curvature value, and whether there is a road segment associated with a traffic event.

17. The first vehicle of claim 11, wherein, the processor is configured to: determine a number of one or more vehicles of a vehicle cluster, wherein the vehicle cluster includes the second vehicle, and wherein a gap between any two vehicles of the vehicle cluster is less than a threshold distance; and determine that the overtaking is feasible based on the number of the one or more vehicles of the vehicle cluster being less than a threshold number value.

18. The first vehicle of claim 11, wherein, when the overtaking is feasible and the arbitrary lane change function is in the active state, the processor performs the lane change from the driving lane to the overtaking lane.

19. The first vehicle of claim 11, wherein when the overtaking is feasible and an arbitrary lane change function is not in an active state, the processor provides a message to a driver that advises the lane change.

20. The first vehicle of claim 18, wherein, the processor is configured to control the autonomous driving operation of the first vehicle to perform the lane change by: controlling the autonomous driving operation of the first vehicle to drive in the overtaking lane at a lowest speed of: a speed limit of the overtaking lane, a predetermined speed that exceeds a speed of a target vehicle of the overtaking, and a speed of a following vehicle in the overtaking lane.

21. The first vehicle of claim 20, wherein, the processor is configured to control the autonomous driving operation of the first vehicle to perform the lane change by: controlling the autonomous driving operation of the first vehicle to return to the driving lane after a rearmost portion of the first vehicle passes a foremost portion of a target vehicle of the overtaking.

22. The first vehicle of claim 21, wherein, the processor is further configured to: determine whether the lane change is able to return to the driving lane based on at least one of: lane change restriction information associated with the overtaking lane, geometry information associated with the overtaking lane, and traffic flow information associated with the overtaking lane.

23. A method performed by equipment of a vehicle, the method comprising: determining whether a driving lane change is required; when the driving lane change is required, determining whether the driving lane change is feasible; and when the driving lane change is feasible, performing a lane change in dependence on whether any lane change function is in an active state.

24. A method performed by equipment of a first vehicle, the method comprising: determining whether a second vehicle is present which is obstructing traffic flow; when the second vehicle is present which is obstructing traffic flow, determining whether an overtake is feasible; and when the overtake is feasible, performing a lane change from a driving lane to an overtaking lane in dependence on whether any lane change function is in an active state.

25. The method of claim 24, further comprising: controlling autonomous driving operation of the first vehicle to return to the driving lane after a rearmost portion of the first vehicle has overtaken a foremost portion of a target vehicle for overtaking.

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