Vehicle control apparatus and control method thereof

Abstract

The invention relates to a vehicle control apparatus and a control method thereof. The vehicle control apparatus includes one or more processors and a memory storing one or more programs executed by the processors. The processor specifies a starting point at any point on a traveling lane of the vehicle, and specifies an ending point at any point on a target lane that is a lane change target. The processor specifies an intermediate point at a center point between a start point and an end point, specifies a first sub-point on a driving lane generated from the start point, and specifies a second sub-point on a virtual straight line connecting the first sub-point and the intermediate point. The processor generates a lane change route connecting the start point, the first sub-point, the intermediate point, the second sub-point, and the end point.

Description

[0001] Cross-reference to related applications

[0002] This application claims priority and benefit to Korean Patent Application No. 10-2024-0147593, filed on October 25, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The implementation plan involves vehicle control devices and their control methods. Background Technology

[0004] Autonomous vehicles can use various sensors such as cameras, LiDAR, radar, and ultrasonic sensors to continuously monitor the environment around the vehicle, and can use these sensors to identify road conditions, the position of other vehicles, pedestrians, lane lines, etc. in real time.

[0005] Autonomous vehicles can use navigation systems or route planning algorithms to analyze the current route and determine whether a lane change is necessary. For example, a lane change may be required when the road is about to fork or when the vehicle ahead is moving slowly.

[0006] At the same time, passenger comfort in autonomous vehicles is considered equally important as stability. If passengers feel uneasy about the comfort of an autonomous vehicle while it is in motion, regardless of how stable the vehicle is, the autonomous driving system may be distrusted.

[0007] Therefore, even in the case of Automated Lane Change (ALC) used for lane changing in autonomous driving systems of vehicles, it is necessary to develop control technologies that simultaneously satisfy stability and ride comfort. Summary of the Invention

[0008] The present invention aims to provide a vehicle control device and control method thereof, which can improve the riding comfort and stability of vehicle occupants when changing lanes.

[0009] The present invention also aims to provide a vehicle control device and control method thereof, wherein the vehicle control device can alleviate the anxiety of vehicle occupants caused by changes in steering angle when changing lanes on a curved road.

[0010] According to an aspect of the present invention, a vehicle control device is provided, the vehicle control device comprising one or more processors and a memory storing one or more programs executed by the one or more processors, the processors comprising: a first processing unit configured to specify a start point at any point on a driving lane of the vehicle, and to specify an end point at any point on a target lane serving as a lane change target; a second processing unit configured to specify an intermediate point at a center point between the start point and the end point; a third processing unit configured to specify a first sub-point on a driving lane generated from the start point; a fourth processing unit configured to specify a second sub-point on a virtual straight line connecting the first sub-point and the intermediate point; and a fifth processing unit configured to generate a lane change route connecting the start point, the first sub-point, the intermediate point, the second sub-point, and the end point.

[0011] The second processing unit can generate a virtual curve connecting the start point and the end point, and specify an intermediate point, such that the midpoint of the virtual curve becomes the lane line between the driving lane and the target lane.

[0012] The third processing unit can use the vehicle's speed, lane curvature, and the distance between the starting point and the ending point to designate a first sub-point on the first virtual tangent line on the driving lane generated from the starting point.

[0013] The third processing unit can designate the foot of the perpendicular line from the midpoint to the first virtual tangent as the first sub-point limit point, and designate the first sub-point between the starting point and the first sub-point limit point.

[0014] The third processing unit can adjust the position of the first sub-point so that as the vehicle speed increases, the distance between the first sub-point limit point and the first sub-point decreases.

[0015] The third processing unit can adjust the position of the first sub-point so that as the distance between the starting point and the ending point decreases, the distance between the first sub-point limit point and the first sub-point increases.

[0016] When the first curvature of the driving lane is greater than the second curvature of the target lane, the third processing unit can adjust the position of the first sub-point so that the distance between the first sub-point limit point and the first sub-point is reduced proportionally to the difference between the first curvature and the second curvature.

[0017] When the first curvature of the driving lane is less than the second curvature of the target lane, the third processing unit can adjust the position of the first sub-point so that the distance between the first sub-point limit point and the first sub-point increases proportionally to the difference between the first curvature and the second curvature.

[0018] The fourth processing unit can specify a second sub-point at the point where the virtual straight line connecting the first sub-point and the intermediate point intersects with the second virtual tangent on the target lane generated from the endpoint.

[0019] The fourth processing unit can be configured to: calculate the ratio of the distance between the intermediate point and the second virtual tangent to the distance between the endpoint and the second sub-point, and when the ratio exceeds a preset ratio range, adjust the position of the second sub-point to fall within the preset ratio range.

[0020] The first processing unit can specify a destination to comply with the speed limits of the driving lane and the target lane.

[0021] According to another aspect of the present invention, a method for controlling a vehicle, executed by a computing device, the computing device including one or more processors and a memory storing one or more programs executed by the one or more processors, the method comprising: specifying a starting point at any point on a driving lane and an ending point at any point on a target lane by the processors; specifying an intermediate point at a center point between the starting point and the ending point by the processors; specifying a first sub-point on a driving lane generated from the starting point by the processors; specifying a second sub-point on a virtual straight line connecting the first sub-point and the intermediate point by the processors; and generating a lane change route connecting the starting point, the first sub-point, the intermediate point, the second sub-point, and the ending point by the processors.

[0022] When a midpoint is specified, a virtual curve connecting the start and end points can be generated, and a midpoint can be specified so that the midpoint of the virtual curve becomes the lane line between the driving lane and the target lane.

[0023] When specifying the first sub-point, the vehicle's speed, lane curvature, and the distance between the start and end points can be used to specify the first sub-point on the first virtual tangent line on the driving lane generated from the start point.

[0024] Specifying the first sub-point may include: specifying the foot of the perpendicular line from the midpoint to the first virtual tangent as the first sub-point limit point, and specifying the first sub-point between the starting point and the first sub-point limit point.

[0025] Specifying the first sub-point may further include: adjusting the position of the first sub-point so that the distance between the first sub-point limit point and the first sub-point decreases as the vehicle speed increases.

[0026] Specifying the first sub-point may further include: adjusting the position of the first sub-point so that as the distance between the starting point and the ending point decreases, the distance between the first sub-point's extreme point and the first sub-point increases.

[0027] The designation of the first sub-point may further include: when the first curvature of the driving lane is greater than the second curvature of the target lane, adjusting the position of the first sub-point such that the distance between the first sub-point's extreme point and the first sub-point decreases proportionally to the difference between the first curvature and the second curvature.

[0028] The designation of the first sub-point may further include: when the first curvature of the driving lane is less than the second curvature of the target lane, adjusting the position of the first sub-point such that the distance between the first sub-point's extreme point and the first sub-point increases proportionally to the difference between the first curvature and the second curvature.

[0029] Specifying a second sub-point can include: specifying the point where the virtual straight line connecting the first sub-point and the midpoint intersects with the second virtual tangent line on the target lane generated from the endpoint.

[0030] Specifying a second sub-point may further include: calculating the ratio of the distance between the midpoint and the second virtual tangent to the distance between the endpoint and the second sub-point.

[0031] Specifying a second sub-point may further include: when the ratio exceeds a preset ratio range, adjusting the position of the second sub-point to fall within the preset ratio range. Attached Figure Description

[0032] The above and other objects, features and advantages of the present invention will become more apparent to those skilled in the art from the detailed description of exemplary embodiments of the invention with reference to the accompanying drawings, wherein:

[0033] Figure 1 This is a schematic diagram illustrating how a vehicle sends and receives data by communicating with another device;

[0034] Figure 2 This is a schematic diagram showing the constituent modules of a vehicle according to one embodiment of this application;

[0035] Figure 3 This is a schematic diagram illustrating the operation of the vehicle control device according to the implementation scheme;

[0036] Figure 4 This is a schematic diagram illustrating the process of generating lane change routes according to the implementation scheme;

[0037] Figures 5A to 6B This is a schematic diagram illustrating the operation of the third processing unit according to the implementation scheme;

[0038] Figure 7 and Figure 8 This is a flowchart illustrating a method for controlling a vehicle according to an implementation scheme. Detailed Implementation

[0039] In the following description, preferred embodiments of the invention will be described in detail with reference to the accompanying drawings.

[0040] However, the technical concept of the present invention is not limited to the embodiments described herein, but can be implemented in various different forms, and within the scope of the technical concept of the present invention, one or more of the components in the embodiments can be used by selective combination and substitution.

[0041] Furthermore, unless specifically defined and described, the terms (including technical and scientific terms) used in embodiments of the present invention may be interpreted as having the meaning commonly understood by one of ordinary skill in the art to which this invention pertains, and common terms (such as terms defined in dictionaries) may be interpreted in conjunction with the contextual meaning of the relevant field.

[0042] The terminology used in the embodiments of this invention is for descriptive purposes only and is not intended to limit the invention.

[0043] In this specification, unless the context clearly indicates otherwise, the singular form may include the plural form, and when described as “at least one (or one or more) of A, B and / or C”, it may include one or more of all possible combinations of A, B and C.

[0044] Furthermore, when describing components of embodiments of the present invention, terms such as first, second, A, B, (a), (b) may be used.

[0045] These terms are used only to distinguish one component from another, and the nature, order, or sequence of the components are not limited by these terms. Furthermore, when a component is described as “connected,” “joined,” or “linked” to another component, the component can be “connected,” “joined,” or “linked” not only directly to, join, or link to the other component, but also through other components placed between the component and the other component.

[0046] Furthermore, when a component is described as being formed or positioned "above" or "below" another component, the term "above" or "below" includes not only cases where the two components are in direct contact with each other, but also cases where one or more other components are formed or positioned between the two components. Additionally, when a component is described as being located "above" or "below," the description may also include an upward or downward direction relative to the other component.

[0047] In the following description, the embodiments will be described in detail with reference to the accompanying drawings, but regardless of the reference numerals, the same or corresponding components will be indicated by the same reference numerals, and redundant descriptions will be omitted.

[0048] In the following text, reference will be made to Figure 1 and Figure 2 Describe the vehicle. Figure 1This is a schematic diagram illustrating how a vehicle sends and receives data by communicating with another device.

[0049] Reference Figure 1 Vehicle 100 can be driven by either electricity or fossil fuels. In the case of electricity, vehicle 100 can be, for example, a pure electric vehicle powered solely by a high-voltage battery, or it can use a gas-based fuel cell as its energy source. Furthermore, the fuel cell can use various types of gases capable of generating electricity; for example, vehicle 100 can be filled with a liquefied gas. Here, as an example, the gas could be hydrogen. However, the gas is not limited to this, and various gases are applicable. In the case of fossil fuels, vehicle 100 is driven by fuels such as gasoline, diesel, or liquefied petroleum gas, and can be equipped with an internal combustion engine that drives the actuation unit 116 by the combustion of fuel. This engine can be included in an energy generation unit 110 for providing driving rotational force to the wheels of the wheel drive unit 118. As another example, vehicle 100 can selectively utilize energy from a fossil fuel-based internal combustion engine and a battery to drive the actuation unit 116, and can be a hybrid vehicle.

[0050] Vehicle 100 can refer to a mobile device. Vehicle 100 is a ground vehicle that travels on the ground and can be a typical passenger car, commercial vehicle, purpose-built vehicle (PBV), etc. Vehicle 100 can be a four-wheeled vehicle such as a passenger car, SUV, or minivan, or a vehicle with more than four wheels such as a bus, large truck, container truck, heavy equipment vehicle, etc. Here, ground vehicle can refer to any vehicle including vehicles that move underground and vehicles that move on land. In a broader sense, such as a means of transportation, vehicle 100 can be a robot, and said robot can move using wheels, tracks, or other mobility modules. This application primarily describes ground mobile devices such as ground vehicles, but unless contradicted by this application, this embodiment can also be applied to airborne mobile devices such as AAMs, aircraft, etc., and waterborne mobile devices such as ships, submarines, etc.

[0051] Vehicle 100 can be controlled and driven via autonomous driving, which can be implemented as semi-autonomous or fully autonomous driving. Fully autonomous driving can be configured so that even under uncertain driving conditions, the processor 130 of vehicle 100 can control autonomous movement without user intervention. Semi-autonomous driving can be configured so that driver intervention is required based on specific driving conditions. Semi-autonomous driving can be implemented such that, when the aforementioned conditions occur, the processor 130 deactivates autonomous driving, transferring control to the user, thereby allowing the user to drive manually. According to the levels of autonomous driving defined by the Society of Automotive Engineers (SAE), semi-autonomous driving can correspond to levels 1 to 4, and fully autonomous driving can correspond to level 5.

[0052] Simultaneously, vehicle 100 can communicate with other devices 200 and 300 or another vehicle 400. These other devices may include, for example, a server 200, an Intelligent Transportation System (ITS) device 300, various types of user devices, etc. The server 200 supports various controls, status management, and drives of vehicle 100, and the ITS device 300 is used to receive information from the ITS. The server 200 may, for example, be an external device operated by the vehicle manufacturer or configured to serve autonomous driving, and can receive network data from vehicle 100 or send data required for autonomous driving. In response to requests and data sent from vehicle 100 and user devices, the server 200 can send various information and software modules to vehicle 100 for controlling vehicle 100, thereby supporting autonomous driving and various services of vehicle 100.

[0053] The ITS device 300 may be, for example, a roadside unit (RSU), and can exchange vehicle identification data, driving control and status data, environmental data around the vehicle, map data, etc., with the vehicle-to-infrastructure (V2I) of vehicle 100, thereby assisting the user in driving their own vehicle or supporting the autonomous driving of vehicle 100. Vehicle 100 can exchange the above-listed data with other vehicles 400 through vehicle-to-vehicle (V2V) communication, supporting manual or autonomous driving.

[0054] Vehicle 100 can communicate with other vehicles or other devices based on cellular communication, in-vehicle environment wireless access (WAVE) communication, dedicated short-range communication (DSRC), short-range communication or other communication methods.

[0055] For example, vehicle 100 can use cellular communication networks such as LTE or 5G, Wi-Fi communication networks, WAVE communication networks, etc., to communicate with server 200, ITS device 300, and other vehicles 400. As another example, DSRC and similar technologies used in vehicle 100 can be used for communication between vehicles. The communication methods between vehicle 100, server 200, ITS device 300, other vehicles 400, and user equipment are not limited to the embodiments described above.

[0056] Figure 2 This is a schematic diagram showing the constituent modules of a vehicle according to one embodiment of this application.

[0057] The vehicle 100 may include a first sensor unit 102 and a second sensor unit 103, an operation unit 106, a display 108, a load device 114, and a transmitting / receiving unit 112.

[0058] The first sensor unit 102 may be equipped with various types of detectors to detect various states and situations occurring in the external environment, internal systems, user operations, and passenger space of the vehicle 100.

[0059] Specifically, the first sensor unit 102 may be equipped with an outward-facing camera 104a, a lidar sensor 104b, a radar sensor 104c, etc., to identify dynamic and static objects existing outside the vehicle 100. The camera 104a can identify external objects as images during vehicle 100 use, generate image data, and send the image data to the processor 130. The lidar sensor 104b can generate point cloud data as identification data for external objects and send the point cloud data to the processor 130 to generate 3D spatial information that at least allows identification of the shape of the external object. To determine the presence of external objects and their relative distance, speed, direction, etc., the radar sensor 104c can emit radio waves of a specific frequency around the vehicle 100 and generate radar data from the radio waves reflected by the external objects. In this application, the sensor unit is shown with a lidar sensor 104b, but in other examples, the lidar sensor 104b may not be installed.

[0060] The first sensor unit 102 can generate object recognition information based on sensing data. The object recognition information may include information about the existence of the object, information about the object's position, information about the distance between the vehicle 100 and the object, and information about the relative speed between the vehicle 100 and the object. In this embodiment, the external object can be any object related to the operation of the vehicle 100.

[0061] The second sensor unit 103 may be equipped with a positioning sensor 104d, a wheel sensor 104e, an attitude sensor 104f, etc., to determine its own position, speed, driving attitude, etc. The attitude sensor 104f may include a gyroscope sensor, an angular velocity sensor, an acceleration sensor, etc. The attitude sensor may be an inertial measurement unit (IMU) sensor, and may be equipped with a three-axis accelerometer and a three-axis gyroscope. The attitude sensor can measure the acceleration of the vehicle 100 in the driving direction (x), the lateral direction (y), the height direction (z), and the yaw, pitch, and roll as the angular velocity of the vehicle.

[0062] The second sensor unit 103 can generate vehicle driving information based on the sensing data. The vehicle driving information can be generated based on data detected by various sensors installed within the vehicle. For example, vehicle driving information may include vehicle attitude information, vehicle speed information, vehicle tilt information, vehicle weight information, vehicle direction information, vehicle battery information, vehicle fuel information, vehicle tire pressure information, vehicle steering information, vehicle interior temperature information, vehicle interior humidity information, pedal position information, vehicle engine temperature information, etc.

[0063] In addition, vehicle driving information may include route information. Route information may refer to information generated based on the destination input by the vehicle user through operation unit 106. When a destination has been set, route information may refer to information on a map indicating the driving route from the current vehicle location to the destination. When no destination has been set, route information may refer to information including the road the vehicle is currently traveling on and the subsequent driving route that includes that road.

[0064] The operating unit 106 can be configured as a module controlled by the user for driving. For example, the operating unit 106 can be a steering wheel for manual driving, an automatic or manual transmission, an accelerator pedal, a brake pedal, etc. The operating unit 106 can be further provided with an interface for enabling or disabling the autonomous driving mode and selecting detailed functions requested by the user, so that the user can use the autonomous driving function. In order to receive various requests related to autonomous driving, the operating unit 106 can be configured, for example, as a hardware interface located at a predetermined location within the vehicle 100, or a software interface that can be touched on the display 108. Depending on the specifications of the autonomous vehicle, at least one of the steering wheel, transmission, and pedals can be omitted. As another example, in addition to driving control, the operating unit 106 can also be provided with a module for receiving user control requests for the load device 114.

[0065] The display 108 can be used as a user interface. The display 108 can output and display, via the processor 130, the vehicle 100's operating status, control status, route / traffic information, remaining energy information, driver requests, etc. Furthermore, the display 108 can be configured to detect driver input and send driver requests to the processor 130's touchscreen.

[0066] The load device 114 is mounted on the vehicle 100 and can be a non-drive type electrical device other than a drive power system such as the wheel drive unit 118. The load device 114 is an auxiliary device that receives electricity from the energy generation unit 110 and can be, for example, an air conditioning system, a lighting system, a seating system, or various devices installed in the vehicle 100. In this application, a cooling / heating system may be further included to cool or heat at least one of the battery, fuel cell, internal combustion engine, air conditioning system, and specific components of the vehicle 100.

[0067] The transmitting / receiving unit 112 can support communication with the server 200, the ITS device 300, and surrounding vehicles 400. The transmitting / receiving unit 112 may include modules for processing, for example, cellular communication, WAVE, DSRC communication, etc. In this application, the transmitting / receiving unit 112 can transmit data generated or stored during driving to the server 200 and receive data and software modules transmitted from the server 200. The transmitting / receiving unit 112 can support communication with electronic devices carried by occupants within the vehicle 100. In this application, the vehicle 100 can use the transmitting / receiving unit 112 to transmit data used in the method according to this application to the outside and receive said data from the outside.

[0068] For example, the transmitting / receiving unit 112 can receive traffic signal information from the traffic signal controller and provide the traffic signal information to the processor 130. In addition, the transmitting / receiving unit 112 can receive control signals from the traffic signal controller and provide the control signals to the processor 130.

[0069] In addition, the vehicle 100 may include an energy generation unit 110 and an actuation unit 116.

[0070] Energy generation unit 110 can generate and provide power and electricity for driving the power system and non-driving power systems (e.g., actuation unit 116). Non-driving power systems may be, for example, sensor unit 102, operation unit 106, display 108, load device 114, and transmit / receive unit 112, but are not limited thereto, and may include various components (excluding those directly involved in driving operations) to realize sensing, interface, communication, and convenience functions. When vehicle 100 is driven by electric energy, energy generation unit 110 can be configured as a battery charged from an external source, or as a combination of a battery and a fuel cell that charges the battery. In the case of a battery and fuel cell combination, energy generation unit 110 may include a tank for storing materials (e.g., liquefied hydrogen) required for fuel cell power generation. When vehicle 100 is driven by fossil fuels, energy generation unit 110 can be configured as an internal combustion engine. Furthermore, when vehicle 100 is a hybrid type, energy generation unit 110 can be configured as a combination of an internal combustion engine and a battery.

[0071] The actuation unit 116 may be equipped with at least one module for implementing driving operations, and, based on user requests from the operation unit 106, execute at least one driving operation, such as longitudinal control (acceleration and deceleration) and lateral control (steering). To execute driving operations via manual operation by the user or autonomous driving according to instructions from the processor 130, the actuation unit 116 may be equipped with a wheel drive unit 118, and mechanical components and electronic modules within the wheel drive unit 118 for implementing driving operations. When the vehicle 100 operates on electric power, the actuation unit 116 may include components for sending requested driving operations to the wheel drive unit 118. When the vehicle 100 operates on fossil fuel power, the actuation unit 116 may be equipped with a gearbox and gear module for transmitting power from the internal combustion engine.

[0072] The wheel drive unit 118 may include multiple wheels, a drive force generating module for generating and applying drive force to the wheels or transmitting drive force, a braking module for decelerating the drive of the wheels, and a steering module for performing lateral control of the wheels. When the vehicle 100 is driven by electric power, the drive force generating module may be configured as a motor assembly that generates drive force based on electricity output from a battery. The braking module of the electric vehicle 100 may further have regenerative braking functionality.

[0073] The navigation unit 122 can provide navigation information. The navigation information may include at least one of the following: map information, set destination information, route information based on the set destination, information on various objects along the route, lane information, and current vehicle position information.

[0074] The navigation unit 122 can receive information from external devices via the transmit / receive unit 112 and update previously stored information. According to the implementation, the navigation unit 122 can be classified as a sub-component of the operation unit 106.

[0075] The vehicle control device 10 according to the implementation scheme may include a memory 120 and a processor 130.

[0076] The memory 120 can store applications and various types of data used to control the vehicle 100, and can load applications or read and record data according to the request of the processor 130.

[0077] Processor 130 can perform overall control of vehicle 100. Processor 130 can be configured to execute applications and instructions stored in memory 120.

[0078] The processor 130 according to the implementation scheme may include a first processing unit 131, a second processing unit 132, a third processing unit 133, a fourth processing unit 134, and a fifth processing unit 135.

[0079] Figure 3 This is a schematic diagram used to illustrate the operation of a vehicle control device according to an implementation scheme. Figure 4 This is a schematic diagram illustrating the process of generating lane change routes according to the implementation plan. (See also...) Figure 3 and Figure 4 The first processing unit 131 can specify a starting point P1 at any point on the driving lane and an ending point P2 at any point on the target lane. In the implementation scheme, the starting point P1 can refer to the point on the lane change route where the vehicle that needs to change lanes begins to change lanes, and the ending point P2 can refer to the point where the lane change ends.

[0080] In the implementation plan, each point can be defined by two-dimensional coordinates.

[0081] In the implementation plan, a driving lane can refer to the set of points formed by extending a virtual centerline along the lane the vehicle is currently traveling in. Furthermore, a target lane can refer to the set of points formed by extending a virtual centerline along the lane the vehicle intends to change to.

[0082] The first processing unit 131 can determine whether a lane change is necessary based on the vehicle's route information. The first processing unit 131 can use road information to determine whether the road allows lane changes, and can use external object information detected by the sensor unit to determine whether a lane change can be performed without causing a collision with an external object or a dangerous situation.

[0083] When it is determined that a lane change is needed and is possible, the first processing unit 131 can specify a starting point P1 at any point on the route of the lane in which the vehicle is currently traveling, in order to establish a lane change route. The starting point P1 can be determined as the current position of the vehicle, or any point on the lane in which the vehicle is traveling at a future time relative to the current position of the vehicle.

[0084] Furthermore, the first processing unit 131 can specify the endpoint P2 at any point on the target lane. The first processing unit 131 can determine the target lane as the lane change target using route information about the vehicle, and specify the endpoint P2 using the vehicle's speed and road curvature information. For example, the first processing unit 131 can be configured such that the distance between the starting point P1 and the endpoint P2 increases as the vehicle's speed increases. Furthermore, the first processing unit 131 can be configured such that the distance between the starting point P1 and the endpoint P2 increases as the road curvature increases.

[0085] In this situation, the first processing unit 131 can use navigation information to designate the destination P2 at a point where lane changing can be completed, provided that the speed limit for the corresponding lane is met. In other words, the first processing unit 131 can designate the destination P2 to ensure that lane changing can be completed within the speed limit stipulated by regulations during the entire movement from the starting point P1 to the destination P2.

[0086] The second processing unit 132 can specify an intermediate point P3 at the center point between the starting point P1 and the ending point P2. The second processing unit 132 can generate a virtual curve connecting the starting point P1 and the ending point P2, and specify the intermediate point P3, so that the midpoint of the virtual curve becomes the lane line between the driving lane and the target lane.

[0087] The second processing unit 132 can generate multiple virtual curves connecting the starting point P1 and the ending point P2. These virtual curves are formed based on the assumption that the vehicle moves at a constant speed in the longitudinal direction and accelerates uniformly in the lateral direction when changing lanes, and can have a shape defined by a quadratic function. The second processing unit 132 can calculate the arc length of the generated virtual curves to derive the midpoint. When the calculated midpoint lies on the lane line between the driving lane and the target lane, the second processing unit 132 can designate the corresponding midpoint as the intermediate point P3.

[0088] The midpoint P3 serves as the intermediate starting point for lane changes on curved roads. Without the midpoint P3, it may be impossible or difficult to change lanes on curved roads.

[0089] The third processing unit 133 can designate a first sub-point Sub1 on the first virtual tangent VL1 of the driving lane generated from the starting point P1. In an embodiment, the first sub-point Sub1 can be located between the starting point P1 and the intermediate point P3. The first sub-point Sub1 can be used to limit excessive steering angles at the lane change starting point P1.

[0090] The first virtual tangent line VL1 can refer to a virtual straight line extending from the starting point P1 in a direction tangent to the driving lane. A first sub-point Sub1 can be specified at a specific point on the first virtual tangent line VL1.

[0091] The third processing unit 133 can use the vehicle speed, the lane curvature, and the distance between the starting point P1 and the ending point P2 to specify a first sub-point Sub1 on the first virtual tangent line VL1.

[0092] For example, as the vehicle's speed increases, the third processing unit 133 can designate a first sub-point Sub1 at a point further away from the starting point P1 on the first virtual tangent VL1. In this way, it can prevent faster vehicles from changing direction from the starting point P1 to the intermediate point P3 by making sharp turns.

[0093] For example, as the distance between the vehicle's starting point P1 and ending point P2 decreases, the third processing unit 133 can designate a first sub-point Sub1 at a point on the first virtual tangent line VL1 that is closer to the starting point P1. In this implementation, the ending point P2 can be designated based on the vehicle's speed. Therefore, the higher the vehicle's speed, the farther the distance between the starting point P1 and the ending point P2 can be set. As the distance between the starting point P1 and the ending point P2 becomes farther, the third processing unit 133 can designate the first sub-point Sub1 at a point on the first virtual tangent line VL1 that is farther from the starting point P1. In this way, a change in direction from the intermediate point P3 to the ending point P2 due to a sharp turn can be prevented.

[0094] Furthermore, the third processing unit 133 can designate the first sub-point Sub1 based on the difference in curvature between the driving lane and the target lane. When a vehicle intends to change from the inner lane to the outer lane, the lane change occurs from a lane with relatively greater curvature to a lane with relatively less curvature. In this case, the third processing unit 133 can designate the position of the first sub-point Sub1 such that the greater the difference in curvature between the two lanes, the farther the first sub-point Sub1 is from the starting point P1. In this way, the centrifugal force applied to the driver of the vehicle can be reduced.

[0095] Alternatively, when a vehicle intends to change lanes from the outer lane to the inner lane, the lane change occurs from a lane with relatively less curvature to a lane with relatively greater curvature. In this case, the third processing unit 133 can specify the position of the first sub-point Sub1 such that the greater the difference in curvature between the two lanes, the closer the first sub-point Sub1 is to the starting point P1. In this way, the centrifugal force applied to the driver of the vehicle can be reduced.

[0096] Furthermore, the third processing unit 133 can first determine the foot of the perpendicular line from the intermediate point P3 to the first virtual tangent VL1, and designate the foot of the perpendicular line as the first sub-point limit point Subl1. The first sub-point limit point Subl1 defines the limit range that can be designated as the first sub-point Sub1, and the first sub-point Sub1 can be determined between the starting point P1 and the first sub-point limit point Subl1.

[0097] The third processing unit 133 can set a gain value Gain using the vehicle's speed, the lane curvature, and the distance between the starting point P1 and the ending point P2. This gain value Gain can have a value less than 1. The third processing unit 133 can determine the position of the first sub-point Sub1 by multiplying the distance L1 between the starting point P1 and the first sub-point limit point Subl1 by the gain value Gain.

[0098] The third processing unit 133 can adjust the position of the first sub-point Sub1 so that the distance between the first sub-point limit point Subl1 and the first sub-point Sub1 decreases as the vehicle speed increases. The third processing unit 133 can also adjust the gain value Gain proportionally to the vehicle speed. That is, as the vehicle speed increases, the third processing unit 133 can adjust the gain value Gain to be larger, and as the vehicle speed decreases, the third processing unit 133 can adjust the gain value Gain to be smaller. In this way, as the vehicle speed increases, the first sub-point Sub1 can be designated as a position closer to the first sub-point limit point Subl1 and farther from the starting point P1.

[0099] Furthermore, the third processing unit 133 can adjust the position of the first sub-point Sub1 so that as the distance between the starting point P1 and the ending point P2 decreases, the distance between the first sub-point limit point Subl1 and the first sub-point Sub1 increases. The third processing unit 133 can adjust the gain value Gain proportionally to the distance between the starting point P1 and the ending point P2. That is, as the distance between the starting point P1 and the ending point P2 increases, the third processing unit 133 can adjust the gain value Gain to be larger, and as the distance between the starting point P1 and the ending point P2 decreases, the third processing unit 133 can adjust the gain value Gain to be smaller. In this way, as the distance between the starting point P1 and the ending point P2 increases, the first sub-point Sub1 can be designated as a position closer to the first sub-point limit point Subl1 and farther from the starting point P1.

[0100] When the first curvature of the driving lane is greater than the second curvature of the target lane, the third processing unit 133 can adjust the position of the first sub-point Sub1, so that the distance between the first sub-point limit point Subl1 and the first sub-point Sub1 decreases proportionally to the difference between the first and second curvatures. That is, when changing from a lane with relatively large curvature to a lane with relatively small curvature, as the curvature difference increases, the third processing unit 133 can adjust the gain value to be larger, and as the curvature difference decreases, the third processing unit 133 can adjust the gain value to be smaller. In this way, when the vehicle changes from the inner lane to the outer lane, as the curvature difference becomes larger, it can move closer to the first sub-point limit point Subl1 and further from the starting point. P 1. Specify the first sub-point Sub1 at a more distant location.

[0101] When the first curvature of the driving lane is less than the second curvature of the target lane, the third processing unit 133 can adjust the position of the first sub-point Sub1 so that the distance between the first sub-point limit point Subl1 and the first sub-point Sub1 increases proportionally to the difference between the first and second curvatures. That is, when changing from a lane with relatively smaller curvature to a lane with relatively larger curvature, as the difference in curvature increases, the third processing unit 133 can adjust the gain value to be smaller, and as the difference in curvature decreases, the third processing unit 133 can adjust the gain value to be larger. In this way, when the vehicle changes from the outer lane to the inner lane, as the difference in curvature increases, the first sub-point Sub1 can be designated at a position closer to the starting point P1 and farther from the first sub-point limit point Subl1.

[0102] Figures 5A to 6B This is a schematic diagram used to describe the operation of the third processing unit according to the implementation scheme.

[0103] Simultaneously refer to Figure 5AWhen the same gain value (Gain) is used to specify the position of the first sub-point Sub1, it can be confirmed that a sudden change in direction will occur when the gain value calculated on the left route, where the speed is relatively high and the distance between the starting point P1 and the ending point P2 is relatively long, is applied to the right route to specify the first sub-point Sub1. This sudden change in direction not only reduces passenger comfort but may also increase anxiety.

[0104] Simultaneously refer to Figure 5B When the vehicle speed is relatively low and the distance between the starting point P1 and the ending point P2 is relatively short, the third processing unit 133 can prevent sudden steering changes by adjusting the gain value Gain to a smaller value.

[0105] Simultaneously refer to Figure 6A When changing from the inner lane with a relatively large curvature to the outer lane with a relatively small curvature, the third processing unit 133 can prevent sudden steering changes by adjusting the gain value Gain proportionally to the difference in curvature.

[0106] Simultaneously refer to Figure 6B When changing from the outer lane with relatively small curvature to the inner lane with relatively large curvature, the third processing unit 133 can prevent sudden steering changes by adjusting the gain value inversely proportional to the difference in curvature.

[0107] The fourth processing unit 134 can designate a second sub-point Sub2 at the point where the virtual straight line connecting the first sub-point Sub1 and the intermediate point P3 intersects the second virtual tangent VL2 on the target lane generated from the endpoint P2. In an embodiment, the second sub-point Sub2 can be located between the intermediate point P3 and the endpoint P2. When moving from the intermediate point P3 to the endpoint P2, the second sub-point Sub2 can perform a function to limit excessive steering angle.

[0108] The second virtual tangent VL2 can refer to a virtual straight line extending from the endpoint P2 in a direction close to the target lane. The fourth processing unit 134 can extend the virtual straight line connecting the first sub-point Sub1 and the intermediate point P3 in a direction toward the endpoint P2. The fourth processing unit 134 can designate the point where the extended virtual straight line intersects with the second virtual tangent VL2 as the second sub-point Sub2.

[0109] The fourth processing unit 134 can calculate the ratio of the distance L2 between the intermediate point P3 and the second virtual tangent VL2 to the distance L3 between the endpoint P2 and the second sub-point Sub2. When this ratio exceeds a preset range, the fourth processing unit 134 can adjust the position of the second sub-point Sub2 to within the preset range. The fourth processing unit 134 can take the foot of the perpendicular line from the intermediate point P3 to the second virtual tangent VL2, Subl2, and calculate the distance between the foot of the perpendicular line Subl2 and the intermediate point P3 as the first distance L2. The fourth processing unit 134 can calculate the distance between the endpoint P2 and the second sub-point Sub2 as the second distance L3.

[0110] When the ratio of the first distance L2 to the second distance L3 is within a preset ratio range, the fourth processing unit 134 does not adjust the position of the second sub-point Sub2. However, when the ratio of the first distance L2 to the second distance L3 exceeds the preset ratio range, the fourth processing unit 134 adjusts the position of the second sub-point Sub2 so that the ratio of the first distance L2 to the second distance L3 is within the preset ratio range. For example, when the ratio is greater than the preset ratio range, the fourth processing unit 134 adjusts the position of the second sub-point Sub2 so that the ratio converges to the maximum value of the range. Alternatively, when the ratio of the first distance L2 to the second distance L3 is less than the preset ratio range, the fourth processing unit 134 adjusts the position of the second sub-point Sub2 so that the ratio converges to the minimum value of the preset ratio range. In this way, sudden changes in steering angle can be prevented when the vehicle moves from the intermediate point P3 to the endpoint P2.

[0111] The fifth processing unit 135 can generate a lane change route connecting the starting point P1, the first sub-point Sub1, the intermediate point P3, the second sub-point Sub2, and the ending point P2. The fifth processing unit 135 can also generate a vehicle travel route, causing the vehicle to sequentially pass through the starting point P1, the first sub-point Sub1, the intermediate point P3, and the second sub-point Sub2 to reach the ending point P2. Furthermore, the vehicle can calculate its steering angle, speed, and other parameters to match the generated travel route.

[0112] Figure 7 This is a flowchart of a method for controlling vehicles according to the implementation plan. (Refer to...) Figure 7 The processor designates a starting point at any point on the driving lane. The processor designates a starting point at any point on the route of the lane in which the vehicle is currently traveling. This starting point is determined as the vehicle's current position, or, relative to the vehicle's current position, any point on the driving lane at a future point in time (S701).

[0113] Next, the processor designates the destination at any point on the target lane. The processor uses the route information about the vehicle to determine the target lane for lane changing, and uses the vehicle's speed, road speed limit information, and road curvature information to designate the destination (S702).

[0114] Next, the processor specifies an intermediate point at the center point between the start and end points. The processor generates a virtual curve connecting the start and end points and specifies the intermediate point such that the midpoint of the virtual curve becomes the lane line between the driving lane and the target lane (S703).

[0115] Next, the processor designates the first sub-point on the first virtual tangent line on the driving lane generated from the starting point (S704).

[0116] Next, the processor adjusts the position of the first sub-point using the vehicle's speed, the lane curvature, and the distance between the start and end points (S705).

[0117] Next, the processor designates the second sub-point at the point where the virtual straight line connecting the first sub-point and the intermediate point intersects with the second virtual tangent on the target lane generated from the endpoint (S706).

[0118] Next, the processor calculates the ratio of the distance between the midpoint and the second virtual tangent to the distance between the endpoint and the second sub-point (S707).

[0119] Next, the processor compares the calculated ratio with a preset ratio range (S708).

[0120] When the calculated ratio exceeds the preset ratio range, the processor adjusts the position of the second sub-point to the preset ratio range (S709).

[0121] Next, the processor generates a lane change route that connects the starting point, the first sub-point, the intermediate point, the second sub-point, and the end point (S710).

[0122] Figure 8 This is a flowchart of a method for controlling vehicles according to an implementation plan. Figure 8 Specifically shown Figure 7 The process of adjusting the first sub-point (S705) involves the processor first determining the foot of the perpendicular line from the midpoint to the first virtual tangent and designating that foot as the first sub-point limit point (S801).

[0123] Next, the processor calculates a first gain value that increases proportionally to the vehicle's speed (S802). Furthermore, the processor calculates a second gain value that is larger than the distance between the starting and ending points (S803).

[0124] In addition, the processor compares the curvature of the driving lane with the curvature of the target lane (S804).

[0125] When the first curvature of the driving lane is greater than the second curvature of the target lane, the processor calculates a third gain value that is proportional to the difference between the first and second curvatures and has a larger value (S805).

[0126] Alternatively, when the first curvature of the driving lane is less than the second curvature of the target lane, the processor calculates a fourth gain value that is proportional to the difference between the first and second curvatures and has a smaller value (S806).

[0127] Next, the processor adjusts the position of the first sub-point on the first virtual tangent using the value obtained by multiplying the distance from the starting point to the first sub-point limit point by the first gain value, the second gain value, and the third gain value (or the fourth gain value) (S807).

[0128] As used in this embodiment, the term "~unit" refers to a software component or hardware component (such as a field-programmable gate array (FPGA) or application-specific integrated circuit (ASIC)) that performs a specific function. However, "~unit" is not limited to software or hardware. A "~unit" may be configured in addressable storage media or may be configured to reproduce one or more processors. Thus, for example, a "~unit" includes components such as software components, object-oriented software components, class components, and task components, and includes processes, functions, attributes, programs, subroutines, program code segments, drivers, firmware, microcode, circuits, data, databases, data structures, tables, arrays, and variables. The functionality provided in components and "~units" may be combined into a smaller number of components and "~units," or may be further divided into additional components and "~units." Furthermore, components and "~units" may be implemented to reproduce one or more CPUs in a device or secure multimedia card.

[0129] By utilizing the vehicle control device and control method according to the implementation plan, the ride comfort and stability of vehicle occupants can be improved when changing lanes.

[0130] In addition, it can alleviate the anxiety of vehicle occupants caused by changes in steering angle when changing lanes on curved roads.

[0131] Although preferred embodiments of the invention have been described above, those skilled in the art will understand that various changes and modifications can be made without departing from the spirit and scope of the invention as defined by the claims.

Claims

1. A vehicle control device, comprising: Sensor unit; monitor; One or more processors; as well as Memory that stores one or more programs executed by one or more processors; The sensor unit generates vehicle driving information, including the vehicle's path information, based on external input data and the vehicle's own sensor data. The processor is configured as follows: Based on the vehicle's driving information and the map information stored in the memory, the starting point is specified at any point on the vehicle's driving lane, and the ending point is specified at any point on the target lane that serves as the lane change target. Specify the intermediate point at the center point between the start and end points; Specify the first sub-point on the driving lane generated from the starting point; Specify the second child point on the virtual line connecting the first child point and the midpoint; Generate a lane change route that connects the start point, first sub-point, intermediate point, second sub-point, and end point; The lane change route is displayed on the monitor.

2. The vehicle control device according to claim 1, wherein, The processor generates a virtual curve connecting the start and end points and specifies an intermediate point such that the midpoint of the virtual curve corresponds to the lane line between the driving lane and the target lane.

3. The vehicle control device according to claim 1, wherein, The processor designates a first sub-point on a first virtual tangent line on the driving lane generated from the starting point, based on the vehicle's speed, lane curvature, and the distance between the starting and ending points.

4. The vehicle control device according to claim 3, wherein, The processor designates the foot of the perpendicular from the midpoint to the first virtual tangent as the first sub-point limit point, and designates the first sub-point between the starting point and the first sub-point limit point.

5. The vehicle control device according to claim 4, wherein, The processor adjusts the position of the first sub-point so that as the vehicle speed increases, the distance between the first sub-point limit point and the first sub-point decreases.

6. The vehicle control device according to claim 4, wherein, The processor adjusts the position of the first sub-point so that as the distance between the starting point and the ending point decreases, the distance between the extreme point of the first sub-point and the first sub-point increases.

7. The vehicle control device according to claim 4, wherein, The processor is configured as follows: When the first curvature of the driving lane is greater than the second curvature of the target lane, the position of the first sub-point is adjusted so that the distance between the first sub-point limit point and the first sub-point decreases proportionally to the difference between the first curvature and the second curvature. When the first curvature of the driving lane is less than the second curvature of the target lane, the position of the first sub-point is adjusted so that the distance between the first sub-point limit point and the first sub-point increases proportionally to the difference between the first curvature and the second curvature.

8. The vehicle control device according to claim 1, wherein, The processor designates the second sub-point at the point where the virtual straight line connecting the first sub-point and the midpoint intersects with the second virtual tangent on the target lane generated from the endpoint.

9. The vehicle control device according to claim 8, wherein, The processor is configured as follows: Calculate the ratio between the distance from the midpoint to the second virtual tangent and the distance from the endpoint to the second sub-point; When the ratio exceeds the preset ratio range, the position of the second sub-point is adjusted to fall within the preset ratio range.

10. The vehicle control device according to claim 9, wherein, The processor specifies the endpoint to comply with the speed limits of the driving lane and the target lane.

11. A method for controlling a vehicle executed by a computing device, the computing device comprising a sensor unit, a display, one or more processors, and a memory storing one or more programs executed by the one or more processors, the method comprising: The sensor unit generates vehicle driving information, including the vehicle's path information, based on external input data and the vehicle's own sensing data. The processor, based on the vehicle's driving information and the map information stored in the memory, specifies the starting point at any point on the driving lane and the ending point at any point on the target lane. The intermediate point is specified by the processor at the center point between the start and end points; The processor designates the first sub-point on the driving lane generated from the starting point; The processor designates the second sub-point on the virtual straight line connecting the first sub-point and the intermediate point. The processor generates a lane change route that connects the start point, first sub-point, intermediate point, second sub-point, and end point. The processor displays the lane change route via a monitor.

12. The method according to claim 11, wherein, When a midpoint is specified, a virtual curve is generated that connects the start and end points, and the midpoint is specified such that the midpoint of the virtual curve corresponds to the lane line between the driving lane and the target lane.

13. The method according to claim 11, wherein, When specifying the first sub-point, the first sub-point is specified on the first virtual tangent line on the driving lane generated from the starting point, based on the vehicle's speed, lane curvature, and the distance between the starting point and the ending point.

14. The method according to claim 13, wherein, The first sub-point is specified as including: The foot of the perpendicular line from the midpoint to the first virtual tangent is designated as the first sub-point limit point. Specify the first sub-point between the starting point and the first sub-point limit point.

15. The method according to claim 14, wherein, Designating the first sub-point further includes: adjusting the position of the first sub-point so that as the vehicle speed increases, the distance between the first sub-point limit point and the first sub-point decreases.

16. The method of claim 14, wherein, Specifying the first sub-point further includes: adjusting the position of the first sub-point so that as the distance between the starting point and the ending point decreases, the distance between the first sub-point limit point and the first sub-point increases.

17. The method of claim 14, wherein, Designating the first sub-point further includes: When the first curvature of the driving lane is greater than the second curvature of the target lane, the position of the first sub-point is adjusted so that the distance between the first sub-point limit point and the first sub-point decreases proportionally to the difference between the first curvature and the second curvature. When the first curvature of the driving lane is less than the second curvature of the target lane, the position of the first sub-point is adjusted so that the distance between the first sub-point limit point and the first sub-point increases proportionally to the difference between the first curvature and the second curvature.

18. The method according to claim 11, wherein, Specifying a second sub-point includes: specifying the point where the virtual straight line connecting the first sub-point and the intermediate point intersects with the second virtual tangent line on the target lane generated from the endpoint.

19. The method according to claim 18, wherein, Specifying the second sub-point further includes: calculating the ratio between the distance from the midpoint to the second virtual tangent and the distance from the endpoint to the second sub-point.

20. The method according to claim 19, wherein, Designating a second sub-point further includes: when the ratio exceeds a preset ratio range, adjusting the position of the second sub-point to fall within the preset ratio range.

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