Vehicle and vehicle control method

Abstract

The present application relates to a vehicle and a vehicle control method. A control device according to an example of the present application includes a memory and a processor electrically or adaptively connected to the memory, wherein the processor can be configured to determine an entering distance to a system boundary and a vehicle speed based on determining that the vehicle is approaching the system boundary during driving control of an autonomous driving system, and determine whether to output a notification based on the entering distance and the vehicle speed.

Description

[0001] Cross-references to related applications This application claims the benefit of priority to Korean Patent Application No. 10-2025-0052960, filed on April 23, 2025, the disclosure of which is incorporated herein by reference in its entirety. Technical Field

[0002] Various examples of the present invention relate to techniques for operating autonomous driving more efficiently. Background Technology

[0003] Autonomous driving systems are designed to operate only under specific conditions. Manufacturers can define the limitations and conditions of such systems and specify these limitations and conditions as system boundaries.

[0004] However, a potential problem with autonomous driving systems is that they output notifications regardless of vehicle speed when approaching system boundaries. This can lead to situations where, at higher speeds, the driver doesn't have enough time to react, while at lower speeds, the system unnecessarily displays notifications prematurely. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to address the above-mentioned problems and aims to provide dynamic notifications to the driver by taking into account vehicle speed and approach distance to the system boundary.

[0006] The problems to be solved by the present invention are not limited to those described above. Other problems not mentioned will be clearly understood by those skilled in the art through the following description.

[0007] According to the present invention, a vehicle device may include: a sensor, a processor, and a memory, the memory storing at least one instruction, which, when executed by the processor communicating with the memory, is configured to cause the device to: detect whether the vehicle is approaching a system boundary where autonomous driving is restricted, based on sensor data obtained from the sensor during autonomous driving of the vehicle; determine an approach distance to the system boundary and a vehicle speed based on the detection that the vehicle is approaching the system boundary where autonomous driving is restricted; generate a signal indicating whether to output a notification to the driver of the vehicle based on the determined approach distance and the determined vehicle speed; and adjust the autonomous driving of the vehicle based on the signal.

[0008] When executed by a processor communicating with the memory, the at least one instruction can be configured to cause the device to: determine the driver's expected response distance based on a determined vehicle speed and the driver's expected response time; and determine whether to output a notification based on a determined entry distance and the determined expected response distance.

[0009] When executed by a processor communicating with the memory, the at least one instruction can be configured to cause the device to: output a notification based on a remaining distance being less than or equal to a determined expected response travel distance, wherein the remaining distance is obtained by subtracting a predetermined safety distance from a determined entry distance.

[0010] When executed by a processor communicating with the memory, the at least one instruction can be configured to cause the device to: not output a notification based on the remaining distance exceeding a determined expected response travel distance, wherein the remaining distance is obtained by subtracting a predetermined safety distance from a determined entry distance.

[0011] When executed by a processor communicating with memory, the at least one instruction can be configured to cause the device to: determine whether to output a notification based on the identification of vehicle congestion on an autonomous driving route according to the vehicle's destination, by comparing the remaining distance with a determined expected response travel distance, wherein the remaining distance is obtained by subtracting the congestion distance and the safety distance from the determined entry distance.

[0012] When executed by a processor communicating with memory, the at least one instruction can be configured to cause the device to: after outputting a notification, progressively output one or more additional notifications having a first form different from the second form of the notification.

[0013] When executed by a processor communicating with memory, the at least one instruction may be configured to cause the device to: after outputting a notification, progressively output one or more additional notifications having a first strength different from the second strength of the notification.

[0014] When executed by a processor communicating with the memory, the at least one instruction can be configured to cause the device to terminate the vehicle's autonomous driving based on a predetermined response by the driver to a notification.

[0015] The predetermined response may include at least one of an input for disengaging the vehicle's automatic driving or a braking input for braking the vehicle.

[0016] When executed by a processor communicating with the memory, the at least one instruction can be configured to cause the device to: control the braking of the vehicle based on the absence of a response from the driver within a predetermined time period following the output notification.

[0017] When executed by a processor communicating with the memory, the at least one instruction can be configured to cause the device to control the braking of the vehicle by performing at least one of the following: slowing down the vehicle, stopping the vehicle within the lane, or stopping the vehicle after a lane change.

[0018] According to the present invention, a method can be performed by a device in a vehicle. The method may include: detecting whether the vehicle is approaching a system boundary where autonomous driving is restricted, based on sensor data obtained from sensors during autonomous driving of the vehicle; determining an approach distance to the system boundary and a vehicle speed based on the detected approach; generating a signal indicating whether to output a notification to the driver of the vehicle based on the determined approach distance and the determined vehicle speed; and adjusting the autonomous driving of the vehicle based on the signal.

[0019] According to the present invention, a vehicle may include sensors, a driving control circuit, and a processor circuit. The sensors are configured to detect information including the vehicle's position and speed. The driving control circuit is configured to control the vehicle's autonomous driving. The processor circuit is configured to enable the vehicle to determine, based on the detected information, an approach distance to a system boundary where autonomous driving is restricted, and a vehicle speed; to obtain a driver response time related to the vehicle's driver, wherein the driver response time corresponds to a predicted time interval between a takeover request and the driver taking over the vehicle's autonomous driving; to determine the driver response distance as the product of the vehicle speed and the driver response time; to output a takeover request to the driver based on an approach distance less than or equal to the driver response distance; and to activate a minimum risk strategy operation during the vehicle's autonomous driving period via the driving control circuit based on no driver response to the takeover request within a preset time threshold.

[0020] The processor circuitry can be configured to acquire driver response time by at least one of the following operations: retrieving pre-stored default values, referencing driver profile information, or estimating driver response time based on driver monitoring sensor data.

[0021] The processor circuit can be configured to activate a minimum risk strategy operation based on the absence of driver response by at least one of the following: decelerating the vehicle, stopping the vehicle within the lane, or stopping the vehicle after a lane change.

[0022] The processor circuit can be configured to output a takeover request in at least one of visual, auditory, or tactile forms.

[0023] The processor circuit can be configured to: after outputting a takeover request in a first form, output a takeover request in a second form based on the absence of a driver response, and after outputting a takeover request in the second form, output a takeover request in a third form based on the absence of a driver response.

[0024] The effects of the present invention are not limited to those described above, and those skilled in the art can clearly understand other unmentioned effects through the following description. Attached Figure Description

[0025] Figure 1 An example of a vehicle is shown.

[0026] Figure 2 An exemplary flowchart is shown for notification output related to system boundaries.

[0027] Figure 3 An exemplary flowchart is shown for notification output related to system boundaries.

[0028] Figure 4 An example of notification output related to system boundaries is shown.

[0029] Figure 5 An example of notification output related to system boundaries is shown.

[0030] Figure 6 An exemplary flowchart is shown for operations used to control notifications or driving after a notification is output.

[0031] Figure 7 An example computing system is shown. Detailed Implementation

[0032] Preferred examples of the invention will be described in detail below with reference to the accompanying drawings.

[0033] However, the technical concept of the present invention is not limited to the examples described, but can be implemented in various different forms, and within the scope of the technical concept of the present invention, one or more constituent elements of the examples can be selectively combined or replaced for use.

[0034] Furthermore, unless otherwise explicitly defined and described, the terms (including technical and scientific terms) used in the examples of this invention may be interpreted as having a meaning that would be generally understood by one of ordinary skill in the art to which this invention pertains, and common terms such as those defined in dictionaries may be interpreted taking into account the contextual meaning of the relevant field.

[0035] Furthermore, the terminology used in the examples of this invention is for descriptive purposes and is not intended to limit the invention.

[0036] As used in this specification, the terms "module" or "unit" refer to software and / or hardware components, and a "module" or "unit" performs a specific operation / function / action. However, "module" or "unit" should not be construed as limited to software or hardware. A "module" or "unit" may be configured in addressable storage media or implemented on one or more processors. Thus, by way of example, a "module" or "unit" may include at least one of the following: software components, processes, functions, attributes, programs, subroutines, program code segments, drivers, firmware, microcode, circuits, data, databases, data structures, graphs, arrays, or variables. The functionality provided in a component, "module," or "unit" may be combined into fewer components, "modules," or "units," or further divided into additional components, "modules," or "units."

[0037] In this invention, a "module" or "unit" can be implemented as a processor and a memory. "Processor" should be broadly interpreted to include general-purpose processors, central processing units (CPUs), microprocessors, digital signal processors (DSPs), microcontrollers, state machines, etc. In some contexts, "processor" can refer to application-specific integrated circuits (ASICs), programmable logic devices (PPLDs), or field-programmable gate arrays (FPGAs). For example, "processor" can refer to a combination of processing devices, such as a combination of a DSP and a microprocessor, a combination of multiple microprocessors, a combination of one or more microprocessors incorporating DSP cores, or any other such combination. Furthermore, "memory" should be broadly interpreted to include any electronic component capable of storing electronic information. "Memory" can refer to various types of processor-readable media, such as random access memory (RAM), read-only memory (ROM), non-volatile random access memory (NVRAM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), flash memory, magnetic or optical data storage devices, and registers. The memory can be in a state of electronic communication with the processor when the processor can read information from the memory and / or record information in the memory. The memory integrated into the processor is in electronic communication with the processor.

[0038] One or more functions described herein can be configured as a computer program stored in a computer-readable recording medium for execution on a computer. The medium can continuously store a computer-executable program or temporarily store a program for execution or download. Furthermore, the medium can be a variety of recording or storage devices in the form of a single hardware device or multiple combined hardware devices, and is not limited to media directly connected to some computer system, but can also be distributed across a network. Examples of such media include magnetic media configured to store program instructions, such as hard disks, floppy disks, or magnetic tapes; optical recording media such as CD-ROMs or DVDs; magneto-optical media such as optical discs; and ROM, RAM, or flash memory. Additional examples of such media include media or storage media managed by application stores that distribute applications, or by various other websites or servers that provide or distribute software.

[0039] In a hardware implementation, the processing unit for performing the technology may be implemented within one or more ASICs, DSPs, digital signal processing devices, programmable logic devices, field-programmable gate arrays, processors, controllers, microcontrollers, microprocessors, electronic devices, or computers or combinations thereof, designed to perform the functions described in this invention.

[0040] For the purposes of this application and claims, the exemplary phrase “at least one of the following: A, B, or C” or “at least one of A, B, or C” is used, which means “at least one A, or at least one B, or at least one C, or any combination of at least one A, at least one B, and at least one C.” Furthermore, exemplary phrases such as “A, B, or C,” “at least one of A, B, and C,” “at least one of A, B, or C,” etc., as used herein, can mean each of the listed items or all possible combinations of the listed items. For example, “at least one of A or 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.

[0041] According to the American Society of Automotive Engineers (SAE), the automation levels of autonomous vehicles can be classified as follows: Level 0 automation corresponds to "No Automation" in the SAE classification, where the automated system temporarily engages and / or only provides warnings (e.g., blind spot warning, lane departure warning, etc.) in emergency situations (e.g., automatic emergency braking), and expects the driver to operate the vehicle. Level 1 automation corresponds to "Driver Assistance" in the SAE classification, where the system performs some driving functions (e.g., steering, acceleration, braking, lane centering, adaptive cruise control, etc.) during normal driving operations, and expects the driver to determine the system's operating status and / or timing, perform other driving functions, and respond to (e.g., resolve) emergency situations. Level 2 automation corresponds to "Partial Automation" in the SAE classification, where the system performs steering, acceleration, and / or braking under driver supervision, and expects the driver to determine the system's operating status and / or timing, perform other driving functions, and respond to (e.g., resolve) emergency situations. At Level 3 of Automated Driving, the SAE classification standard can correspond to "Conditional Automation," where the system drives the vehicle under limited conditions (e.g., performing driving functions such as steering, acceleration, and / or braking), but transfers driving control to the driver when the required conditions are not met. The driver is expected to determine the system's operating state and / or timing, and take over control in emergency situations, but otherwise does not operate the vehicle (e.g., steering, acceleration, and / or braking). At Level 4 of Automated Driving, the SAE classification standard can correspond to "High Automation," where the system performs all driving functions, and the driver is expected to take over control of the vehicle only in emergency situations. At Level 5 of Automated Driving, the SAE classification standard can correspond to "Full Automation," where the system performs all driving functions without any driver assistance (including in emergency situations), and the driver is expected to perform no driving functions other than determining the system's operating state. Although this invention can apply the SAE classification standard to the classification of automated driving, other classification methods and / or algorithms can be utilized in one or more configurations described herein.

[0042] One or more functions related to autonomous driving control can be activated based on configured autonomous driving control settings (e.g., based on at least one of the following: autonomous driving classification, selection of the vehicle's autonomous driving level, etc.). Vehicle operation can be controlled based on one or more functions described herein (e.g., intelligent takeover timing with adaptive driver alerts and safe fallback maneuvers). Vehicle control can include various vehicle-related operational controls (e.g., activating a visual takeover alert on the head-up display when the approach distance to the system boundary decreases; escalating the output to a voice-guided audible alarm when no driver response is detected; triggering haptic steering wheel vibration when urgency increases; or activating safe fallback maneuvers such as controlled deceleration on highways, lane-keeping to a shoulder in city driving, or safely stopping the vehicle at an emergency stop, etc.).

[0043] For example, one or more auxiliary devices (e.g., engine brakes, exhaust brakes, hydraulic retarders, electromagnetic retarders, regenerative brakes, etc.) can also be controlled based on one or more functions described herein (e.g., intelligent takeover timing with adaptive driver alerts and safety degrading operations). For example, when the driver does not respond to a takeover request, the control unit can activate the engine brake or regenerative brake for smooth deceleration, apply the exhaust brake or hydraulic retarder to maintain stability on a downhill road, or combine multiple auxiliary devices to support safety degrading operations (such as keeping the vehicle in the lane up to the shoulder or bringing it to a complete stop), while escalating driver alerts via visual, auditory, or tactile notifications.

[0044] For example, based on one or more of the functions described herein (e.g., intelligent takeover timing with adaptive driver alerts and safety degrading operations), control can also be exercised over one or more communication devices (e.g., modems, network adapters, radio transceivers, antennas, 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.). For instance, the control device could utilize V2X communication to broadcast takeover warnings to nearby vehicles, send emergency status data to roadside infrastructure during degrading operations, upload driver non-response events to a cloud server for fleet management, or activate a direct Wi-Fi / Bluetooth link with the driver's mobile device to enhance emergency alerts through tactile or auditory cues.

[0045] For example, based on one or more of the functions described herein (e.g., intelligent takeover timing with adaptive driver alerts and safety degradation operations), the Minimum Risk Maneuver (MRM) operation can also be controlled. The Minimum Risk Maneuver operation can be a vehicle strategy operation that minimizes (e.g., reduces) the risk of collision with surrounding vehicles to achieve a reduced (e.g., minimal) risk state. The Minimum Risk Maneuver can be an operation that can be activated during the vehicle's autonomous driving process when the driver is unable to respond to a request for intervention. For example, the vehicle can smoothly decelerate while maintaining its lane position on a highway, perform a controlled lane change to reach the shoulder, activate hazard lights when traffic is nearing a complete stop, or choose an emergency stopping point or safe stopping area to stop. During the Minimum Risk Maneuver, one or more processors in the vehicle can control the vehicle's driving operations (e.g., apply braking control, adjust steering angle, or coordinate with V2X communication to warn nearby vehicles) for a set period of time.

[0046] For example, based on one or more of the functions described herein (e.g., intelligent takeover timing with adaptive driver alerts and safety degradation operations), biased driving operations can also be controlled. The driving control unit can perform biased driving control. To perform biased driving, the driving control unit can control the vehicle's movement within the lane by maintaining the lateral distance between the vehicle's center position and the lane center.

[0047] For example, driving controls can keep the vehicle within the lane but not in the center (e.g., slightly shifting left or right to increase distance from large trucks, roadside obstacles, or cyclists). Driving controls can identify or determine the eccentric target lateral distance used for eccentric driving control. For example, the eccentric target lateral distance can refer to the intentionally adjusted lateral distance the vehicle maintains from a reference point (such as the lane center or other vehicles) during the execution of strategies such as lane changes. This could include maintaining extra distance from merging vehicles in heavy traffic, positioning further away from construction barriers, or aligning closer to the centerline to avoid obstacles on the road shoulder.

[0048] Such adjustments can be made to improve the stability, safety, and / or performance of a vehicle under different driving conditions. For example, during lane changes, the driving control system can adjust the lateral offset distance to maintain a safer distance from adjacent vehicles, taking into account factors such as vehicle speed, road conditions, and / or the presence of obstacles (e.g., potholes, gravel, or uneven paved roads).

[0049] In addition, during the minimum risk strategy, eccentric driving can be applied to guide the vehicle toward a safer stopping position, such as veering toward the road shoulder during an emergency stop, positioning close to the lane boundary to prepare to leave the controlled lane, or centering in a narrow lane before stopping to maximize avoidance of roadside hazards.

[0050] For example, based on one or more functions described herein (e.g., intelligent takeover timing with adaptive driver alerts and safety-degraded operations), 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, emission sensors, throttle position sensors, inverters, converters, motor controllers, power distribution units, high-voltage wiring and connectors, auxiliary power modules, charging interfaces, etc.) can be prioritized or fused when the system determines that a takeover notice may be issued. This could involve increasing the weight of lidar and radar data in foggy conditions, activating blind spot monitoring to support lane changes with safety degraded operations, or monitoring seatbelt and steering wheel grip sensors to assess the driver's readiness to respond.

[0051] Operational control for autonomous driving of vehicles can include various driving controls of the vehicle by the vehicle control unit (e.g., acceleration, deceleration, steering control, gear shifting control, braking system control, traction control, stability control, cruise control, lane keeping assist control, collision avoidance system control, emergency braking assist control, traffic sign recognition control, adaptive headlight control, etc.). These operations can be dynamically adjusted in conjunction with takeover timing, such as reducing acceleration and applying stability control before issuing a takeover request, activating adaptive headlights and collision avoidance simultaneously during a degraded operation at night, or applying traction control and emergency braking together to ensure a safe stop in icy road conditions.

[0052] The activation / deactivation of automated driving can be controlled based on the intelligent takeover timing features with adaptive driver alerts and safety degradation operations described herein. Specifically, the control unit can monitor system boundaries and dynamically determine when to request driver takeover by calculating the approach distance, the driver's expected response time, and the response travel distance. When sufficient margin exists (e.g., the approach distance is greater than the response travel distance), automated driving can be maintained without notification. When the margin becomes limited (e.g., the approach distance approaches the response travel distance), adaptive driver alerts (e.g., visual icons, audible warnings, or haptic feedback) can be progressively provided to prepare the driver for takeover. When the margin is insufficient or no driver response is detected, automated driving can be deactivated and a minimum risk strategy (e.g., controlled deceleration, lane keeping to the shoulder, or safe stopping) can be initiated, while issuing a warning to ensure driver awareness and safety.

[0053] These terms are used only to distinguish constituent elements from other constituent elements; the nature, order, or sequence of constituent elements are not limited by these terms.

[0054] Furthermore, when a constituent element is described as being “connected,” “joined,” or “engaged” to another constituent element, it can include not only cases where the constituent element is directly connected, joined, or engaged to another constituent element, but also cases where the constituent element is “connected,” “joined,” or “engaged” to other constituent elements between the constituent element and another constituent element.

[0055] Furthermore, when described as being formed or arranged "on (top) or below (bottom)" of each constituent element, "on (top) or below (bottom)" includes not only the case where two constituent elements are in direct contact with each other, but also the case where one or more other constituent elements are formed or arranged between two constituent elements. Furthermore, when described as "on (top) or below (bottom)," it can include not only an upward direction relative to a constituent element, but also a downward direction.

[0056] In the various flowcharts of this text, at least a portion of each step may be omitted, or their relative order may be changed, and at least some of the various examples of this text may be executed at specific points in time for each step of the flowchart. The operation of the various flowcharts of this text may be performed by at least one of the control device 100, processor 130, or vehicle 10. Furthermore, redundant content in the accompanying drawings of this text may be omitted.

[0057] In this text, "automatic driving system" or "driver control assistance system" refers to the hardware and software that helps the driver continuously control the longitudinal and lateral movements of the vehicle. In this text, such driver control assistance system may be referred to as the "system".

[0058] The term "function" as used in this text can refer to the function of a specific system that provides assistance to drivers within defined traffic scenarios, situations, and system boundaries.

[0059] The term "dynamic control" as used in this text can refer to the operational and tactical functions required to perform real-time movement of a vehicle. This can include controlling the lateral and longitudinal movement of the vehicle, monitoring the road environment, responding to events in the road traffic environment, and planning maneuvers and signals.

[0060] The term “system boundary” as used in this text may refer to a verifiable or measurable limitation or condition set by the manufacturer that extends to or limits the characteristics of the system or system designed to assist the driver, and the system’s ability to function as intended.

[0061] According to the present invention, an autonomous driving control technology is provided that outputs driver notifications in a manner dynamically adapted to driving conditions. Specifically, when the vehicle approaches a system boundary where autonomous driving operation may no longer be guaranteed, the device determines the approach distance to the system boundary and the vehicle speed, and determines the driver's expected response distance. Based on these parameters, the device determines whether and when to output a notification, thereby allowing the driver sufficient time to take control at higher speeds while avoiding unnecessary premature alarms at lower speeds. If the driver does not respond to the notification, additional notifications of different forms or intensities can be output, and braking control can be executed to safely decelerate or bring the vehicle to a stop.

[0062] In the following description, examples will be described in detail with reference to the accompanying drawings, but regardless of the reference numerals, the same reference numerals will be assigned to the same or corresponding constituent elements, and redundant descriptions will be omitted.

[0063] Figure 1 An example of vehicle 10 based on the example is shown.

[0064] The vehicle 10 may include: a control device 100, a communication unit 110, a memory 120, a processor 130, an input / output interface 140, a sensor unit 150, and a drive unit 160. Figure 1 Each of these components can be implemented within the vehicle.

[0065] The control device 100 can be integrated with the vehicle's internal components, or it can be implemented as a separate device independent of other components within the vehicle 10, communicating with the vehicle's internal components via various connection methods (e.g., CAN bus, wireless network, wired connection, or fiber optic). The control device 100 controls the vehicle by including a communication unit 110, a memory 120, and a processor 130, and may additionally include other components (such as an input / output interface 140, a sensor unit 150, and a drive unit 160) to perform complex control functions according to driving conditions.

[0066] The communication unit 110 can communicate with other control devices within the vehicle to share data between systems, or send and receive various information via a connection to the outside of the vehicle. The communication unit 110 utilizes various in-vehicle communication methods (such as CAN communication and Ethernet) to transmit control signals and data between internal components, and can interact with driving information and external data in real time by communicating with user terminals, other vehicles (V2V), infrastructure (V2I), or external servers (e.g., cloud servers, roadside units, or fleet management platforms).

[0067] The communication unit 110 can perform functions for short-range communication, GPS signal reception, V2X communication (vehicle-to-everything), optical communication, broadcast transmission / reception, and intelligent transportation system (ITS) communication. It can utilize wireless communication technologies such as Bluetooth, RFID, IrDA, UWB, ZigBee, NFC, Wi-Fi, Wi-Fi Direct, and wireless USB to support stable data transmission over short distances. Furthermore, the communication unit 110 may include a mobile communication module based on a mobile communication network (e.g., LTE, 5G, or 6G) and a wireless internet module for wireless internet access to receive real-time data via remote communication. It can also improve the performance of the autonomous driving system (e.g., for high-resolution map updates, over-the-air software upgrades, or real-time traffic analysis) by interacting with the cloud.

[0068] Storage unit 120 may include various types of memory capable of storing data and may be integrated into control device 100 or processor 130, or may be configured as a separate module. Storage unit 120 may include non-volatile memory (e.g., hard disk drive, flash memory, EEPROM, SRAM, FRAM, PRAM, MRAM, or optical memory, etc.) and volatile memory (e.g., DRAM, SDRAM, DDR-SDRAM, HBM, or cache memory, etc.), and by combining these memories, storage systems of various capacities and performance can be implemented.

[0069] Storage unit 120 may store instructions that can drive various examples of the present invention. When executed by processor 130, these instructions may be configured to determine the current speed of vehicle 10 and the approach distance to the system boundary, and determine whether to output a notification (e.g., generate a warning icon, warning sound, or haptic alarm, etc.) based on the approach distance and vehicle speed.

[0070] According to the example, storage unit 120 can store data related to the autonomous driving of vehicle 10 and notification outputs depending on system boundaries.

[0071] Specifically, the storage unit 120 can store the current state of the vehicle 10, sensor data (e.g., speed, position, acceleration, or yaw rate), response time data for each driver, and predefined conditions and parameters related to the system boundaries.

[0072] In addition, storage unit 120 can store programs and data (e.g., path planning software, perception models, or fault-safe control routines) used to control the operation of the autonomous driving system.

[0073] The processor 130 communicates with various internal components of the vehicle 10 (such as the communication unit 110, storage unit 120, input / output interface 140, sensor unit 150, and drive unit 160) via electrical or operative connections, and can control the operation of each component and perform data processing. As a central processing unit for executing instructions and calculating data, the processor 130 can perform vehicle control by collecting, processing, and analyzing data in real time based on the vehicle's driving environment (e.g., road curvature, traffic congestion, weather, or pedestrian detection).

[0074] The processor 130 can be implemented in hardware, software, or a combination thereof, and can execute vehicle control logic in the form of, for example, a microcontroller, FPGA, or ASIC. Furthermore, the processor 130 may also include a multiprocessor configuration (e.g., redundant processors for safety, GPU-based accelerators or dedicated neural network chips for AI inference) for controlling complex autonomous driving and driver assistance systems. This processor configuration can support comprehensive vehicle control and stability performance by executing autonomous driving and assistance systems, sensor data processing, communication data management, and driving-related deterministic functions.

[0075] The input / output interface 140 is used to receive vehicle control-related inputs from the user and to transmit information about the vehicle's control status and system operation to the user.

[0076] The input / output interface 140 can perform functions such as receiving various inputs from the user and transmitting vehicle control status to the user. The input / output interface 140 may include input devices and output devices.

[0077] The input device may include physical buttons, selection areas on a touch display, voice recognition and gesture recognition (e.g., waving, pointing, or nodding), through which users can input commands such as requests to activate an autonomous driving system, function switching, or driver assistance settings (e.g., adaptive cruise control, lane change assist, or parking assist).

[0078] The output device may include a display, an audio module (e.g., a speaker), and a haptic module, and may provide information to the user, such as the status of the autonomous driving system, control handover request notifications, or whether the function is activated in a visual, auditory, or haptic form (e.g., dashboard icons, voice messages, or steering wheel vibrations).

[0079] In addition, the input / output interface 140 can receive driver input via a touchscreen, a physical button such as a switch, a voice recognition system, or biometric input (e.g., fingerprint, facial recognition, or eye tracking). In this way, the driver can issue commands to the vehicle system, such as activating autonomous driving functions, changing warning settings, or disabling warnings.

[0080] Sensor unit 150 may include multiple sensors that support the stable operation of autonomous driving systems or driver assistance systems by detecting various driving and environmental information in real time. Sensor unit 150 may measure the distance and speed of surrounding objects using long-range detection sensors such as radar (RADAR: radio detection and ranging) and lidar (LIDAR: light detection and ranging), and may detect objects near vehicle 10 using ultrasonic sensors, including those for purposes such as parking, blind spot detection, or low-speed strategies.

[0081] Sensor unit 150 may include cameras. Cameras can be categorized as external cameras and internal cameras. External cameras identify the road and surrounding environment (e.g., lane markings, pedestrians, or traffic signs), while internal cameras can comprehensively assess the situation inside and outside the vehicle by detecting the driver's state (e.g., eye tracking, steering wheel grip status, fatigue detection, or distraction monitoring) or the situation inside the vehicle. Sensor unit 150 may collect driver biometric information or various environmental data, including heart rate sensors, pressure sensors, infrared sensors, or CO2 sensors for cabin air quality.

[0082] According to the example, sensor unit 150 may include a vehicle speed sensor and an autonomous driving sensor.

[0083] The vehicle speed sensor can calculate the speed of vehicle 10 in real time and transmit it to the control unit 100. For example, the vehicle speed sensor can perform speed measurement by measuring the wheel rotation speed of vehicle 10, using speedometer data, or using radar (e.g., Doppler radar or ground speed radar).

[0084] The autonomous driving sensors can identify the current position of the vehicle 10 and transmit it to the control unit 100. For example, the autonomous driving sensors may include GPS, LiDAR, radar, cameras, and ultrasonic sensors (e.g., combined through sensor fusion to improve accuracy).

[0085] The drive unit 160 may include various components that provide the driving force required to drive the vehicle 10 and control the operation of the vehicle according to instructions output from the control device 100. The drive unit 160 may be configured with devices for generating and transmitting vehicle power (such as an engine, electric motor, transmission, and wheel drive system) and controllers for controlling these devices (e.g., power electronics, torque controller, or regenerative braking controller, etc.), and through these components, acceleration, deceleration, and changes in direction of the vehicle 10 can be performed.

[0086] The drive unit 160 can be controlled to maintain driving safety by performing longitudinal control (acceleration and deceleration) and lateral control (lane keeping and lane changing) of the vehicle. For example, the drive unit 160 can receive instructions from the control unit 100 and adjust the output of the motor or adjust the speed and direction of the wheels so that the vehicle can follow a driving route (e.g., a navigation path, a dynamically updated change route, or a platooning convoy route, etc.).

[0087] Furthermore, the drive unit 160 may include a braking system and may reduce vehicle speed or bring the vehicle to a stop while in motion (e.g., emergency braking, regenerative braking, or adaptive cruise control braking). In the case of an electric vehicle, the drive unit 160 may control the vehicle 10 via an electric motor, or in the case of an internal combustion engine vehicle (e.g., a gasoline, diesel, or hybrid system), it may control the vehicle 10 based on engine output.

[0088] Figure 2 An exemplary flowchart of a notification output related to system boundaries according to an example of the present invention is shown.

[0089] The control device 100 can identify the expected occurrence of the system boundary during driving control of the autonomous driving system (step S210).

[0090] For example, control device 100 can determine the likelihood of entering the system boundary based on the current position, speed, and driving route information of vehicle 10. To this end, control device 100 can detect road conditions, lane information, and limitations of autonomous driving functions from the sensor unit 150 of vehicle 10, and can determine the expected occurrence time of the system boundary (e.g., predicting tunnel entrances, sharp turns, or road construction areas).

[0091] In specific embodiments of the present invention, "system boundary" may refer to specific verifiable or measurable operating conditions or environmental limitations preset by the vehicle manufacturer or system provider for the autonomous driving system. The system boundary can be defined as the point or section where the vehicle's autonomous driving functions exceed its design scope and safe and effective operation can no longer be guaranteed. For example, the system boundary may be the starting point of a construction zone on a road, a complex intersection, a tunnel entrance, a road type not supported by the autonomous driving system, or specific weather conditions (e.g., heavy rain, heavy snow, fog, sandstorms, or icy roads).

[0092] Next, the control device 100 can determine the entry distance to the system boundary (step S230).

[0093] The control device 100 can calculate the entry distance as the distance that the vehicle 10 must travel from its current position to the moment when the corresponding autonomous driving function terminates.

[0094] Specifically, the control unit 100 can use the sensor unit 150 or the communication unit 110 to determine the current position of the vehicle 10. The location of the system boundary can be defined by conditions set by the manufacturer, such as the destination of a navigation route, the starting point of a road segment where autonomous driving is not possible (e.g., a construction area, a highway exit or toll station, etc.), or a specific boundary. The location of such system boundary and the corresponding entry distance can be determined or calculated based on information provided by an in-vehicle navigation system or external map data (e.g., HD maps or real-time traffic feed, etc.).

[0095] Subsequently, the control device 100 can calculate the remaining distance to the system boundary based on the vehicle 10's travel route. The travel route can be calculated based on road information from the current location to the system boundary (e.g., considering detours, lane restrictions, or route changes).

[0096] Furthermore, the control device 100 can calculate the entry distance by taking into account the conditions required to terminate the corresponding autonomous driving function. For example, if the autonomous driving function does not operate below a certain speed or terminates when approaching a complex intersection, the control device 100 can calculate the entry distance based on these conditions (e.g., minimum operating speed threshold, multi-lane merging area, or roundabout, etc.).

[0097] The control device 100 can determine the speed of the vehicle 10 (step S250).

[0098] The control device 100 can calculate the current speed by receiving data from the sensor unit 150 (e.g., a vehicle speed sensor, a GPS-based speed estimation device, or an inertial measurement unit). For example, the control device 100 can measure the driving speed based on the wheel rotation speed of the vehicle 10, or it can use radar or a camera (e.g., a Doppler radar speed sensor or an optical speed estimation device) to detect the moving speed of the vehicle 10.

[0099] Next, the control device 100 can determine whether to output a notification based on the approach distance to the system boundary and the current speed of the vehicle 10 (step S270).

[0100] The control device 100 can calculate the driver's expected response distance based on the vehicle 10's speed and the driver's expected response time, and can determine whether to output a notification based on the determined approach distance and the calculated expected response distance (e.g., adjusting the warning timing earlier at highway speeds and later at low-speed urban driving, etc.). See below for reference. Figure 3 This will be described in detail.

[0101] Figure 3 An exemplary flowchart illustrating notification output related to system boundaries, based on an example, is shown. For Figure 3 The description will refer to Figures 4 to 5 . Figures 4 to 5 This is an example diagram showing notification output related to system boundaries based on various examples.

[0102] The control device 100 can control the driving of the vehicle 10 through the automatic driving system (step S310).

[0103] Specifically, the control device 100 can identify road conditions, traffic flow, the location of obstacles, or the behavior of surrounding vehicles (e.g., sudden braking, lane changing, or merging) through various sensors (e.g., cameras, radar, lidar, ultrasonic sensors, or inertial measurement units) installed on the vehicle 10. Furthermore, based on the identified information, the control device 100 can control the driving of the vehicle 10 by generating longitudinal and lateral control commands including acceleration, deceleration, braking, and steering (e.g., adaptive cruise control, lane keeping, collision avoidance, or automatic overtaking).

[0104] According to the example, the control device 100 can also control the vehicle 10 based on the navigation route to a specific destination (e.g., a user-set address, a charging station, or a fleet depot).

[0105] Next, the control device 100 can detect whether the vehicle 10 is approaching the system boundary (step S320) (e.g., approaching a road construction area, tunnel entrance, complex intersection, highway exit, or adverse weather conditions such as heavy fog or heavy snow).

[0106] During the autonomous driving of vehicle 10, control device 100 can continuously monitor the system boundary associated with the corresponding autonomous driving function. For example, control device 100 can continuously check whether vehicle 10 is approaching the system boundary or entering a road segment where autonomous driving function is restricted (e.g., an approaching tunnel, school zone, or area with poor GNSS reception).

[0107] If the expected occurrence of the system boundary is not detected (No in step S320), this operation may be terminated (e.g., when the vehicle continues to drive on a highway section where autonomous driving is fully supported, or when there are no adverse road or weather conditions, etc.).

[0108] On the other hand, if the expected occurrence of the system boundary is detected (yes in step S320), the control device 100 can determine the vehicle speed and the approach distance to the system boundary (step S330) (e.g., if the vehicle is detected approaching a construction area, tunnel entrance or exit ramp, etc. where autonomous driving is restricted).

[0109] For example, refer to Figure 4 The control device 100 can determine the speed of the current position of the vehicle 10 currently controlled by the autonomous driving system, and can determine the entry distance d to the location where the system boundary is detected (e.g., lane closure, construction area, or sharp turn).

[0110] Refer again Figure 3 The control device 100 can determine the driver's expected response time (step S340).

[0111] The expected response time can refer to the average time it takes for the driver to recognize and respond to a notification output from the vehicle 10, and this can vary depending on the driving conditions of the vehicle 10 and the characteristics of the driver (e.g., the driver's level of attention, driving experience, or cognitive load).

[0112] According to the example, the control device 100 can set a default value by referring to pre-stored expected response time data for each driver, or it can dynamically adjust the expected response time as needed. For example, the expected response time can be shorter when driving at high speeds because a higher level of driver attention is required, while the expected response time can be longer when driving at low speeds or in congested conditions (e.g., heavy traffic, stop-and-go driving, or urban intersections).

[0113] Furthermore, the control device 100 can calculate the expected response time by monitoring the driver's state through the sensor unit 150. For example, changes in response time can be reflected by analyzing eye-tracking data using a camera sensor that recognizes the driver's face, or by a system that detects fatigue (e.g., eyelid closure rate, head nodding, or loosening of the steering wheel grip).

[0114] Next, the control device 100 can calculate the driver's expected response driving distance (step S350).

[0115] The expected response distance can refer to the distance that vehicle 10 is expected to travel before the driver recognizes and responds to the notification, and can be calculated based on the driver's expected response time and the current speed of vehicle 10 (e.g., a shorter distance during low-speed city driving, a medium distance during suburban driving, or a longer distance during highway driving, etc.).

[0116] Specifically, the control device 100 can calculate the expected response distance by multiplying the driver's expected response time determined in the previous step (step S340) by the current speed of the vehicle 10 (e.g., 1.5 seconds × 15 m / s = 22.5 m, 2 seconds × 30 m / s = 60 m, or 3 seconds × 40 m / s = 120 m, etc.). For example, if the driver's expected response time is 2 seconds and the speed of the vehicle 10 is 20 m / s, the expected response distance can be calculated as 40 m. This expected response distance can be dynamically changed according to the speed of the vehicle 10 (e.g., 10 m in a parking lot at 5 m / s, 100 m in a highway at 50 m / s, or 20 m in urban traffic at 10 m / s, etc.).

[0117] Next, the control device 100 can determine whether the remaining distance (which is the entry distance to the system boundary minus the predetermined distance) is greater than the expected response travel distance (step S360) (for example, comparing whether the remaining 150m of road before the tunnel, after subtracting the 20m safety buffer distance, is sufficient for the driver's expected response travel distance of 100m, etc.).

[0118] The control device 100 can calculate the remaining distance by subtracting a preset predetermined distance from the entry distance to the system boundary calculated in the previous step (for example, a 150m entry distance minus a 20m buffer distance, resulting in a remaining distance of 130m, etc.).

[0119] The predetermined distance can be interpreted as the minimum margin required for the driver to respond and switch vehicle control after recognizing a notification; it is set to ensure the safety of the system. For example, the predetermined distance can be preset by taking into account the vehicle's braking performance, road conditions, and anticipated environmental changes (e.g., wet or icy roads, vehicle load, tire condition, or road gradient).

[0120] The control device 100 can determine whether the remaining distance exceeds the expected response distance by comparing the remaining distance with the expected response distance (e.g., confirming that a margin of 130m is greater than the response distance of 80m, etc.).

[0121] If the remaining distance exceeds the expected response travel distance (yes in step S360), since it is determined that the driver has sufficient time to respond to the approach of the system boundary, the control device 100 does not output a notification, and Figure 3 The operation can be terminated (for example, when approaching a highway exit far ahead or a tunnel hundreds of meters away).

[0122] Conversely, when the remaining distance is less than or equal to the expected response travel distance, since the driver is highly likely to need to respond immediately, the control device 100 can be configured to output a notification (step S370) (e.g., issuing an emergency takeover alert when approaching a sudden construction area, lane drop, or accident scene).

[0123] refer to Figure 4 The diagram shows the remaining distance d-a1, which is obtained by subtracting a safety margin distance a1, a predetermined distance, from the entry distance d to the system boundary. The remaining distance d-a1 represents the margin of distance the driver can appropriately control the vehicle 10 after the notification is recognized and before the autonomous driving system terminates (e.g., allowing the driver 100 meters to react before automatic lane keeping is released). Based on this, the control device 100 can determine whether to output a notification by comparing the remaining distance d-a1 with the expected response travel distance.

[0124] also, Figure 4The diagram illustrates a first predicted response travel distance d1 and a second predicted response travel distance d2. The first predicted response travel distance d1 is a distance calculated, for example, when the vehicle 10 is traveling at a higher speed, and can represent a situation where, due to the higher vehicle speed, the driver must travel a greater distance before recognizing the notification and responding (e.g., 120m at 40m / s and a response time of 3 seconds, etc.). On the other hand, the second predicted response travel distance d2 is a distance calculated, for example, during low-speed travel, and can represent a situation where, due to the lower vehicle speed, the travel distance required for the driver to react is relatively shorter (e.g., 15m at 5m / s and a response time of 3 seconds, etc.).

[0125] Since the first expected response travel distance d1 exceeds the remaining distance d-a1, the control device 100 may output a notification (e.g., a visual warning icon, an audible alarm sound, or a tactile steering wheel vibration).

[0126] Specifically, if the first expected response travel distance d1 exceeds the remaining distance d-a1, it can be determined that the driver may not be able to respond adequately to the approach of the system boundary. In this case, the control device 100 can notify the driver of the approach of the system boundary by outputting a notification such as a warning through the input / output interface 140 (e.g., displaying "Take Over Now" on the dashboard screen, sounding a buzzer, or vibrating the seat).

[0127] Conversely, if the second predicted response distance d2 is less than or equal to the remaining distance d-a1, it can be determined that the driver has sufficient time to respond to the approach of the system boundary. Therefore, the control device 100 can refrain from outputting unnecessary notifications. In this way, unnecessary burdens on the driver can be reduced, and the efficiency of the system can be improved (e.g., avoiding false alarms when driving slowly in urban traffic).

[0128] Through examples such as those described above, the control device 100 can dynamically determine whether to output a notification based on vehicle speed and conditions (e.g., adapting to differences between highway cruising, suburban driving, and stop-and-go traffic), by reflecting changes in the expected response travel distance.

[0129] According to the example, if vehicle congestion is identified on the autonomous driving route to the destination, the control device 100 can determine whether to output a notification (e.g., adjusting the takeover timing to earlier when traffic congestion shortens the policy space) by comparing the distance obtained by subtracting the congestion distance and the safety distance from the entry distance to the system boundary with the calculated expected response driving distance.

[0130] For example, refer to Figure 5The control device 100 can identify events where other vehicles are congested on the autonomous driving route to the destination.

[0131] The control device 100 can identify congested road sections based on traffic information data along the route of the vehicle 10 or the density of surrounding vehicles during the vehicle 10's journey. For example, the control device 100 can identify road sections where traffic flow slows down to a certain speed or below as congested road sections by utilizing real-time traffic data collected by external sensors (e.g., radar, cameras, lidar, or V2X communication modules) or communication modules of the vehicle 10.

[0132] In this case, not only the safety margin distance a1 is excluded from the entry distance d to the system boundary, but also the congestion distance a2 is excluded, from which the remaining distance da can be calculated. Figure 5 This remaining distance can be represented as the basic drivable distance along a route that includes congested sections, allowing the driver to recognize the notification, react, and perform vehicle control (e.g., slowing down in bumper-to-bumper traffic, merging into an open lane, or preparing for a lane change).

[0133] According to the example, notifications can be delivered in a tactile manner, in the form of visual, auditory, or haptic feedback. For example, visual notifications can be displayed on the instrument panel, head-up display (HUD), or central display screen within vehicle 10 in the form of warning icons, flashing signals, or text messages (e.g., a red take-off symbol, a flashing turn icon, or a pop-up message). For example, text messages can be output in the form of phrases such as "Driver assistance function is about to be interrupted," "Please drive directly," "Please take control immediately," or "Driver assistance function has been deactivated."

[0134] Auditory notifications can be implemented by outputting various warning sounds through speakers within the vehicle 10, or by delivering specific warning messages through a voice guidance system. For example, as the vehicle 10 approaches the system boundary, the control device 100 can output warning sounds with gradually increasing intensity, or provide guidance via voice through the aforementioned text messages (e.g., "System ahead is restricted, prepare for manual driving," etc.).

[0135] Tactile notifications can be provided in the form of vibrations that the driver can directly feel. For example, control unit 100 can use a vibration motor embedded in the steering wheel or driver's seat to output notifications (e.g., pulsed steering wheel vibration, seat base vibration, or pedal vibration, etc.). According to the example, as the vehicle 10 moves closer to the system boundary, control unit 100 can gradually increase the vibration intensity, or it can output specific vibration patterns to reflect the urgency of the warning (e.g., fast pulses for immediate takeover versus slow pulses for warning, etc.).

[0136] Furthermore, notifications are not limited to being output in only one way, but can be provided in a combination of two or more forms as appropriate (e.g., simultaneous visual and auditory alarms, or combined auditory and tactile feedback, etc.).

[0137] Figure 6 An exemplary flowchart illustrating an operation for controlling notifications or driving after a notification output, according to an example of the present invention, is shown.

[0138] Control device 100 can be based on Figures 2 to 5 The above-described example outputs a notification (step S610) (e.g., a flashing takeover icon on the display, a voice alarm, or a vibrating steering wheel). Thereafter, the control unit 100 can determine whether the driver has responded to the output notification (step S620) (e.g., by detecting brake input, steering wheel movement, accelerator pedal depressing, or manual deactivation of the automatic driving mode).

[0139] Depending on the conditions set by the system, the driver's response can be detected in various ways. For example, a response can be considered as a driver disabling the automatic driving mode by operating the vehicle's input devices or switching vehicle control to manual by pressing the brake pedal (e.g., applying an accelerator input, turning the steering wheel, or pressing the clutch in a manual transmission).

[0140] If a driver's response is detected (yes in step S620), the control device 100 can transfer control of the vehicle to the driver, or it can terminate the operation. Figure 6 For example, when input from the driver is received after an output notification, the control device 100 can terminate the system's driving control of the vehicle 10 (e.g., disengage lane keeping assist, adaptive cruise control, or fully automated driving mode).

[0141] Conversely, if no response from the driver is detected within a predetermined time period after the notification is output (No in step S620), the control device 100 may escalate the notification or control the driving of the vehicle 10 (step S630) (e.g., escalate from a visual alarm to an auditory alarm, enhance tactile vibration, or activate a minimum risk strategy such as controlled deceleration).

[0142] According to the example, control device 100 may progressively output one or more additional notifications in different forms than the initial notification after the initial notification is output. For example, control device 100 may output a visual notification (e.g., a warning message, a flashing takeover icon, or a head-up display alarm, etc.) as the initial notification, and then, if no response is detected from the driver, may output an auditory notification (e.g., a warning sound with gradually increasing volume, a audible takeover request, or a multi-tone beep, etc.). If there is still no response from the driver, control device 100 may additionally output a tactile notification (e.g., vibration of the steering wheel or seat, or pedal vibration, etc.) to draw the driver's immediate attention.

[0143] According to the example, the control device 100 can progressively output one or more additional notifications with different intensities than the initial notification. For example, the control device 100 may initially output a low-volume or simple-tune warning sound, and then progressively increase the volume or output a complex warning sound with multiple tones (e.g., alternating high and low tone signals, escalating pulse patterns, or surround sound alarms, etc.).

[0144] According to the example, if there is no response from the driver within a predetermined time period, the control device 100 can control the braking of the vehicle. For example, the control device 100 can control the braking to slow down the vehicle 10, or it can control the movement of the vehicle 10 in at least one manner selected from stopping in a lane or stopping after a lane change (e.g., moving to a highway shoulder, emergency stopping area, or rest area, etc.).

[0145] For example, if no response is detected from the driver, the control device 100 can gradually decelerate the vehicle by activating the vehicle 10's braking system (e.g., reducing the speed from 100 km / h to 60 km / h before stopping, and then to 30 km / h, etc.).

[0146] In addition to deceleration, the control device 100 can also perform control to stop the vehicle 10 within the lane. For example, if the conditions are met that the vehicle 10 can safely stop in the current lane, the control device 100 can stop the vehicle 10 and provide a warning signal to surrounding vehicles by activating hazard lights (e.g., hazard lights, brake lights, or horn activation).

[0147] Furthermore, the control device 100 can stop the vehicle 10 after it has moved into a safe lane by monitoring the movement of surrounding vehicles. For this purpose, the control device 100 can use sensor units 150, such as radar and cameras, to detect the position and speed of surrounding vehicles, and can search for road segments where lane changes can be made in real time (e.g., detecting empty shoulders, open adjacent lanes, or deceleration lanes, etc.).

[0148] The control of vehicle 10 as described above can be performed in a single manner or applied in combination as needed. For example, when vehicle 10 is traveling at a high speed, control device 100 can first perform deceleration, and then gradually perform lane-keeping or lane-changing stopping (e.g., decelerating from highway speed, changing to a safe lane, and then performing controlled stopping, etc.).

[0149] Through such Figure 6 As shown in the example, the control unit 100 can dynamically manage the notification status or driving status of the vehicle 10 based on whether the driver responds (e.g., if the driver takes over, the automatic driving control is deactivated; otherwise, the emergency strategy is upgraded, etc.).

[0150] When the vehicle reaches the system boundary, the control device 100 can automatically deactivate the vehicle's autonomous driving mode and request an immediate transfer of vehicle control to the driver. At this point, until driver input is detected, the autonomous driving system can avoid accidents by performing emergency controls within a certain time period, such as decelerating the vehicle, stopping within the lane, or stopping after changing lanes to a safe location (e.g., entering the highway shoulder, stopping before a tunnel entrance, or stopping near an emergency stopping area).

[0151] In addition, the control device 100 can notify surrounding vehicles and pedestrians that the vehicle is in an emergency by activating the vehicle's emergency lights or warning lights (e.g., hazard warning flashers, external speakers, or connected V2X broadcast alarms).

[0152] Figure 7 An example computing system (e.g., a computing device for a vehicle or any other device) is illustrated. One or more controllers, processors, etc., described herein (e.g., one or more components of vehicle 10 and any other components and devices disclosed herein) can be provided by, for example... Figure 7 The computing system shown is implemented or implemented in the computing system.

[0153] The computing system 1000 may include at least one processor 1100, a memory 1300, a user interface input device 1400, a user interface output device 1500, a storage device 1600, and a network interface 1700 interconnected via a bus 1200.

[0154] Processor 1100 may be a central processing unit (CPU) or a semiconductor device that processes instructions stored in memory 1300 and / or storage device 1600. Each of memory 1300 and storage device 1600 may include various types of volatile or non-volatile storage media. For example, memory 1300 may include read-only memory (ROM) and random access memory (RAM).

[0155] A communication interface, such as network interface 1700 (also referred to as a communication device, communicator, communication module, communication unit, etc.), enables software and / or data to be transmitted between the device and one or more external devices and / or between one or more components of the device. The communication interface may include a receiver, transmitter, transceiver, modem, network interface and / or adapter (e.g., Ethernet adapter), radio transceiver, antenna, communication port, PCMCIA slot and card, etc. Software and data transmitted through the communication interface may be in the form of signals, which may be electronic, electromagnetic, optical, infrared, or other signals that can be received by the communication interface. These signals may be provided to the communication interface through a communication path of the device, which may be implemented using, for example, wires or cables, optical fibers, cellular links, radio frequency (RF) links, and / or other communication channels. The communication interface can communicate using one or more communication protocols, such as Ethernet, Wi-Fi, Near Field Communication (NFC), Infrared Data Association (IrDA), Bluetooth, Bluetooth Low Energy (BLE), Zigbee, Long Term Evolution (LTE), 5G New Radio (NR), Vehicle-to-Everything (V2X), Controller Area Network (CAN), or Local Interconnect Network (LIN).

[0156] Therefore, the operation of the methods or algorithms described in conjunction with the exemplary examples disclosed in this specification can be directly implemented by hardware modules, software modules, or a combination of hardware and software modules executed by processor 1100. Software modules can reside on storage media (e.g., memory 1300 and / or storage device 1600), such as RAM, flash memory, ROM, erasable and programmable ROM (EPROM), electrically EPROM (EEPROM), registers, hard disk drives, removable disks, or optical disc-ROMs (CD-ROMs).

[0157] The storage medium can be connected to the processor 1100. The processor 1100 can read information from the storage medium and write information to the storage medium. Alternatively, the storage medium can be integrated with the processor 1100. The processor and storage medium can be implemented using an application-specific integrated circuit (ASIC). The ASIC can be located in the user terminal. Alternatively, the processor and storage medium can be implemented using separate components in the user terminal.

[0158] In this way, the present invention provides the driver with ample opportunity to respond before and after the vehicle reaches the system boundary, and enables the vehicle to remain safe even when the autonomous driving system can no longer operate safely.

[0159] The control device according to an example of the invention may include: a memory; and a processor electrically or adaptively connected to the memory, wherein the processor may be configured to: determine the approach distance to the system boundary and the vehicle speed based on determining that the vehicle is approaching the system boundary during driving control of the autonomous driving system; and determine whether to output a notification based on the approach distance and the vehicle speed.

[0160] In a control device according to some examples of the present invention, the processor may determine the driver's expected response travel distance based on the vehicle speed and the driver's expected response time; and determine whether to output a notification based on the determined entry distance and the determined driver's expected response travel distance.

[0161] In a control device according to some examples of the invention, the processor may be configured to output a notification if the remaining distance obtained by subtracting a predetermined safety distance from the entry distance is less than or equal to a determined expected response travel distance.

[0162] In a control device according to some examples of the present invention, the processor may be configured to not output a notification if the distance obtained by subtracting a predetermined distance from the entry distance exceeds a determined expected response travel distance.

[0163] In a control device according to some examples of the invention, if vehicle congestion is detected on an autonomous driving route to a destination, the processor can determine whether to output a notification by comparing the distance obtained by subtracting the congestion distance and the safety distance from the entry distance with a determined expected response driving distance.

[0164] In a control device according to some examples of the present invention, the processor may be configured to: after outputting a notification, progressively output one or more additional notifications in a form different from the form of the initial notification.

[0165] In a control device according to some examples of the present invention, the processor may be configured to: after an output notification, progressively output one or more additional notifications with an intensity different from that of the initial notification.

[0166] In some examples of the control device according to the invention, the processor may be configured to terminate driving control of the vehicle in response to a predetermined driver's response to a notification.

[0167] In control devices according to some examples of the present invention, a predetermined driver response may include at least one of an input for disengaging automatic driving and a braking input.

[0168] In a control device according to some examples of the present invention, the processor may be configured to control the braking of the vehicle in response to the absence of a response from the driver within a predetermined time period following the output notification.

[0169] In some examples of the control device according to the invention, the processor may be configured to control the braking of the vehicle by performing at least one of decelerating the vehicle, stopping the vehicle within a lane, or stopping the vehicle after a lane change.

[0170] An example control method according to the present invention may include: determining the approach distance to the system boundary and the vehicle speed based on determining that the vehicle is approaching the system boundary during driving control of the autonomous driving system; and determining whether to output a notification based on the approach distance and the vehicle speed.

[0171] In some example control methods, determining whether to output a notification may include: determining the driver's expected response distance based on vehicle speed and the driver's expected response time; and determining whether to output a notification based on a determined approach distance and the determined driver's expected response distance.

[0172] In some example control methods, determining whether to output a notification may include: outputting a notification if the remaining distance obtained by subtracting a predetermined safety distance from the entry distance is less than or equal to a determined expected response travel distance.

[0173] In some example control methods, determining whether to output a notification may include: if the distance obtained by subtracting a predetermined distance from the entry distance exceeds a determined expected response travel distance, then no notification is output.

[0174] The control methods described in some examples may further include: after outputting a notification, progressively outputting one or more additional notifications in a form different from the initial notification.

[0175] The control method, as exemplified by some examples, may further include: after the initial notification, progressively outputting one or more additional notifications with strengths different from the initial notification.

[0176] The control method, according to some examples, may further include: terminating driving control of the vehicle in response to a pre-defined driver's response to a notification.

[0177] In control methods according to some examples, the predetermined driver response may include at least one of an input for disengaging automatic driving and a braking input.

[0178] According to some examples, the control method may further include: controlling the vehicle's braking in response to the absence of a response from the driver within a predetermined time period after the output notification.

[0179] According to an example of the invention, by analyzing vehicle speed and approach distance to the system boundary and providing dynamic notification to the driver, it can be ensured that the driver has sufficient time to respond to the system boundary.

[0180] Although preferred embodiments of the invention have been described above, those skilled in the art will understand that various modifications and changes can be made to the invention without departing from the spirit and scope of the invention as described in the appended claims.

Claims

1. A vehicle apparatus, the apparatus comprising: sensor; processor; as well as A memory storing at least one instruction, which, when executed by a processor communicating with the memory, configures the device to: Based on sensor data acquired during autonomous driving, the system detects whether the vehicle is approaching the system boundary where autonomous driving is limited. Based on the detection that the vehicle is approaching the system boundary where autonomous driving is restricted, the approach distance to the system boundary and the vehicle speed are determined. Based on a determined entry distance and a determined vehicle speed, a signal is generated indicating whether to send a notification to the vehicle's driver. The vehicle's autonomous driving is adjusted based on the signals.

2. The device for a vehicle according to claim 1, wherein, When executed by a processor communicating with memory, the at least one instruction is configured to cause the device to: Based on the determined vehicle speed and the driver's expected response time, determine the driver's expected response distance. Based on the determined entry distance and the determined expected response travel distance, determine whether to output a notification.

3. The device for a vehicle according to claim 2, wherein, When executed by a processor communicating with memory, the at least one instruction is configured to cause the device to: A notification is output based on the remaining distance being less than or equal to a determined expected response travel distance, wherein the remaining distance is obtained by subtracting a predetermined safety distance from the determined entry distance.

4. The device for a vehicle according to claim 2, wherein, When executed by a processor communicating with memory, the at least one instruction is configured to cause the device to: If the remaining distance exceeds the determined expected response travel distance, no notification is output, wherein the remaining distance is obtained by subtracting a predetermined safety distance from the determined entry distance.

5. The device for a vehicle according to claim 2, wherein, When executed by a processor communicating with memory, the at least one instruction is configured to cause the device to: Based on the identification of vehicle congestion on the autonomous driving route according to the vehicle's destination, a decision is made on whether to output a notification by comparing the remaining distance with a determined expected response travel distance, wherein the remaining distance is obtained by subtracting the congestion distance and the safety distance from the determined entry distance.

6. The device for a vehicle according to claim 1, wherein, When executed by a processor communicating with memory, the at least one instruction is configured to cause the device to: After the initial notification is output, one or more additional notifications with a first form that differs from the second form of the initial notification are output sequentially.

7. The device for a vehicle according to claim 1, wherein, When executed by a processor communicating with memory, the at least one instruction is configured to cause the device to: After the initial notification is output, one or more additional notifications with a first strength that is different from the second strength of the initial notification are output sequentially.

8. The device for a vehicle according to claim 1, wherein, When executed by a processor communicating with memory, the at least one instruction is configured to cause the device to: The vehicle's autonomous driving is terminated based on the driver's predetermined response to the notification.

9. The device for a vehicle according to claim 8, wherein, The predetermined response includes at least one of an input for disengaging the vehicle's automatic driving or a braking input for braking the vehicle.

10. The device for a vehicle according to claim 1, wherein, When executed by a processor communicating with memory, the at least one instruction is configured to cause the device to: The vehicle's braking is controlled if no response from the driver is detected within a predetermined time period after the output notification.

11. The device for a vehicle according to claim 10, wherein, When executed by a processor communicating with the memory, the at least one instruction is configured to cause the device to control the braking of the vehicle by performing at least one of the following: Slow down the vehicle. Stop the vehicle within the lane, or To bring the vehicle to a stop after changing lanes.

12. A method performed by a device of a vehicle, the method comprising: Based on sensor data obtained from sensors during autonomous driving, detect whether the vehicle is approaching the system boundary where autonomous driving is limited; Based on the detection that the vehicle is approaching the system boundary where autonomous driving is restricted, the entry distance to the system boundary and the vehicle speed are determined. Based on a determined entry distance and a determined vehicle speed, a signal is generated indicating whether to output a notification to the vehicle's driver. The vehicle's autonomous driving is adjusted based on the signals.

13. The method according to claim 12, wherein, The generation of the signal indicating whether to output a notification includes: Based on the determined vehicle speed and the driver's expected response time, determine the driver's expected response distance. Based on the determined entry distance and the determined expected response travel distance, determine whether to output a notification.

14. The method of claim 13, further comprising: A notification is output based on the remaining distance being less than or equal to a determined expected response travel distance, wherein the remaining distance is obtained by subtracting a predetermined safety distance from the determined entry distance.

15. The method of claim 13, further comprising: If the remaining distance exceeds the determined expected response travel distance, no notification is output, wherein the remaining distance is obtained by subtracting a predetermined safety distance from the determined entry distance.

16. A vehicle comprising: Sensors configured to detect information including the vehicle's position and speed; Driving control circuitry configured to control the vehicle's automatic driving. as well as Processor circuitry configured to enable the vehicle to: Based on the detected information, the approach distance and vehicle speed to the system boundary where autonomous driving is restricted are determined. Obtain the driver response time associated with the vehicle's driver, wherein the driver response time corresponds to the predicted time interval between a takeover request and the driver taking over the vehicle's autonomous driving. The driver response distance is defined as the product of vehicle speed and driver response time. If the entry distance is less than or equal to the driver's response distance, a takeover request is sent to the driver. Based on the absence of a driver response to a takeover request within a preset time threshold, the minimum risk strategy operation is activated via the driving control circuit during the vehicle's autonomous driving process.

17. The vehicle according to claim 16, wherein, The processor circuitry is configured to obtain the driver response time via at least one of the following: Retrieve pre-stored default values. Refer to driver's file information, or Driver response time is estimated based on driver monitoring sensor data.

18. The vehicle according to claim 16, wherein, The processor circuitry is configured to activate a minimum risk strategy operation based on the absence of driver response by at least one of the following: slowing down the vehicle, stopping the vehicle within the lane, or stopping the vehicle after a lane change.

19. The vehicle according to claim 16, wherein, The processor circuitry is configured to output a takeover request in at least one of the following forms: visual, auditory, or tactile.

20. The vehicle according to claim 16, wherein, The processor circuit is configured as follows: After outputting a takeover request in the first form, based on the lack of detected driver response, a takeover request is output in the second form. After outputting a takeover request in the second form, a takeover request is output in the third form based on the lack of detected driver response.

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