Vehicle position estimation device, method for estimating a position of a vehicle and vehicle

Abstract

Vehicle position estimation device (100) comprising: a vehicle sensor (150) configured to detect a vehicle (1), a communication unit (140) configured to receive driving information of another vehicle (200) from the other vehicle (200), and a control unit (160) which is arranged to detect a position of the vehicle (1) and a travel trajectory of the other vehicle (200) based on information of vehicles detected by the vehicle sensor (150) and travel information of the other vehicle (200) transmitted from the other vehicle (200), to predict a route of the other vehicle (200), to compare the predicted route of the other vehicle (200) with an expected route of the vehicle (1) on a map to extract position correction information for the predicted route, and to correct the position of the vehicle (1) based on the position correction information for the predicted route, wherein the control unit (160) assigns a weight for the predicted travel route taking into account whether or not a driver of the other vehicle (200) is driving, the travel trajectory of the other vehicle (200), whether or not there is another communication-associated vehicle, and whether or not lane correction is possible, and takes the weight for the predicted travel route into account when correcting the position of the vehicle (1).

Description

Background of the inventionField of the invention

[0001] Embodiments of the present invention relate to a vehicle position estimation apparatus, a method for estimating a position of a vehicle, and a vehicle using the same. Description of the technology used

[0002] Recently, many vehicles have been installing numerous additional service devices to improve the safety and comfort of a driver.

[0003] In particular, additional service devices for a vehicle include a safety assistance device such as a lane departure warning system for assisting a driver's steering operation during driving to prevent a vehicle from leaving the lane, and an additional service providing device such as a navigation system for guiding a path to a selected destination of the driver and surrounding information according to the path.

[0004] Similarly, a technique that uses a sensor mounted on a vehicle to detect geographical features and lanes around the vehicle has been applied to autonomous driving.

[0005] Because a vehicle travels under various traffic conditions, it is useful to determine the vehicle's accurate position for autonomous driving. However, there are cases where it is difficult to accurately detect lanes due to objects around the vehicle.

[0006] JP 2003-337 029 A discloses a position detection device.

[0007] DE 10 2009 014 104 A1 discloses a vehicle detection system. In the vehicle detection system, forward vehicle information and infrastructure information are checked together for information that can be considered to belong to one and the same vehicle. Pieces of information regarding position and speed are averaged to capture the vehicle information. Pieces of information that can be considered to belong to one and the same vehicle are determined and combined into one piece. Furthermore, estimates of the future speed and future position are corrected using driving information. Subsequently, the probability of a same lane and a collision time are estimated, and information of the host vehicle is sent to a vehicle on a possible collision course. Explanation of the invention

[0008] The disclosure provides an apparatus and a method for determining a driving trajectory and a predicted route of another vehicle surrounding a vehicle through vehicle-to-everything (V2X) communication between a sensor mounted on the vehicle and the other vehicle, and for estimating the position of the vehicle based on the driving trajectory and the predicted route of the other vehicle, and a vehicle using the apparatus and the method.

[0009] The present invention provides a vehicle position estimation device comprising: a vehicle sensor configured to detect a vehicle, a communication unit configured to receive travel information of another vehicle from the other vehicle, and a control unit configured to detect a position of the vehicle and a travel trajectory of the other vehicle based on vehicle information detected by the vehicle sensor and travel information of the other vehicle transmitted from the other vehicle, to predict a travel route (e.g., an expected travel route) of the other vehicle, to match the predicted travel route of the other vehicle with an expected travel route of the vehicle on a map, and to determine the travel route of the other vehicle based on the vehicle position and the travel trajectory of the other vehicle.to compare to extract position correction information for the predicted travel route to correct the position of the vehicle based on the position correction information for the predicted travel route, wherein the control unit assigns a weight for the predicted travel route taking into account whether or not a driver of the other vehicle is driving, the travel trajectory of the other vehicle, whether or not there is another communication-associated vehicle, and whether or not lane correction is possible, and takes the weight for the predicted travel route into account when correcting the position of the vehicle.

[0010] The information of vehicles detected by the vehicle sensor includes at least one of relative coordinates and speed of the other vehicle with respect to the vehicle.

[0011] The other vehicle driving information includes at least one of absolute coordinates, a driving mode, a yaw rate, speed, and lane information of the other vehicle.

[0012] The control unit can predict the expected route of the other vehicle using the yaw rate and speed of the other vehicle transmitted from the other vehicle.

[0013] The communication unit can perform vehicle-to-everything (V2X) communication with the other vehicle.

[0014] The control unit may detect the driving trajectory of the other vehicle determined as a valid vehicle, taking into account whether or not the other vehicle allows V2X communication and whether or not the other vehicle has a lane detection sensor.

[0015] Determining whether lane correction is possible refers to determining whether or not vehicle-to-everything (V2X) communication is allowed and whether or not a lane detection sensor is present.

[0016] The control unit may calculate the weight for each driving route by summing values ​​of elements of: whether or not a driver is driving, the driving trajectory of the other vehicle, whether or not there is another communication-associated vehicle, and whether or not lane correction is possible.

[0017] The control unit can normalize the weighting for each route to Nor_Weight[N]: Nor_Weight[N] = Weight[N] / Sum(Weight[1, ...N]), where Nor_Weight[N] can have a value from 0 to 1.

[0018] The control unit may apply the normalized weight for each travel route to a gradient difference and position correction vectors of a width direction position and a travel direction position for the travel route, thereby correcting the position of the vehicle.

[0019] Furthermore, the present invention provides a method for estimating a position of a vehicle, the method comprising: acquiring information of vehicles by a vehicle sensor provided in the vehicle or acquiring driving information of another vehicle by communicating with the other vehicle, converting a position of the other vehicle into absolute coordinates using the information of vehicles detected by the vehicle sensor and the driving information of the other vehicle, acquiring (e.g., detecting) a position of the vehicle and a driving trajectory of the other vehicle based on the information of vehicles and the driving information of the other vehicle, predicting a driving route (e.g., an expected driving route) of the other vehicle, matching (hereinafter referred to as “matching”) and superimposing the position of the other vehicle.Comparing the predicted route of the other vehicle with an expected route of the vehicle on a map in order to extract position correction information for each route.and correcting the position of the vehicle based on the position correction information for each travel route, wherein the method, before extracting the position correction information for the predicted travel route to correct the position of the vehicle, further comprises: assigning a weight for the predicted travel route taking into account whether or not a driver of the other vehicle is driving, the travel trajectory of the other vehicle, whether or not there is another communication-associated vehicle, and whether or not lane correction is possible, wherein correcting the position of the vehicle comprises taking into account the weight for the predicted travel route in conjunction with the position correction information for the predicted travel route.

[0020] The driving information of the other vehicle may include at least one of absolute coordinates, a driving mode, a yaw rate, speed, and lane information of the other vehicle.

[0021] Predicting the expected travel path of the other vehicle may comprise predicting an expected travel path of the other vehicle using the yaw rate and speed of the other vehicle transmitted from the other vehicle.

[0022] Acquiring the driving information of the other vehicle may comprise receiving driving information of the other vehicle transmitted from the other vehicle through vehicle-to-everything (V2X) communication with the other vehicle.

[0023] Detecting the travel trajectory of the other vehicle may comprise detecting a travel trajectory of the other vehicle determined to be a valid vehicle, taking into account whether or not the other vehicle allows V2X communication and whether or not the other vehicle has a lane detection sensor.

[0024] Assigning the weight for each travel route may comprise calculating the weight for each travel route by summing values ​​of elements of: whether or not a driver is driving, the travel trajectory of the other vehicle, whether or not there is another communication-assigned vehicle, and whether or not lane correction is possible, and normalizing the weight for each travel route.

[0025] Correcting the position of the vehicle may comprise applying the normalized weight for each travel route to a gradient difference and position correction vectors from a width direction position and a travel direction position for the travel route, thereby correcting the position of the vehicle.

[0026] Furthermore, the present invention provides a vehicle comprising: a vehicle sensor configured to detect the vehicle and another vehicle, a communication unit configured to receive travel information of the other vehicle from the other vehicle, and a control unit configured to detect a position of the vehicle and a travel trajectory of the other vehicle based on vehicle information detected by the vehicle sensor and the travel information of the other vehicle transmitted from the other vehicle, to predict a travel route (e.g., an expected travel route) of the other vehicle, to compare the predicted travel route of the other vehicle with an expected travel route of the vehicle on a map, orto compare to extract position correction information for the predicted travel route, and to correct the position of the vehicle based on the position correction information for the predicted travel route, wherein the control unit assigns a weight for the predicted travel route taking into account whether or not a driver of the other vehicle is driving, the travel trajectory of the other vehicle, whether or not there is another communication-associated vehicle, and whether or not lane correction is possible, and takes the weight for the predicted travel route into account when correcting the position of the vehicle.

[0027] The communication unit can perform vehicle-to-everything (V2X) communication with the other vehicle. Brief description of the drawings Fig. 1 shows an exterior of a vehicle. Fig. 2 shows an interior of a vehicle. Fig. 3 is a block diagram showing the configuration of a position estimation device of the vehicle. Fig. 4 shows a driving environment of the vehicle. FIGS. 5 to 7 are views for describing a method of detecting a traveling trajectory of the vehicle. FIGS. 8 to 11 are views for describing a method of predicting an expected travel route of another vehicle. FIGS. 12 to 14 are views for describing a method of comparing an expected travel route of another vehicle with a map. Fig. Figure 15 is a block diagram showing the configuration of the vehicle. FIGS. 16 and 17 are flowcharts illustrating a vehicle position estimation method. Detailed description

[0028] Like reference numerals refer to like elements throughout the description. This description does not describe all components of embodiments, and descriptions of common content in the art to which the invention belongs or overlapping content between embodiments are omitted. As used in the description, the terms "part," "module," "element," and "block" may be implemented in software or hardware, and may be implemented as a single element or a plurality of elements.

[0029] In this description, it should be understood that the case where a particular part is "connected" to another part includes both the case where the part is "indirectly connected" to the other part and the case where the part is "directly connected" to the other part. The case where the part is "indirectly connected" to the other part includes the case where the part is connected to the other part through a wireless communication network.

[0030] Likewise, it should be understood that when a particular part “includes” a particular component, the part does not exclude another component, but may further include another component unless the context clearly indicates otherwise.

[0031] Likewise, the terms “first”, “second”, etc. are used to distinguish one component from another and the components are not limited by these terms.

[0032] Likewise, the singular forms “a” and “the” include plural references unless the context clearly indicates otherwise.

[0033] Reference numerals used in the following descriptions of operations are for convenience of description only, not to restrict the order of operations. Therefore, operations may be performed in a different order unless the order of operations is specifically written in the context.

[0034] The operating principle and embodiments of the present invention will now be described with reference to accompanying drawings.

[0035] Fig. 1 shows the exterior of a vehicle.

[0036] Referring to Fig. 1, a vehicle 1 may include a body 10 forming the exterior of the vehicle 1, a windshield or windscreen (hereinafter referred to as “windshield”) 11 configured to provide a driver with a front view of the vehicle 1, a plurality of side mirrors 12 configured to provide the driver with rear and side views of the vehicle 1, a plurality of doors 13 configured to shield the interior of the vehicle 1 from the exterior, and a plurality of wheels 21 and 22, including front wheels 21 located in the front part of the vehicle 1 and rear wheels 22 located in the rear part of the vehicle 1, for moving the vehicle 1.

[0037] The windshield 11 may be mounted on the upper front portion of the body 10 to enable a driver inside the vehicle 1 to obtain information about a front view of the vehicle 1. The side mirrors 12 may include a left side mirror located to the left of the body 10 and a right side mirror located to the right of the body 10 to assist the driver in obtaining side and rear views of the vehicle 1.

[0038] The doors 13 may be pivotally provided to the left and right of the body 10 to allow the driver to open one of them and enter the vehicle 1. Likewise, the doors 13 may shield the interior of the vehicle 1 from the exterior when all of them are closed.

[0039] In addition to the components described above, the vehicle 1 may include a power device 16 configured to rotate the wheels 21 and 22, a steering device (not shown) configured to change the direction of movement of the vehicle 1, and a braking device (not shown) configured to stop movement of the wheels 21 and 22.

[0040] The power device 16 can provide rotational power to the front wheels 21 or the rear wheels 22, allowing the body 10 to move forward or backward. The power device 16 can include an internal combustion engine for burning fossil fuel to generate rotational power, or an electric motor for receiving power from an electrical energy storage device (not shown, e.g., battery, capacitor) to generate rotational power.

[0041] The steering device may have a steering handle or steering twist handle (short “steering twist handle”) (42 in Fig. 2) configured to receive a driving direction from the driver, a steering gear (not shown) configured to convert a rotational movement of the steering twist handle 42 into a reciprocating movement, and a steering linkage (not shown) configured to transmit the reciprocating movement of the steering gear (not shown) to the front wheels 21. The steering device can change the directions of the rotation shafts of the wheels 21 and 22, thereby changing the driving direction of the vehicle 1.

[0042] The braking device may include a brake pedal (not shown) configured to receive braking input from the driver, a brake drum (not shown) coupled to the wheels 21 and 22, and a brake shoe (not shown) configured to decelerate the rotation of the brake drum using frictional force. The braking device may decelerate the travel of the vehicle 1 by stopping the rotation of the wheels 21 and 22.

[0043] Fig. 2 shows the interior of a vehicle.

[0044] In the interior of the vehicle 1, there may be provided a dashboard 14 in which various types of devices enabling a driver to manipulate the vehicle 1 are installed, a driver's seat 15 on which the driver sits, group displays 51 and 52 configured to display operational information of the vehicle 1, and a navigation system 70 configured to provide an audio function and a video function in addition to a navigation function for providing route guidance information according to the driver's manipulation command.

[0045] The instrument panel 14 may protrude toward the driver from the lower portion of the windshield 11 to allow the driver to manipulate various types of devices installed in the instrument panel 14 while maintaining a forward view.

[0046] The driver's seat 15 may be arranged behind the dashboard 14 so that the driver can drive the vehicle 1 in a comfortable position while maintaining a view forward and of the various types of devices on the dashboard 14.

[0047] The group displays 51 and 52 may be arranged on the instrument panel 14 around the driver's seat and may include a vehicle speed display device 51 for displaying the vehicle speed of the vehicle 1 and a revolutions per minute (rpm) display device 52 for displaying the revolutions per minute of the power device (not shown).

[0048] The navigation system 70 may include a display configured to display information about a road on which the vehicle 1 is traveling or a route to the driver's desired destination, and a speaker 41 configured to output sound according to the driver's manipulation command. Recently, many vehicles have an audio-video navigation (AVN) system that integrates an audio system, a video system, and a navigation system.

[0049] The navigation system 70 may be installed in a center panel. The center panel is a control panel of the instrument panel 14, which is located between the driver's seat and a passenger seat. The center panel may be positioned at or near an area where the instrument panel 14 vertically meets a gear selector lever, and the navigation system 70, an air conditioner, a heater control unit, a vent, a cigarette lighter socket, an ashtray, a cup holder, etc. may be installed in the center panel. Likewise, the center panel may function to separate the driver's seat from the passenger seat, along with a center console.

[0050] Likewise, a rotary wheel 60 may be provided to enable the driver to manipulate or influence the various types of devices as well as the navigation system 70.

[0051] The rotary wheel 60 according to the present invention may allow the driver to rotate or apply pressure to the rotary wheel 60 to perform driving manipulations, and the rotary wheel 60 may also include a touch-sensitive operation surface having a touch recognition function to perform handwriting recognition for driving manipulations using a user's finger, or a tool having a touch recognition function.

[0052] Most vehicles maintain their lanes while traveling on roads. If it is possible to accurately predict a travel trajectory and a travel route of another vehicle around a vehicle, the prediction results can be used to estimate the vehicle's position by comparing the results with a route for each lane on a map. A position estimation device 100 disclosed below can estimate the position of the vehicle 1 using the principle described above.

[0053] Fig. 3 is a control block diagram showing the configuration of a position estimation device of the vehicle in detail.

[0054] Fig. 4 shows a driving environment of the vehicle, FIGS. 5 to 7 are views for describing a method of detecting a driving trajectory of the vehicle, FIGS. 8 to 11 are views for describing a method of predicting an expected driving route of another vehicle, and FIGS. 12 to 14 are views for describing a method of comparing an expected driving route of another vehicle with a map.

[0055] The following description is given with reference to FIGS. 4 to 14.

[0056] Referring to Fig. 3, the position estimation device 100 may include an input device 110, a storage device 120, a display device 130, a communication unit 140, a vehicle sensor 150, and a control unit 160.

[0057] The input device 110 may include a hardware device for receiving input from a user, such as a plurality of buttons or switches, a pedal, a keyboard, a mouse, a control ball, also referred to as a "trackball", various levers, a handle, or a joystick.

[0058] The input device 110 may also include a software device for receiving user inputs, such as a graphical user interface (GUI) including a touchpad, etc. The touchpad may be implemented with a touch screen panel (TSP), thereby forming an interlayer structure with the display device 130.

[0059] The storage device 120 may store various information related to the position estimation device 100. For example, the storage device 120 may include a map, a criterion for estimating the position of the vehicle, travel information transmitted from another vehicle 200, sensing information sensed by the vehicle sensor 150, and the like.

[0060] The memory device 120 may be at least one of, but not limited to, a non-volatile memory device (e.g., a cache, read-only memory (ROM), programmable ROM (PROM), erasable programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), and flash memory), a volatile memory device (e.g., random access memory (RAM), or a storage medium such as a hard disk drive (HDD) or compact disk-ROM (CD-ROM). The memory device 120 may be implemented as a chip separate from a processor or may be integrated into a processor to be implemented as a single chip.

[0061] The display device 130 can display various information concerning the position estimation device 100. The display device 130 can be used as a display of the navigation system (70 in Fig. 2), although not limited thereto. According to another example, the display device 130 may be implemented as a separate display.

[0062] The display device 130 may include, but is not limited to, a cathode ray tube (CRT), a digital light processing (DLP) panel, a plasma display panel (PDP), a liquid crystal display (LCD), an electroluminescence (EL) panel, an electrophoretic display (EPD), an electrochromic display (ECD), a light emitting diode (LED), an organic light emitting diode (OLED), etc. is.

[0063] The communication unit 140 can receive driving information of the other vehicle 200 from the other vehicle 200. The communication unit 140 can perform vehicle-to-everything (V2X) communication with the other vehicle 200. V2X communication is a vehicle communication system technology for enabling a vehicle to exchange or share information, such as traffic conditions, with other vehicles by communicating with road infrastructure and the other vehicles while driving.

[0064] The communication unit 140 may include one or more components for enabling communication with an external device. For example, the communication unit 140 may include at least one of a short-range communication module, a wired communication module, and a wireless communication module. The short-range communication module may include various types of short-range communication modules, such as a Bluetooth module, an infrared communication module, a radio frequency identification (RFID) communication module, a wireless local access network (WLAN) communication module, a near-field communication (NFC) module, a Zigbee communication module, and the like, which transmit / receive signals through a short-range wireless communication network.The wired communication module may include various wired communication modules, such as a universal serial bus (USB), a high-definition multimedia interface (HDMI), a digital visual interface (DVI), Recommended Standard-232 (RS-232), power line communication, plain old telephone service (POTS), and the like, as well as various types of wired communication modules, such as a controller area network (CAN) communication module, a local area network (LAN) module, a wide area network (WAN) module, a Value Added Network (VAN) module and the like.The wireless communication module may include wireless communication modules that support various wireless communication methods, such as Global System for Mobile Communication (GSM), Code Division Multiple Access (CDMA), Wideband Code Division Multiple Access (WCDMA), Universal Mobile Telecommunications System (UMTS), Time Division Multiple Access (TDMA), Long Term Evolution (LTE), and the like, as well as a Radio Data System-Traffic Message Channel (RDS-TMS), Digital Multimedia Broadcasting (DMB), Wi-Fi (Wi-Fi), and the like. “Wireless Fidelity”) module and a wireless broadband (Wibro, from English."Wireless Broadband") module. The wireless communication module may include a wireless communication interface having an antenna and a receiver for receiving traffic information signals. Likewise, the wireless communication module may further include a traffic information signal conversion module for demodulating an analog radio signal received through the wireless communication interface into a digital control signal. The vehicle sensor 150 may detect a vehicle. The vehicle sensor 150 may detect the position of another vehicle 200 located around the vehicle 1 on a road on which the vehicle 1 is traveling. Meanwhile, the vehicle sensor 150 may detect an obstacle, such as a wall, a curb, and a barrier, around the vehicle 1.

[0065] The vehicle sensor 150 may include a stereo camera, a camera, a radar sensor, a lidar sensor, an ultrasonic sensor, and the like for detecting the driving state of the vehicle 1 or the other vehicle 200. Likewise, the vehicle sensor 150 may further include a steering angle sensor (SAS), a wheel speed sensor (WSS), a yaw rate sensor, a global positioning system (GPS) sensor, a lane detection sensor, etc. The vehicle sensor 150 may be provided not only in the vehicle 1 but also in the other vehicle 200.The control unit 160 may detect the position of the vehicle 1 and the travel trajectory of the other vehicle 200 based on vehicle information detected by the vehicle sensor 150 and travel information of the other vehicle 200 transmitted from the other vehicle 200, predict an expected travel route of the other vehicle 200, and then compare the expected travel route of the other vehicle 200 with an expected travel route on a map, thereby correcting the position of the vehicle 1.

[0066] The information of vehicles detected by the vehicle sensor 150 may include at least one of the relative coordinates and speed of the other vehicle 200 with respect to the vehicle 1.

[0067] The driving information of the other vehicle 200 may include at least one of the absolute coordinates, driving mode, yaw rate, speed, and lane information of the other vehicle 200. The lane information means a distance between the position of the other vehicle 200 and the lane and may be used to correct the position of the other vehicle 200 in a width direction by a lane offset. In particular, the control unit 160 may detect a driving trajectory of a valid vehicle 200 taking into account whether or not the vehicle 200 is capable of performing V2X communication and whether or not the vehicle 200 has a lane detection sensor. That is, the control unit 160 may only detect the driving trajectory of a valid vehicle 200, which is determined to be used to correct the position of the vehicle 1 (e.g.,from the set of) other vehicles 200 detected by the vehicle sensor 150. Determining whether the other vehicle 200 is capable of performing V2X communication means determining whether or not the other vehicle 200 has a V2X communication function to perform V2X communication with the vehicle 1 and matches the position of the other vehicle 200 detected by the vehicle 1.

[0068] Referring to Fig. 4, other vehicles BV, CV1, CV2, DV1, and DV2 having different characteristics may travel around a vehicle AV. The different characteristics may include characteristics such as whether or not the other vehicles BV, CV1, CV2, DV1, and DV2 are capable of V2X communication with the vehicle AV, whether or not the other vehicles BV, CV1, CV2, DV1, and DV2 have a lane detection sensor, and the like. For example, the other vehicles BV, CV1, CV2, DV1, and DV2 may include a vehicle BV that can perform V2X communication with the vehicle AV to enable V2X association, vehicles CV1 and CV2 that can perform V2X communication with the vehicle AV to enable V2X association but do not have a lane detection sensor, and vehicles DV1 and DV2 that have vehicle sensors but do not allow V2X communication.The other vehicle BV equipped with the lane detection sensor is capable of transmitting lane information indicating a distance between its own position and a lane in which the vehicle BV is currently traveling, while transmitting traveling information to the vehicle AV. In . Fig. 4, S denotes a boundary structure on the map and R denotes a driving route (travel trajectory) on the map.

[0069] The control unit 160 can detect the travel trajectory of the other vehicle 200 when the other vehicles BV, CV1, CV2, DV1, DV2, which have different characteristics, travel together, as shown in Fig. 4. The control unit 160 can detect the travel trajectory of a valid vehicle 200, taking into account whether or not the other vehicles BV, CV1, CV2, DV1, and DV2 are capable of V2X communication and whether or not the other vehicles BV, CV1, CV2, DV1, and DV2 have a lane detection sensor. This makes it possible to improve the reliability of the travel trajectory and the expected travel route of the other vehicle 200 to correct the position of the vehicle 1.

[0070] Referring to Fig. 5, the control unit 160 may detect the position of the other vehicle BV, which is capable of performing V2X communication with the vehicle AV to be V2X-associated, and which has a lane detection sensor, at predetermined time intervals (T = n, n+1, n+2), to thereby detect a travel trajectory, such as R in Fig. 5. In Fig. 5, L represents a track.

[0071] The actual position of the other vehicle BV, which is first detected by the control unit 160, is shown in section (a) in Fig. 5. The control unit 160 may correct the position of the other vehicle BV in the width direction by a lane offset based on lane information received through V2X communication to obtain a travel trajectory R, ​​as shown in section (b) in Fig. 5. The control unit 160 may correct the position of the other vehicle BV using the lane information so that the other vehicle BV is positioned at the center of the lane in the width direction. A history of the travel trajectory of the detected other vehicle BV may be stored in the storage unit 120. Likewise, the control unit 160 may assign a higher weight to the other vehicle BV capable of performing V2X communication with the vehicle AV and having a lane detection sensor than to other vehicles having the different characteristics.

[0072] Referring to FIGS. 6 and 7, the control unit 160 can detect the position of the other vehicle DV having a vehicle sensor at predetermined time intervals (T = n, n+1, n+2) using the vehicle sensor 150, to thereby detect a traveling movement R, as shown in FIGS. 6 and 7. The traveling trajectory of the other vehicle DV can be detected from the center of a lane L in the width direction, as shown in Fig. 6. Meanwhile, the other vehicle DV can be detected to the left or right of a lane L, as shown in Fig. 7, because the other vehicle DV is unable to perform V2X communication even if the other vehicle DV has a vehicle sensor. Accordingly, the control unit 160 may assign a lower weight to the other vehicle DV, which is unable to perform V2X communication even if the other vehicle DV has a vehicle sensor, than to the other vehicles having the different characteristics. The control unit 160 may predict an expected travel route of the other vehicle 200 using the yaw rate and speed of the other vehicle 200 transmitted from the other vehicle 200. The yaw rate and speed of the other vehicle 200 may be transmitted to the vehicle 1 at predetermined time intervals through the V2X communication.

[0073] Referring to Fig. 8, the control unit 160 may detect the position of the other vehicle CV capable of performing V2X communication with the vehicle AV to be V2X-associated with the vehicle AV at predetermined time intervals (T = n, n+1, n+2) to detect a travel trajectory R and predict an expected travel route of the other vehicle CV using a yaw rate and speed transmitted from the other vehicle CV.

[0074] At this time, if the predicted travel route has a high degree of agreement with an expected travel route on the map, such as when R1 is used, the control unit 160 may assign a high travel route weight to the corresponding vehicle. In contrast, if the predicted travel route has a low degree of agreement with the expected travel route on the map, such as when R2 is used, the control unit 160 may assign a relatively low travel route weight to the corresponding vehicle. The predicted travel route R2 may be obtained when no lane correction is performed because the other vehicle CV does not have a lane detection sensor. In the case of the other vehicle BV, because the other vehicle BV has a lane detection sensor, a predicted travel route with respect to the other vehicle BV may be assigned a higher weight than the predicted route with respect to the other vehicle CV.

[0075] Referring to Fig. 9, the control unit 160 may detect the position of the other vehicle DV having a vehicle sensor at predetermined time intervals (T = n, n+1, n+2) using the vehicle sensor 150, thereby detecting a travel trajectory R based on the detected position of the other vehicle DV and predicting an expected travel route of the other vehicle DV. However, because the other vehicle DV is unable to perform V2X communication, the control unit 160 may assign a relatively lower weight to the other vehicle DV than to the other vehicles (e.g., vehicles BV and CV) having the different characteristics.

[0076] Meanwhile, the control unit 160 may predict an expected travel route of another vehicle 200 located behind the vehicle AV using the yaw rate and speed of the other vehicle 200 transmitted from the other vehicle 200.

[0077] Referring to Fig. 10, when another vehicle BV capable of performing V2X communication and having a lane detection sensor so that the relative position of the other vehicle BV can be accurately measured, the control unit 160 may predict an expected travel route of the other vehicle BV and compare the predicted travel route of the other vehicle BV with the map to use the result of the comparison for position correction of the vehicle AV.

[0078] Likewise, the control unit 160 can determine a maximum value of a valid driving section (for example, R4 in Fig. 10) and the valid driving section (for example R3 in Fig. 10) restrict based on the current speed of the vehicle AV when predicting an expected travel route based on another vehicle 200 located behind the vehicle AV.

[0079] A method of predicting an expected travel route based on another rear vehicle may be implemented when the vehicle 1 is traveling on a road (for example, an intersection) on which no vehicles exist in front of it, or when the vehicle 1 is traveling on a road on which no vehicles exist in front of or around the vehicle 1, although it is not limited thereto.

[0080] If the rear vehicle DV is unable to conduct V2X communication even though the rear vehicle has a vehicle sensor, it may not be useful to use only the travel trajectory of the rear vehicle DV for position correction of the vehicle AV, because the situation occurring in front of the vehicle AV is important. That is, if the position of the vehicle AV is corrected based only on the position of the rear vehicle DV measured by the vehicle AV when the vehicle AV is unable to conduct real-time V2X communication with the rear vehicle DV, the reliability of the position correction result may be relatively low.

[0081] The control unit 160 can compare the predicted route of the other vehicle 200 with an expected route on the map to thereby correct the position of the vehicle 1.

[0082] Fig. Figure 12 shows the actual positions of a vehicle AV and other vehicles BV1 and BV2. Due to an error in the position of the vehicle AV, the position of the vehicle AV and the positions of the other vehicles BV1 and BV2 may have errors, as shown in Fig. 13 shown.

[0083] In this case, the control unit 160 may straighten or smooth a predicted travel route of the other vehicle 200 in the form of a curved line, and compare or compare the resulting predicted travel route with an expected travel route on the map for each travel route.

[0084] The control unit 160 may compare the predicted route of the other vehicle 200 with the expected route on the map for each route based on an angle formed between the corresponding straight lines and a distance error. Referring to Fig. 13, the control unit 160 can extract position correction information after comparison because the gradients and distance differences of the straight line sections R5 and R5', R6 and R6', R7 and R7', and R8 and R8' in the travel route are within reference values.

[0085] That is, the control unit 160 can extract heading information (in the sense of heading information) based on a gradient difference for each travel route, and can extract position error information in the travel direction and the width direction for each travel route, thereby correcting the gradient of the vehicle 1 and the position of the vehicle 1 in the travel direction and the width direction, as shown in Fig. 14 shown.

[0086] The steering direction information of the vehicle 1 may mean an angle indicating the direction of travel of the vehicle 1 formed in a clockwise direction with respect to the north.

[0087] Meanwhile, the control unit 160 may assign a weight for each travel route in consideration of whether or not a driver of the other vehicle 200 is driving, the travel trajectory of the other vehicle 200, whether or not there is another communication-associated vehicle, and whether or not lane correction is possible, and take the weight for each travel route into consideration when correcting the position of the vehicle 1.

[0088] Determining whether lane correction is possible may include determining whether V2X communication is permitted and whether a lane detection sensor is present.

[0089] In particular, the control unit 160 may calculate a weight for each travel route by summing values ​​of elements of: whether or not a driver of the other vehicle 200 is driving, the travel trajectory of the other vehicle, whether or not there is another communication-associated vehicle, and whether or not lane correction is possible.

[0090] The control unit 160 may calculate a weight for each travel route according to equation (1) below. • Weighting = Whether or not a driver is driving + Whether or not the driving trajectory of another vehicle is acquired + Whether or not there is another V2X communication-associated vehicle + Whether or not lane correction is possible (Whether or not V2X communication is allowed + Whether or not a lane detection sensor is present) • The weight can be set to a value in a range from 0 to 4 for each route. • If there are N even routes, the weight can be expressed as Weight[N]. • Likewise, the control unit 160 can normalize the weighting for each route. • In particular, the weighting can be normalized and changed to Nor_Weight[N]

[0091] The normalized weight can be expressed according to equation (2) below. • Nor_Weight[N]=Weight[N] / Sum(Weight[1,…N]),where Nor_Weight[N] can have a value from 0 to 1.

[0092] Likewise, the control unit 160 may apply the normalized weight for each travel route to a gradient difference and position correction vectors for a width direction position and a travel direction position for the travel route, thereby correcting the position of the vehicle.

[0093] For example, if a gradient difference assigned for each travel route is expressed as Angle[i], and position correction vectors on the global coordinate system are expressed as DIFF_x[i] and DIFF_y[i], a gradient value to be corrected may be Mod_A = SUM(Nor_Weight[i] * Angle[i]), a position-corrected value in the travel direction may be Mod_X = SUM(Nor_Weight[i] * DIFF_x[i]), and a position-corrected value in the width direction may be Mod_Y = SUM(Nor_Weight[i] * DIFF_y[i]).

[0094] If a value of the control direction of the corresponding route on the map with respect to the vehicle's control direction is fabs (control direction) < 0 + threshold or fabs (control direction) < 180 - threshold, the control direction value can be used to correct the position in the latitude direction. If fabs (control direction) = 90 ± threshold, the control direction value can be used to correct the position in the travel direction. If the control direction value is a different value, the control direction value can be used to correct the positions in the travel direction and the latitude direction. Here, "fabs (travel direction)" specifically refers to the absolute value of the travel direction.

[0095] That is, the control unit can correct Mod_A, Mod_X and Mod_Y with respect to the current position of vehicle 1, thereby correcting the position of vehicle 1 to a final position.

[0096] The control unit 160 may be implemented with memory (not shown) for storing algorithms for controlling the operations of components in the position estimation device 100 or data for programs for executing the algorithms, and with a processor (not shown) for performing the above-described operations using the data stored in the memory. The memory and processor may be implemented as separate chips or as a single chip.

[0097] Fig. Figure 15 is a control block diagram showing the configuration of the vehicle in detail.

[0098] Below is a detailed description of the same configuration as the one shown in Fig. 3 is omitted.

[0099] Referring to Fig. 15, a vehicle 300 may include an input device 310, a storage device 320, a display device 330, a communication unit 340, a vehicle sensor 350, and a control unit 360.

[0100] The input device 310 may include a hardware device for receiving input from a user, such as a plurality of buttons or switches, a pedal, a keyboard, a mouse, a control ball, also referred to as a "trackball", various levers, a handle, or a joystick.

[0101] Likewise, the input device 310 may include a software device for receiving user inputs, such as a graphical user interface (GUI) including a touch panel, etc. The touch panel may be implemented with a touch screen panel (TSP), thereby forming an intermediate layer structure with the display device 330.

[0102] The storage device 320 may store various information related to the vehicle 300. For example, the storage device 320 may include a map, criteria for estimating the position of the vehicle 300, driving information transmitted from another vehicle 200, and the like.

[0103] The display device 330 can display various information relating to the vehicle 300.

[0104] The communication unit 340 can receive driving information of the other vehicle 200 from the other vehicle 200. The communication unit 340 can perform V2X communication with the other vehicle 200. V2X communication is a vehicle communication system technology for enabling a vehicle to exchange or share information, such as traffic conditions, with other vehicles by communicating with road infrastructure or the other vehicles while driving.

[0105] The vehicle sensor 350 can detect the vehicle 300 and the other vehicle 200.

[0106] The vehicle sensor 350 may include a camera, a radar sensor, a lidar sensor, an ultrasonic sensor, and the like for detecting the driving state of the vehicle 300 or the other vehicle 200. Likewise, the vehicle sensor 350 may further include an SAS, a WSS, a yaw rate sensor, a GPS sensor, a lane detection sensor, etc.

[0107] The control unit 360 may detect the position of the vehicle 300 and the travel trajectory of the other vehicle 200 based on vehicle information detected by the vehicle sensor 350 and travel information of the other vehicle 200 transmitted from the other vehicle 200, predict an expected travel route of the other vehicle 200, and compare the expected travel route of the other vehicle 200 with an expected travel route on the map, thereby correcting the position of the vehicle 300.

[0108] The information of vehicles detected by the vehicle sensor 350 may include at least one of the relative coordinates and speed of the other vehicle 200 with respect to the vehicle 300.

[0109] The driving information of the other vehicle 200 may include at least one of the absolute coordinates, driving mode, yaw rate, speed, and lane information of the other vehicle 200.

[0110] The control unit 360 may predict an expected travel route of the other vehicle 200 using the yaw rate and speed of the other vehicle 200 transmitted from the other vehicle 200.

[0111] The control unit 360 may detect a driving trajectory of a valid vehicle 200 taking into account whether or not the vehicle 200 is capable of performing V2X communication and whether or not the other vehicle 200 has a lane detection sensor.

[0112] The control unit 360 may assign a weight for each travel route taking into account whether or not a driver of the other vehicle 200 is driving, the travel trajectory of the other vehicle 200, whether or not there is another communication-associated vehicle, and whether or not lane correction is possible, and take the weight for each travel route into account when correcting the position of the vehicle 300.

[0113] The determination of whether or not lane correction is possible may include determining whether or not V2X communication is permitted and whether or not a lane detection sensor is present.

[0114] In particular, the control unit 360 may calculate a weight for each travel route by summing values ​​of elements of: whether or not a driver is driving, the travel trajectory of the other vehicle 200, whether or not there is another communication-associated vehicle, and whether or not lane correction is possible.

[0115] The control unit 360 can normalize the weighting for each route.

[0116] Likewise, the control unit 360 may apply the normalized weight for each travel route to a gradient difference and position correction vectors for a width direction position and a travel direction position for the travel route, thereby correcting the position of the vehicle 300.

[0117] FIGS. 16 and 17 are flowcharts describing a vehicle position estimation method.

[0118] Referring to Fig. 16, the position estimation device 100 may detect information of vehicles through the vehicle sensor 150 provided in the vehicle 1 or acquire driving information of another vehicle 200 by communicating with the other vehicle 200, in operation 410.

[0119] The vehicle information may include information of the vehicle 1 and information of the other vehicle 200. The information of the other vehicle 200 may include at least one of the relative coordinates and speed of the other vehicle 200 with respect to the vehicle 1.

[0120] The position estimation device 100 can receive travel information of the other vehicle 200 transmitted from the other vehicle 200 through V2X communication with the other vehicle 200.

[0121] The driving information of the other vehicle 200 may include at least one of the absolute coordinates, driving mode, yaw rate, speed, and lane information of the other vehicle 200.

[0122] Then, the position estimation device 100 may convert the position of the other vehicle 200 into absolute coordinates using the information of vehicles detected by the vehicle sensor 150 and the travel information of the other vehicle 200, in operation 420.

[0123] In particular, the position (relative coordinates) of the other vehicle 200 measured by the vehicle sensor 150 of the vehicle 1 may be more accurate than a GPS position (absolute coordinates) measured by the other vehicle 200. Therefore, the position estimation device 100 may combine the relative coordinates of the other vehicle 200 measured by the vehicle sensor 150 of the vehicle 1 with the absolute coordinates of the other vehicle 200 measured by the other vehicle 200, and then convert the position of the other vehicle 200 into absolute coordinates, taking into account the coordinates of the vehicle 1.

[0124] Then, the position estimation device 100 may detect the position of the vehicle 1 and a travel trajectory of the other vehicle 200 based on the vehicle information and the travel information of the other vehicle 200, in operation 430.

[0125] The position estimation device 100 can detect a travel trajectory of a valid vehicle 200, taking into account whether or not the other vehicle 200 is capable of V2X communication and whether or not the other vehicle 200 has a lane detection sensor. That is, the position estimation device 100 can detect a travel trajectory of a valid vehicle 200, which can be used to correct the position of the vehicle 1 from a plurality of detected other vehicles 200.

[0126] Then, the position estimation device 100 may predict an expected travel route of the other vehicle 200 in operation 440. The position estimation device 100 may predict an expected travel route of the other vehicle 200 using the yaw rate and speed of the other vehicle 200 transmitted from the other vehicle 200. To do so, the other vehicle 200 may transmit the yaw rate and speed to the position estimation device 100 at predetermined time intervals through V2X communication.

[0127] Then, the position estimation device 100 may compare the predicted travel route of the other vehicle 200 with an expected travel route on the map to extract position correction information for each travel route, in operation 450.

[0128] Specifically, the position estimation device 100 may straighten the predicted travel route of the other vehicle 200 in the form of a curved line, in operation 510, and compare the resulting predicted travel route with the expected travel route on the map for each travel route, in operation 520.

[0129] At this time, the position estimation device 100 may compare the predicted travel route of the other vehicle 200 with the expected travel route on the map for each travel route based on an angle formed between the corresponding straight lines and a distance error.

[0130] Then, the position estimation device 100 may extract control traveling direction information of the vehicle 1 using a gradient difference for each traveling route in operation 530, and extract position error information in the width direction and in the traveling direction for each traveling route in operation 540. Here, the control traveling direction information of the vehicle 300 may mean an angle indicating the traveling direction of the vehicle formed in a clockwise direction with respect to the north.

[0131] Referring to Fig.13, the position estimation device 100 can extract position correction information after comparison because the gradients and distance differences of straight line regions R5 and R5', R6 and R6', R7 and R7', and R8 and R8' in the travel route are within reference values. If the gradients and distance differences of the straight line regions R5 and R5', R6 and R6', R7 and R7', and R8 and R8' exceed the reference values, the position estimation device 100 can perform the straightening process again.

[0132] Then, the position estimation device 100 may assign a weight for each travel route, taking into account whether or not a driver of the other vehicle 200 is driving, the travel trajectory of the other vehicle 200, whether or not there is another communication-associated vehicle, and whether or not lane correction is possible, in operation 460. The travel trajectory of the other vehicle 200 may be a travel trajectory of a front vehicle, although it is not limited thereto.

[0133] The process of assigning a weight for each travel route may comprise the process of calculating a weight for each travel route by summing values ​​of elements of: whether or not a driver is driving, the travel trajectory of the other vehicle 200, whether or not there is another communication-associated vehicle, and whether or not lane correction is possible, and normalizing the weight for each travel route.

[0134] Then, the position estimation device 100 may correct the position of the vehicle 1 based on the position correction information for each travel route, in operation 470.

[0135] At this time, the position estimation device 100 can correct the position of the vehicle 1 by considering the weight for each travel route in conjunction with the position correction information for each travel route.

[0136] Specifically, the process of correcting the position of the vehicle 1 may be a process of applying the normalized weight for each travel route to a gradient difference and position correction vectors of a width direction position and a travel direction position for the travel route, thereby correcting the position of the vehicle 1.

[0137] As apparent from the above description, because the vehicle position estimating apparatus and method and the vehicle using the same according to the embodiments of the present invention can detect the vehicle and another vehicle by a sensor mounted on the vehicle, detect a travel trajectory and a predicted travel route of the another vehicle using travel information of the another vehicle obtained from the other vehicle through V2X communication, and estimate the vehicle position based on the travel trajectory and the predicted travel route of the other vehicle, it is possible to estimate the vehicle position more accurately than in the typical technique.

[0138] Also, the vehicle position estimating apparatus and method and the vehicle using the same in accordance with embodiments of the present invention can correct information about the vehicle's location based on the travel trajectory of another vehicle.

[0139] Also, because the vehicle position estimating apparatus and method and the vehicle using the same according to the embodiments of the present invention can detect the vehicle position based on the travel trajectories of other vehicles, it is possible to improve the reliability of position detection results.

[0140] Furthermore, the vehicle position estimating apparatus and method and the vehicle using the same according to the embodiments of the present invention can estimate the vehicle position by predicting the travel trajectory of a rear vehicle through V2X communication, even when there is no vehicle in front, or when there is no lane or building to be recognized.

[0141] Meanwhile, the embodiments described above may be embodied in the form of, or stored on, a storage medium that stores instructions executable by a computer. The instructions may be stored in the form of program code, and when executed by a processor, the instructions may generate a program module for performing the operations of the embodiments described above. The storage medium may be embodied as a computer-readable storage medium.

[0142] Computer-readable storage media includes any type of storage medium that stores instructions interpretable by a computer. For example, the computer-readable storage medium may be ROM, RAM, magnetic tape, magnetic disk, flash memory, or an optical data storage device.

Claims

[1] Vehicle position estimation device (100) comprising: a vehicle sensor (150) configured to detect a vehicle (1), a communication unit (140) configured to receive driving information of another vehicle (200) from the other vehicle (200), and a control unit (160) which is arranged to detect a position of the vehicle (1) and a travel trajectory of the other vehicle (200) based on information of vehicles detected by the vehicle sensor (150) and travel information of the other vehicle (200) transmitted from the other vehicle (200), to predict a route of the other vehicle (200), to compare the predicted route of the other vehicle (200) with an expected route of the vehicle (1) on a map to extract position correction information for the predicted route, and to correct the position of the vehicle (1) based on the position correction information for the predicted route, wherein the control unit (160) assigns a weight for the predicted travel route taking into account whether or not a driver of the other vehicle (200) is driving, the travel trajectory of the other vehicle (200), whether or not there is another communication-associated vehicle, and whether or not lane correction is possible, and takes the weight for the predicted travel route into account when correcting the position of the vehicle (1). [2] The vehicle position estimation device (100) according to claim 1, wherein the information of vehicles detected by the vehicle sensor (150) includes at least one of relative coordinates and speed of the other vehicle (200) with respect to the vehicle (1). [3] The vehicle position estimation device (100) according to claim 1 or 2, wherein the traveling information of the other vehicle (200) includes at least one of absolute coordinates, a traveling mode, a yaw rate, speed, and lane information of the other vehicle (200). [4] The vehicle position estimation device (100) according to claim 3, wherein the control unit (160) predicts the travel route of the other vehicle (200) using the yaw rate and the speed of the other vehicle (200) transmitted from the other vehicle (200). [5] The vehicle position estimation device (100) according to any one of claims 1 to 4, wherein the communication unit (140) performs vehicle-to-all (V2X) communication with the other vehicle (200). [6] The vehicle position estimation device (100) according to claim 5, wherein the control unit (160) detects a travel trajectory of the other vehicle (200) determined to be a valid vehicle, taking into account whether or not the other vehicle (200) allows V2X communication and whether or not the other vehicle (200) has a lane detection sensor. [7] The vehicle position estimation device (100) according to any one of claims 1 to 6, wherein determining whether lane correction is possible comprises determining whether or not vehicle-to-everything (V2X) communication is permitted and whether or not a lane detection sensor is present. [8] The vehicle position estimation device (100) according to any one of claims 1 to 7, wherein the control unit (160) calculates the weight for the predicted travel route by summing values of items including whether or not a driver is traveling, the travel trajectory of the other vehicle (200), whether or not there is another communication-associated vehicle, and whether or not lane correction is possible. [9] Vehicle position estimation device (100) according to one of claims 1 to 8, wherein the control unit (160) normalizes the weight for the predicted route to Nor_Weight[N]: Nor_Weight[N] = Weight[N] / Sum(Weight[1, ... N]), where Nor_Weight[N] has a value from 0 to 1. [10] The vehicle position estimation device (100) according to claim 9, wherein the control unit (160) applies the normalized weight for the predicted travel route to a gradient difference and position correction vectors of a width direction position and a travel direction position for the predicted travel route, thereby correcting the position of the vehicle (1). [11] A method for estimating a position of a vehicle (1), the method comprising: Determining (410) information from vehicles by a vehicle sensor (150) provided in the vehicle (1) or acquiring driving information of another vehicle (200) by communication with the other vehicle (200), Converting (420) a position of the other vehicle (200) into absolute coordinates using the information of vehicles detected by the vehicle sensor (150) and the driving information of the other vehicle (200), Determining a position of the vehicle (1) and a travel trajectory of the other vehicle (200) based on the information from vehicles and the travel information of the other vehicle (200), Predicting (440) a route of the other vehicle (200), comparing (450) the predicted route of the other vehicle (200) with an expected route of the vehicle (1) on a map to extract position correction information for the predicted route, and Correcting (470) the position of the vehicle based on the position correction information for the predicted travel route, the method further comprising, before extracting the position correction information for the predicted travel route to correct the position of the vehicle (1): Assigning (460) a weighting for the predicted route taking into account whether or not a driver of the other vehicle (200) is driving, the driving trajectory of the other vehicle (200), whether or not there is another communication-assigned vehicle, and whether or not lane correction is possible, wherein correcting (470) the position of the vehicle (1) comprises taking into account the weighting for the predicted route in conjunction with the position correction information for the predicted route. [12] The method according to claim 11, wherein the driving information of the other vehicle (200) comprises at least one of absolute coordinates, a driving mode, a yaw rate, speed and lane information of the other vehicle (200). [13] The method of claim 12, wherein predicting (440) the travel route of the other vehicle (200) comprises predicting the travel route of the other vehicle (200) using the yaw rate and the speed of the other vehicle (200) transmitted from the other vehicle (200). [14] The method according to any one of claims 11 to 13, wherein acquiring (410) the driving information of the other vehicle (200) comprises receiving (410) the driving information of the other vehicle (200) transmitted from the other vehicle (200) through vehicle-to-everything (V2X) communication with the other vehicle (200). [15] Method according to one of claims 11 to 14, wherein detecting (440) the travel trajectory of the other vehicle (200) comprises detecting the travel trajectory of the other vehicle (200) determined to be a valid vehicle, taking into account whether or not the other vehicle (200) allows V2X communication and whether or not the other vehicle (200) has a lane detection sensor. [16] Method according to one of claims 11 to 15, wherein assigning (460) the weighting for the predicted route comprises: Calculating the weighting for the predicted route by summing values of elements including whether or not a driver is driving, the driving trajectory of the other vehicle (200), whether or not there is another communication-associated vehicle, and whether or not lane correction is possible, and Normalize the weighting for the predicted route to Nor_Weight[N]: Nor_Weight[N] = Weight[N] / Sum(Weight[1, ... N]), where Nor_Weight[N] has a value from 0 to 1. [17] The method of claim 16, wherein correcting (470) the position of the vehicle (1) comprises applying the normalized weight for the predicted travel route to a gradient difference and position correction vectors of a width direction position and a travel direction position for the predicted travel route to thereby correct the position of the vehicle (1). [18] Vehicle (300) which has: a vehicle sensor (350) configured to detect the vehicle (300) and another vehicle (200), a communication unit (340) configured to receive driving information of the other vehicle (200) from the other vehicle (200), and a control unit (360) which is arranged to detect a position of the vehicle (300) and a travel trajectory of the other vehicle (200) based on information from vehicles detected by the vehicle sensor (350) and the travel information of the other vehicle (200) transmitted from the other vehicle (200), to predict a route of the other vehicle (200), to compare the predicted route of the other vehicle (200) with an expected route of the vehicle (300) on a map to extract position correction information for the predicted route, and to correct the position of the vehicle (300) based on the position correction information for the predicted route, wherein the control unit (360) assigns a weight for the predicted travel route taking into account whether or not a driver of the other vehicle (200) is driving, the travel trajectory of the other vehicle (200), whether or not there is another communication-associated vehicle, and whether or not lane correction is possible, and takes the weight for the predicted travel route into account when correcting the position of the vehicle (300). [19] The vehicle (300) according to claim 18, wherein the communication unit (340) performs vehicle-to-everything (V2X) communication with the other vehicle (200).

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