DEVICE AND METHOD FOR CONTROLLING VEHICLES

Abstract

A device for controlling a vehicle capable of autonomous driving, comprising: an autonomous driving device (200) that is configured to perform autonomous driving and to generate a transition request in response to the detection of an inability to perform autonomous driving, and a driving control device (100) configured to perform a minimum risk maneuver (MRM) in which a deceleration pattern is applied differently depending on the vehicle's driving environment, in response to the generated transition request and in response to the absence of any driving manipulation by a driver, to perform a subsequent function to ensure safety in accordance with the MRM and to change a driving mode of the vehicle to a driving mode with a fast response rate of acceleration and / or steering.

Description

TECHNICAL AREA

[0001] The present disclosure relates to a device for controlling a vehicle and a method thereof, and in particular to a device for controlling a vehicle capable of performing autonomous driving, and a method thereof. BACKGROUND

[0002] In general, an autonomous vehicle (also known as a driverless car) is a vehicle capable of autonomously monitoring external information and recognizing road situations without driver intervention, and then driving autonomously to a predetermined destination. The level or degree of autonomous driving can vary depending on specific conditions, such as the accuracy of a map the driver uses to navigate the vehicle.

[0003] In other words, as the accuracy of the map increases, the level of autonomous driving and the available autonomous driving functions can also increase. For example, according to the criteria for autonomous vehicle classification of the National Highway Traffic Safety Administration (NHTSA) in the United States, a level at which the driver should fully operate the vehicle may be defined as Level 0, i.e., a level at which the driver actively operates the steering wheel, brakes, or looks ahead or in the direction of travel. A level at which the driver actively looks ahead without performing any other task and releases the steering wheel (e.g., takes their hands off the wheel) may be defined as Level 1, i.e., a level at which the driver may no longer (independently) steer left and right or forward and backward.

[0004] Furthermore, a stage where the driver actively looks ahead and performs no other task, releasing the steering wheel, can be defined as Level 2; that is, a stage where the driver may not (independently) steer left and right or forward and backward. A stage where the driver can perform another task or leave the driver's seat in the area converted to a partially safe autonomous mode can be defined as Level 3; that is, a stage where the driver relinquishes control of the vehicle to the autonomous vehicle, allowing the driver to passively observe vehicle operation. A stage where the vehicle operates in a fully autonomous mode, and where the driver is able to perform another task or leave the driver's seat after initially entering the destination, can be defined as Level 4.

[0005] In an autonomous vehicle of level 3 and above, even though the system prompts the driver to transfer control authority, there is a need for a procedure capable of predicting and responding appropriately to a critical situation, even though the system prompts the driver to transfer control authority, if there is no reaction or response from the driver or if a serious malfunction occurs, i.e., if a critical situation arises in which the autonomous driving system should no longer operate.

[0006] For example, US 2019 / 0300007A1 discloses a device for controlling a vehicle capable of performing autonomous driving, comprising: an autonomous driving device configured to perform autonomous driving and to generate a transition request in response to a detection of an inability to perform autonomous driving, and to change a driving mode of the vehicle to a driving mode with a fast response rate of acceleration and / or steering.

[0007] Furthermore, a device for automatic delay control is known from DE 10 2016 217 167 A1. BRIEF EXPLANATION

[0008] The present disclosure provides a device for controlling a vehicle to respond appropriately to a critical situation in which an autonomous driving system should no longer function, as well as a method for doing so. Another aspect of the present disclosure provides a device for controlling a vehicle to anticipate a trend in the enactment of regulations related to an autonomous vehicle and to proactively respond to the detected trend, along with a corresponding method. A further aspect of the present disclosure provides a device for controlling a vehicle to cope with a critical situation in order to minimize a critical aspect of vehicle speed reduction or complete vehicle stoppage, and a corresponding method.

[0009] Another aspect of the present disclosure provides a device for controlling a vehicle to perform a subsequent safety-enhancing or safety-enhancing function (hereinafter referred to as: safety-enhancing function or safety-enhancing function) based on a minimum-risk maneuver (e.g., a maneuver to bring the vehicle in question into a safe state; hereinafter also referred to as: MRM) and a corresponding procedure. Another aspect of the present disclosure provides a device for controlling a vehicle to perform advanced emergency accelerating (hereinafter also referred to as: AEA) according to an MRM and a corresponding procedure.

[0010] The technical problems solved by the present inventive concept are not limited to the problems mentioned above, and all other technical problems not mentioned here will be clearly understood by the person skilled in the art to whom the present disclosure applies, based on the following description.

[0011] According to one aspect of the present disclosure, a device for controlling a vehicle (e.g., a motor vehicle) may comprise: an autonomous driving device configured to perform autonomous driving and which, in response to a detection of an inability to perform autonomous driving, generates a transition request; and a driving controller configured to perform a minimal-risk maneuver (MRM) in response to receiving the transition request, applying a deceleration pattern that varies depending on the vehicle's driving environment. Furthermore, if no driving manipulation is performed by a driver, the driving controller may be configured to perform a subsequent safety-enhancing function based on the MRM, enabling the driver to recognize the MRM and change the vehicle's driving mode to one with a rapid response rate of acceleration or steering.Control changes.

[0012] The autonomous driving device can be configured, for example, to generate the transition request if the vehicle fails, if the vehicle leaves a design operating area, or if a critical situation arises in which autonomous driving cannot continue. The autonomous driving control device can be configured to perform the MRM if the vehicle fails (e.g., breaks down) or if a critical situation arises in which autonomous driving cannot continue. The driving control device can also be configured to perform the MRM if no driving manipulation occurs after a predetermined time (duration or period) has elapsed since receiving the transition request.

[0013] The device may further include, for example, a vehicle speed control device configured to adjust the vehicle's speed. The MRM may involve deceleration to a standstill within a lane in which the vehicle is traveling, or movement towards the outside of the lane (e.g., the hard shoulder) in which the vehicle is traveling, followed by deceleration to a standstill. The vehicle control device may be configured to actuate or control the vehicle speed control device to regulate the vehicle's deceleration during the MRM so that it remains below a predetermined threshold.

[0014] Furthermore, the driving control device may, for example, be configured to operate or control the vehicle speed control device to stop the vehicle if, after the MRM (Motor Vehicle Restart) or in response to the detection of a stationary vehicle or obstacle in the lane in which the vehicle is traveling, no driving action is taken by the driver. The device may also include a vehicle lighting device configured to operate the vehicle's lighting. The driving control device may be configured to operate or control the vehicle lighting device to switch the hazard warning lights on or off if the driver does not take any driving action within a predetermined time after the vehicle has stopped.

[0015] Furthermore, the driving control device can be configured, for example, to activate or control the vehicle's lighting system to switch the hazard warning lights on / off after a predetermined time has elapsed during the MRM (Motor Vehicle Regeneration). The driving control device can also be configured to determine, based on map information or vehicle identification information, whether the driving environment is urban or high-speed (e.g., highway), and can be configured to apply the deceleration pattern differently depending on whether the driving environment is urban or high-speed.

[0016] The driving control device can, for example, be configured to apply a deceleration pattern in which the vehicle's speed is gradually reduced (e.g., continuously or steplessly) for the MRM when the driving environment is urban, and can be configured to shift a gear or drive stage (of the transmission) to "park" after the vehicle has come to a stop. The driving control device can also be configured to apply a deceleration pattern in which the vehicle's speed is maintained for an initial period for the MRM, and then the vehicle's speed is rapidly reduced for a second period that is shorter than the first, when the driving environment is high-speed.Additionally, the driving control device can be configured to apply a deceleration pattern in which speed changes are repeated according to the first time (duration) and the second time (duration). The driving control device can be configured to engage the gear or drive stage in the drive range (D range) after the vehicle has come to a stop. The driving control device can be configured to perform an "AutoHold" braking action (e.g., braking followed by locking the vehicle to prevent further movement) when the vehicle is in the drive range.

[0017] The following safety function can, for example, include at least one of the following: Activating a rear-view monitoring system (hereinafter also referred to as:) DRM), changes in ambient light, sounding a warning tone, activating front and rear detection (e.g., parking sensors or cameras), activating blind spot detection (BSD), or changing the driving mode. The driving control unit can be configured to selectively execute the following safety function based on the driving environment or a driving time (duration). The following safety function can include activating collision warning (DRM) to indicate a situation where a following vehicle is behind the vehicle (e.g., the vehicle in question), as well as the distance between the vehicle in question and the following vehicle.

[0018] The subsequent safety function may, for example, include changing the ambient light to red, adjusting the brightness of the vehicle's lights to maximum, and switching the lights on and off. Furthermore, the subsequent safety function may include emitting a warning tone to alert surrounding vehicles to an abnormal situation via an external channel of the vehicle's warning device, as well as emitting a warning tone to notify the driver of the vehicle in which the MRM is being performed via an internal channel of the warning device.

[0019] The following safety function can, for example, include activating front and rear sensors in the vehicle to enable a front and rear detection function that generates a warning tone when another vehicle approaches the vehicle in question after the vehicle in question has come to a stop. The following safety function can also include activating the vehicle's blind spot detection (BSD) to enable the BSD in the vehicle and alert the driver that another vehicle is approaching the rear of the vehicle in question after it has come to a stop.

[0020] The driving control device can, for example, be configured to perform Advanced Emergency Acceleration (AEA) to determine the risk of a collision with a following vehicle after the vehicle in question has stopped; to issue a warning if the risk of a collision is detected; to automatically move the vehicle in question forward; and to automatically brake the vehicle in question after it has moved forward. The driving control device can then be configured to deactivate the autonomous driving device after the MRM (Mobile Regeneration and Recovery) is complete.

[0021] According to another aspect of the present disclosure, a method for controlling a vehicle capable of autonomous driving may, for example, include: performing autonomous driving and generating a transition request in response to the detection of an inability to drive autonomously; performing a minimal risk maneuver (MRM) to apply a deceleration pattern that varies depending on the vehicle's driving environment in response to the generation of the transition request, but when no driving manipulation is performed by a driver; and performing a subsequent function to ensure safety in accordance with the MRM so that the driver recognizes the MRM. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above-mentioned and other tasks and advantages of the present disclosure will become clearer from the following detailed description in conjunction with the accompanying drawings: Fig.Figure 1 is a control block diagram showing a configuration of a device for controlling a vehicle according to an exemplary embodiment of the present disclosure, Fig. Figure 2 is a control flow diagram showing a method for controlling a vehicle according to an exemplary embodiment of the present disclosure, Fig. Figures 3A-3C are diagrams showing a delay pattern of a minimum risk maneuver (MRM) according to an exemplary embodiment of the present disclosure. Fig. Figure 4 is a drawing showing a subsequent safety-ensuring function according to an exemplary embodiment of the present disclosure, Fig. Figure 5 is a drawing showing the Advanced Emergency Acceleration (AEA) according to an exemplary embodiment of the present disclosure, and Fig.Figure 6 is a block diagram showing a computer system according to an exemplary embodiment of the present disclosure. DETAILED DESCRIPTION

[0023] It is clear that the term "vehicle" or "vehicle..." or any other similar term as used herein includes motor vehicles in general, such as passenger cars including sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft, and the like, and also hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other vehicles with alternative fuels (e.g., fuels derived from resources other than petroleum). As mentioned herein, a hybrid vehicle is a vehicle that has two or more energy sources, e.g., both gasoline and electric vehicles.

[0024] Although the exemplary embodiment is described as using a plurality of units to perform the exemplary operation, it is clear that the exemplary operation can also be performed by one or more modules. It is also clear that the term "control device / control" refers to a hardware unit comprising memory and a processor. The memory is configured to store the modules, and the processor is specifically configured to execute said modules to perform one or more operations described below.

[0025] Furthermore, the control logic of the present disclosure can be implemented as a non-temporary, computer-readable data carrier on a computer-readable medium containing executable program instructions that are executed by a processor, control unit, or similar device. Examples of computer-readable media include, but are not limited to, ROM, RAM, compact disc (CD)-ROMs, magnetic tapes, floppy disks, flash drives, smart cards, and optical data storage devices. The computer-readable recording medium can also be distributed across networked computer systems, such that the computer-readable medium is stored and executed in a distributed manner, for example, via a telematics server or a controller area network (CAN).

[0026] The terminology used herein serves only to describe certain embodiments and is not intended to limit the disclosure. As used herein, the singular forms "a" and "the" are to include the plural forms unless the context clearly indicates otherwise. Furthermore, it is to be understood that the terms "have" and / or "contain," when used in this description, indicate the presence of specified features, integers, steps, processes, elements, and / or components, but do not exclude the presence or addition of one or more other features, integers, steps, processes, elements, components, and / or groups thereof. In the form used herein, the term "and / or" includes all combinations of one or more of the related listed items.

[0027] Unless explicitly stated or clear from the context, as used here, the term "approximately" is understood to mean within a tolerance range customary in engineering, for example, within two standard deviations of the mean. The term "approximately" can be understood as within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the stated value. Unless otherwise indicated by the context, all numerical values ​​stated herein are modified by the term "approximately".

[0028] In the following, some exemplary embodiments of the present disclosure are described in detail with reference to the exemplary drawings. When adding reference numerals to the components of each drawing, it should be noted that the identical or equivalent component is designated by the identical reference numeral, even if it is shown on other drawings. Furthermore, in the description of the exemplary embodiments of the present disclosure, a detailed description of known features or functions is omitted in order not to unnecessarily obscure the core of the present disclosure.

[0029] In describing the components of the exemplary embodiment according to this disclosure, terms such as "first", "second", "A", "B", "(a)", "(b)", and the like may be used. These terms are intended solely to distinguish one component from another and do not restrict the nature, sequence, or arrangement of the components. Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as generally understood by a person skilled in the art to whom this disclosure applies.Such terms, as defined in a commonly used dictionary, are to be interpreted as having meanings that correspond to the contextual meanings in the relevant field of technology and are not to be interpreted as having ideal or overly formal meanings unless they are clearly defined as such in the present application.

[0030] The following are exemplary embodiments of the present disclosure with reference to the Fig. 1, Fig. 2, Fig. 3, Fig. 4, Fig. 5 to Fig. 6 described in detail. Fig. Figure 1 is a control block diagram showing a configuration of a device for operating or controlling a vehicle according to an exemplary embodiment of the present disclosure.

[0031] With reference to Fig.1. According to an exemplary embodiment of the present disclosure, the device for controlling or operating the vehicle can be installed in the vehicle and operated or controlled by a control device. In particular, the device for controlling the vehicle can be integrally formed with control units within the vehicle or implemented as a separate device that is connected to the vehicle's control units via a separate connection. As shown, the vehicle's control device can comprise a driving control device 100, an autonomous driving device 200, a vehicle speed setting device 300, and a vehicle lighting device 400. The driving control device 100 can be configured to operate or control the other components of the device.

[0032] The vehicle speed control device 300 can be a component involved in changing the vehicle's speed, including a brake and accelerator pedal, which, through the control of the autonomous driving device 200 and the driving control device 100, plays a role in guiding the vehicle to drive. If the vehicle is an electric vehicle, the vehicle speed control device 300 can also be configured as logic for electronically controlling the vehicle's speed without a physical component such as a brake or accelerator pedal. In other words, the vehicle speed control device 300 can be implemented in a way that sets the vehicle's speed independently of a transmission configuration, i.e., a physical configuration.

[0033] Furthermore, the vehicle lighting device 400 may include lights installed inside and / or outside the vehicle. The vehicle lighting device 400 may be configured to set a lighting condition necessary for driving, controlled by the autonomous driving device 200 and the driving control device 100. In addition, the vehicle control device, even if not shown, may include an audio device configured to produce a specific alarm tone, such as a beep or warning tone, inside and / or outside the vehicle, and a display configured to receive and display an image of the front or rear of the vehicle. The audio device and display may support an MRM (Mobile Driver Monitoring) system, to be described below, or contribute to driving, controlled by the autonomous driving device 200 and the driving control device 100.

[0034] As described above, the Autonomous Driving Device 200 can correspond to a module or system that performs the autonomous driving of the vehicle. Autonomous driving involves the autonomous monitoring of external information and the recognition of road situations without driver intervention, as well as the autonomous driving of the vehicle to a predetermined destination. The Autonomous Driving Device 200 can be a control unit configured to operate the vehicle speed control device 300, the vehicle lighting device 400, the audio device, and the display for autonomous driving, and can be a set of corresponding components that performs autonomous driving. The Autonomous Driving Device 200 can be configured to send and receive information about driver initiative or driver tendency via the communication with the driving control device 100 described below.

[0035] In response to the detection of an inability to perform autonomous driving, the autonomous driving device 200, according to an exemplary embodiment of the present disclosure, can be configured to generate a transition requirement. The inability to perform autonomous driving may occur when a critical situation arises in which autonomous driving cannot continue, for example, if the vehicle breaks down or if the vehicle leaves a design operating range.

[0036] When the need for a transition arises, it is generally preferable for the entity operating or controlling the vehicle to switch to a human driver rather than a system performing autonomous driving. However, there may be situations where this switch is not possible, and in such a case, a minimal-risk maneuver (MRM) can be performed to protect the driver and the vehicle and minimize the likelihood of a collision with a nearby vehicle. If the transition request is generated but no driving manipulation occurs by the driver (e.g.,(no response from the driver in response to the issuance of the transition request), the driving control device 100 can be configured according to an exemplary embodiment of the present disclosure to perform the MRM based on an environment in which the vehicle is driving and to perform a subsequent safety-enhancing function or an advanced emergency acceleration (AEA) according to the MRM.

[0037] Alternatively, in response to the detection that the vehicle is failing (e.g., malfunctions, breakdowns, etc.) or that a critical situation has occurred in which autonomous driving is no longer possible, regardless of the transition request, the vehicle control unit 100 can be configured to perform the MRM, which can minimize the risk. Although a predetermined time elapses after the detection of the generation of the transition request or the critical situation if no driver intervention occurs or is not detected, the vehicle control unit 100 can still be configured to perform the MRM. The predetermined time can be less than approximately a few seconds (e.g., 2, 3, 4, 5) or 10 seconds.

[0038] The MRM is applicable at Level 3 and higher of the five levels of autonomous driving. The operational or control direction, now internationally regulated in response to the MRM, is, firstly, to decelerate to a standstill within the lane the vehicle is traveling in, and secondly, to move outside the lane and decelerate to a standstill. The vehicle control unit 100 can be configured to execute the MRM in response to such a global trend. As described above, the vehicle control unit 100 can be configured to perform a deceleration maneuver to decelerate no more than a predetermined threshold, e.g., approximately 4 meters per second squared (4 m / s²). 2 ), when the MRM is started.

[0039] In other words, when the MRM is activated, the driving control device 100 can be configured to decelerate the vehicle within its lane at a rate of less than approximately 4 meters per second squared (4 m / s²). If the lane is not clearly marked (e.g., if lane markings are not visible or similar), the driving control device 100 can be configured to decelerate along a suitable path, taking into account the surrounding traffic and road environment. Furthermore, in the event of a breakdown or rapid deceleration, the driving control device 100 can be configured to decelerate at a rate greater than approximately 4 meters per second squared (4 m / s²) to warn the driver.

[0040] The driving control device 100 can be configured to perform a lane change of the vehicle to another lane, including a shoulder, for the MRM (Motorized Range Management) execution. Specifically, the lane change can be permitted only in a situation determined to be safe for the lane change. Furthermore, the driving control device 100 can be configured to continue the operation of a system corresponding to autonomous driving while the MRM is being performed for a safe maneuver, and can be configured to reduce the vehicle speed within a range that ensures safe operation. Accordingly, the driving control device 100 can be configured to operate the vehicle speed control device 300 such that the deceleration of the vehicle during the MRM is less than a predetermined threshold.

[0041] The driving control device 100 can be configured to continue operating or driving the vehicle until another vehicle, an obstacle, or similar object is detected that stops or appears in front of the vehicle in question within the same lane. In other words, the driving control device 100 can be configured to operate the vehicle speed control device 300 to stop the vehicle if a critical situation persists or if this is necessary to eliminate a risk, for example, if no driving manipulation is performed by the driver after the MRM (Mobile Restriction Module), if another vehicle or an obstacle stops or appears in front of the vehicle in question in the lane in which the vehicle is traveling, or in response to an inability to drive autonomously, such as a breakdown of the autonomous vehicle.

[0042] Furthermore, the driving control device 100 can be configured to actuate the vehicle lighting device 400 to switch the hazard warning lights on / off if a predetermined time has elapsed during the MRM. Alternatively, the driving control device 100 can be configured to actuate the vehicle lighting device 400 to switch the hazard warning lights on / off if the driver does not initiate the driving action within a predetermined time after the vehicle has come to a stop. The predetermined time can be set within a range of a few seconds, e.g., approximately four seconds.

[0043] The driving control device 100 can be configured to perform a safety-ensuring function following the MRM. The subsequent safety-ensuring function can include at least one or more of the following: activating the collision warning (DRM), changing the ambient light, emitting a warning tone, activating a front and rear detection function, activating the blind spot detection (BSD), or changing a driving mode. The driving control device 100, according to an exemplary embodiment of the present disclosure, can be configured to selectively execute the subsequent safety-ensuring function based on a driving environment or a driving time.

[0044] Furthermore, the driving control device 100 can be configured to perform Advanced Emergency Acceleration (AEA) following the MRM. Accordingly, the driving control device 100 can be configured to detect the risk of a rear-end collision, issue a warning upon detection of the collision risk, automatically propel the vehicle forward, and bring it to a stop after propelling it forward. The subsequent safety function and Advanced Emergency Acceleration (AEA) are described below with reference to Fig. 4 and Fig. 5 described.

[0045] Once the MRM is complete, the driving control device 100 can be configured to automatically disable the system (i.e., the autonomous driving system) and allow it to operate (e.g., enter a driving state) after a driving start / operation cycle has been restarted. The driving control device 100 should maintain a system stop state if no driving manipulation is performed by the driver. Specifically, the driving control device 100 can be configured to disable a lane change function (i.e., driving onto the shoulder / emergency lane) and to maintain a function for switching the hazard warning lights on / off until the driver intervenes.

[0046] The following describes a method for controlling a vehicle using an exemplary embodiment of the present disclosure with reference to Fig. 2 described in detail. Fig.Figure 2 is a control flow diagram showing a method for controlling a vehicle according to an exemplary embodiment of the present disclosure. It is hereby assumed that a device for controlling a vehicle in Fig. 1, in particular a driving control device 100, a method of Fig. 2. Furthermore, a description of Fig. 2. A method described as being carried out by a device shall be understood to mean that it is carried out (mainly) by the vehicle control device 100 of the device for operating the vehicle.

[0047] First of all, in S210, if autonomous driving is enabled by an autonomous driving device, 200 of Fig.1. The vehicle can be driven without driver intervention or manipulation of any partial driving function. Subsequently, in response to the detection of an inability to perform autonomous driving, if the vehicle fails due to the autonomous driving device 200, or if a critical situation arises in which autonomous driving cannot be performed continuously, a transition request can be generated by the device.

[0048] When the transition request is generated, the device can be configured in S230 to determine whether any driving manipulation occurs after a predetermined time, i.e., whether the driver responds after the predetermined time has elapsed. If driving manipulation occurs after the predetermined time has elapsed, autonomous driving can be terminated in S240 and driving can be resumed by the driver. However, if no driver response occurs after the predetermined time has elapsed (e.g., if no driver input is detected after the predetermined time), the device can be configured in S250 to detect the vehicle's driving environment.

[0049] The device can be configured to determine, based on map information or vehicle detection data (e.g., camera data, radar sensor data, etc.), whether the driving environment is urban or high-speed. An urban environment can be identified by detecting that stopping in the lane is frequent, that the safety distance between vehicles is less than a predetermined distance, and that the probability of a secondary collision after stopping is low. In particular, the detection of an urban environment necessitates driving to prevent a low-speed collision or similar incident, such as a minor collision, and to minimize the braking distance.

[0050] The high-speed environment can be detected in response to the observation that stopping in the lane is infrequent / irregular, that the safety distance between vehicles is greater than a predetermined distance, and that the probability of a secondary collision after stopping is high. Specifically, in response to the detection of the high-speed environment, it is necessary to implement vehicle operations that allow the driver to recognize a situation conducive to a collision mitigation response (MRR) and to switch to a "prepare for collision" mode to minimize the damage from a secondary collision. Meanwhile, if the driving environment is a high-speed environment on a highway / motorway, but a traffic jam situation exists, an operating procedure appropriate for an urban environment may be enabled.

[0051] As a result of the determinations in S250 and S260, if the driving environment is an urban environment, the device may be configured to gradually reduce the vehicle's speed. In S261, the device may be configured to engage the Park gear (P range) after the vehicle has come to a stop.

[0052] On the other hand, if the driving environment in S250 is a high-speed environment, the device in S270 can be configured to gradually reduce the vehicle's speed. In S271, the device can be configured to shift the gear into drive (D range) after the vehicle has come to a stop and to perform an AutoHold function. The AutoHold function involves activating the Electronic Stability Control (ESC) and stopping the vehicle at a speed of 0 km / h, even though the vehicle's transmission is in drive (D) range. Specifically, it may be possible to activate an Electronic Parking Brake (EPB) if necessary.

[0053] Fig. Figures 3A-3C are diagrams showing a delay pattern of an MRM according to an exemplary embodiment of the present disclosure. A drive control device 100 made of Fig.1 can be configured to apply a gradual deceleration pattern “a” or, if necessary, a stepwise deceleration pattern “b”, depending on the driving situation. For example, to prevent a collision with an adjacent, preceding vehicle that is pushed forward in a secondary collision when the driving environment is an urban environment, the driving control device 100 can be configured to apply a gradual deceleration pattern such as the gradual deceleration pattern “a”.

[0054] If the driving environment is a high-speed environment, the driving control device 100 may be configured to generate a deliberate deceleration pulse and apply a stepwise deceleration pattern, such as stepwise deceleration pattern “b”, to guide a driver to recognize a situation in which an MRM is being executed. Accordingly, the stepwise deceleration pattern may be designed to eventually attempt to transfer the authority to control vehicle operation to the driver.

[0055] The stepwise deceleration pattern can involve a deceleration pattern in which the vehicle's speed is maintained or gradually reduced during an initial period, followed by a rapid reduction of the vehicle's speed during a second period that is shorter than the first, and then repeating speed changes corresponding to the first and second periods. In particular, the second period, in which the speed is rapidly reduced, is relatively shorter than the first period, in which the speed is maintained or gradually reduced. Because the second period is shorter, the unnatural sensation of braking can be further enhanced.

[0056] The ideal stepwise deceleration pattern can be represented as a velocity-time graph, such as stepwise deceleration pattern "b". However, since it is difficult to reduce the physical speed of the real vehicle discontinuously, as in stepwise deceleration pattern "b", a stepwise deceleration pattern, such as stepwise deceleration pattern "c", can be applied during a MRM. As described above, the driving control device 100 can be configured to perform maximum rapid deceleration during the short time interval (e.g., the second interval) to implement the unnatural braking sensation so that the driver can recognize that the MRM is being performed. The first interval varies depending on the magnitude of the deceleration but includes a deceleration time of approximately 10 km / h (or 5 mph) (e.g., 5 seconds at the next deceleration). The second interval concerns a time (e.g.,less than 1 second), which minimizes the discomfort for the driver / a passenger due to the rapid braking, but is clearly noticeable (e.g. perceptible).

[0057] Naturally, such a dual deceleration pattern is not limited to a specific environment and can be applied adaptively depending on the situation, e.g., whether there are many vehicles in the vicinity and a certain distance between the vehicles. Table 1 below shows an example of the application of the deceleration pattern depending on a driving environment according to an exemplary embodiment of the present disclosure. Table 1 classification Municipal condition High-speed condition Circuit pattern according to the Engaging the gear in P- Engaging the gear in the Stop Area (parking level) after stopping D range (gear position) after stopping Purpose Preventing a collision with a neighboring, preceding vehicle that would be struck in a secondary collision Reduction of impact energy in a secondary collision; it is possible to immediately manipulate the vehicle if the driver exceeds their control authority. Examples of situations Driving in the city, traffic jams on the motorway (map / speed status) or similar Motorway, urban motorway, expressway, industrial road or similar

[0058] Back to Fig.2. When the MRM is performed, the driving control device 100 in S280 can be configured to perform a subsequent safety function, enabling the driver to more easily recognize and respond to the situation in which the MRM is being performed and to minimize further damage. Such a subsequent safety function can include at least one of the following: activating the DRM, changing the ambient lighting, emitting a warning tone, activating the front and rear detection function, activating the BSD, or changing the driving mode. Fig. Figure 4 shows a subsequent safety-ensuring function according to an exemplary embodiment of the present disclosure.

[0059] The function of activating the Collision Mitigation Monitoring (DRM) can be to force the DRM to display a distance between vehicles while driving, as in Fig. Figure 4 illustrates the DRM activation function, which can provide the driver with notification of a condition in which a following vehicle is moving while the affected vehicle is stopped (e.g., the following vehicle continues moving forward, but the affected vehicle is stopped), the distance between the affected vehicle and the following or rear vehicle, and similar information, so that the driver can more easily recognize the current situation.

[0060] Furthermore, the function of changing the ambient light can consist of changing the color of the ambient light, e.g., switching on a red light that can be intuitively recognized by the driver, or changing the brightness of the ambient light to a maximum value. In particular, it may be possible to control the change of an operating state of the ambient light (e.g., repeatedly) from ON to OFF. As a result, the driving control device 100 can... Fig. 1. It should be set up to warn the driver of a critical situation.

[0061] Furthermore, the driving control device 100 can be configured to emit a warning tone via a warning tone channel of the vehicle. Specifically, the driving control device 100 can be configured to emit a warning tone to notify surrounding vehicles of an abnormal situation using an external channel of a warning tone device within the vehicle, and to notify the user of a situation in which a MRM is being executed or in which the host vehicle is entering the MRM, using an internal channel of the warning tone device within the vehicle. As a result, the driving control device 100 can be configured to warn the driver and any surrounding drivers of the critical situation.

[0062] Furthermore, the driving control device 100 can enable a front and rear detection function. The driving control device 100 can forcibly activate a front and rear sensor used for a parking aid function to generate a warning tone. The front and rear sensors can be deactivated when the vehicle speed is greater than approximately 20 km / h and can be activated when the vehicle is shifted into reverse. In an exemplary embodiment of the present disclosure, the front and rear sensors can be activated to warn of an approaching vehicle after the host or affected vehicle has come to a stop. Additionally, the driving control device 100 can enable blind spot detection (BSD). The BSD can be activated to notify the driver when a vehicle is approaching from behind the host or affected vehicle.approaching the affected vehicle when the affected vehicle stops, to give the driver the opportunity to recognize a current situation, and can be used subsidiarily to detect a lane change during the transfer of steering or vehicle control authority.

[0063] The driving control device 100 can be configured to change the vehicle's driving mode to a Sport mode or an MRM mode using a driving mode function. The MRM mode can be a driving mode that includes rapid acceleration and steering control, where the steering effort is lower than in a general driving situation. In other words, since the Sport mode and the MRM mode have the fastest acceleration and steering response times, it may be possible to react quickly when transitioning between steering and vehicle control authority.

[0064] The drive mode change function can be executed as a standard function following the MRM, independently of the other subsequent safety-enhancing functions. The six safety-enhancing functions mentioned above (and shown below) can be appropriately implemented by reflecting an urban environment or a driving duration. These are illustrated in Tables 2 and 3 below. Table 2 classification Municipal condition ① Activating Collision Mitigation Monitoring (DRM) ② Change ambient light ③ Provide a warning tone (audible) and hazard warning lights (visual). ④ Activating the front and rear detection function (parking sensor) ⑤ Enabling Blind Spot Detection (BSD) ⑥ Change driving mode Table 3 Environmental situations selectable application points Driving at high speed day ①,③,⑤,⑥ Night ①,②,③,⑤,⑥ Driving in the city day ③,④,⑤,⑥ Night ②,③,④,⑤,⑥ Low illuminance and communication shadows (tunnels, etc.) ①,②,③,④,⑤,⑥

[0065] As shown in Table 3 above, among the six safety-enhancing functions listed below, the following can be used: Collision Warning (DRM) activation, audible warning, Blind Spot Detection (BSD) activation, and driving mode switching, provided the driving environment is high-speed and daytime. In low-light conditions and communication shadows, such as in a tunnel, all functions can be used.

[0066] Table 3 above is an example of the adaptive use of the following safety-enhancing functions. These can be categorized according to weather conditions or communication environments such as snowing or raining, or the level of functionality and the number of selected functions can be changed.

[0067] Furthermore, as described above, the function of switching the driving mode to a mode with a rapid response time for acceleration or steering can be performed in all driving environments. Accordingly, the driving control device 100 in S290 can be configured after the MRM and the subsequent function to ensure safety when the vehicle comes to a stop, in order to perform Advanced Emergency Acceleration (AEA). AEA is the reverse concept of the existing Autonomous Emergency Braking (AEB) and corresponds to controlling the automatic forward movement of the vehicle when the risk of a collision with a following or rear vehicle is detected, in order to mitigate the impact.

[0068] Fig. Figure 5 is a drawing showing the Advanced Emergency Acceleration (AEA) according to an exemplary embodiment of the present disclosure. As in Fig.As shown in section 5, a driving control device 100 can be used in operation “a”. Fig. 1. The system may be configured to detect the risk of a collision with a following or rear vehicle in order to perform the AEA. In response to the detection of the collision risk in operation “b”, the driving control device 100 may be configured in operation “b” to perform a warning procedure. In operation “c”, the driving control device 100 may be configured to automatically move the vehicle forward. After the vehicle has moved forward, the driving control device 100 may be configured in operation “d” to automatically brake the vehicle.

[0069] Accordingly, the vehicle control device according to an exemplary embodiment of the present disclosure can ensure a minimum level of safety when it is impossible to transfer control authority from the autonomous vehicle in order to comply with legal requirements. Furthermore, the vehicle control device according to an exemplary embodiment of the present disclosure can appropriately respond to a critical situation in which an autonomous driving system should no longer operate, and can minimize a critical element of reducing vehicle speed or bringing the vehicle to a complete stop in response to the critical situation.

[0070] Fig. Figure 6 is a block diagram showing a computer system according to an exemplary embodiment of the present disclosure. With reference to Fig.6. A computer system 1000 may have at least one processor 1100, one memory 1300, one user interface input device 1400, one user interface output device 1500, one memory 1600 and one network interface 1700, which are connected to each other via a bus 1200.

[0071] The 1100 processor can be a central processing unit (CPU) or a semiconductor chip that processes instructions stored in memory 1300 and / or memory 1600. Memory 1300 and memory 1600 can have various types of volatile or non-volatile storage media. For example, memory 1300 can have ROM (Read Only Memory) and RAM (Random Access Memory).

[0072] Therefore, the processes of the method or algorithm described in connection with the exemplary embodiments disclosed herein can be implemented directly in hardware, in a software module executed by the processor 1100, or in a combination thereof. The software module can reside on a storage medium (i.e., the memory 1300 and / or the memory 1600), such as RAM, flash memory, ROM, EPROM, EEPROM, a register, a hard disk, a floppy disk, or a CD-ROM.

[0073] The example storage medium can be coupled to the Processor 1100, and the Processor 1100 can read information from and write information to the storage medium. Alternatively, the storage medium can be integrated with the Processor 1100. The Processor 1100 and the storage medium can be contained within an application-specific integrated circuit (ASIC). The ASIC can be located in a user terminal. In another case, the Processor 1100 and the storage medium can be separate components within the user terminal.

[0074] The present technology can provide the device for controlling the vehicle so that it appropriately responds to a critical situation in which an autonomous driving system ceases to function and to the manner in which this occurs. An exemplary embodiment of the present disclosure can provide the device for controlling the vehicle in order to anticipate a trend in the adoption of regulations relating to an autonomous vehicle and to proactively respond to the recognized trend and its associated procedures.

[0075] An exemplary embodiment of the present disclosure can provide the device for controlling the vehicle to handle a critical situation in order to minimize a critical element of reducing the vehicle's speed or bringing it to a complete stop, and the procedure thereof. Furthermore, an exemplary embodiment of the present disclosure can provide the device for controlling the vehicle to perform a subsequent safety-ensuring function according to the MRM and its procedure.

[0076] Additionally, an exemplary embodiment of the present disclosure can provide the device for controlling the vehicle to perform the AEA according to the MRM and a method thereof. Various effects determined directly or indirectly by the present disclosure can be specified.

[0077] Although the present disclosure is described with reference to exemplary embodiments and the accompanying drawings, the present disclosure is not limited thereto, but can be modified and altered in various ways by the person skilled in the art to whom the present disclosure relates, without deviating from the scope of the present disclosure as described in the following claims.

[0078] Therefore, the exemplary embodiments of the present disclosure are provided to illustrate the scope of the present disclosure, but not to be limiting, so that the scope of the present disclosure is not limited by the embodiments. The scope of the present disclosure should be interpreted on the basis of the accompanying claims, and all technical ideas within the scope that comply with the claims should be included in the scope of the present disclosure. REFERENCE MARK LIST 100 Driving control device 200 autonomous driving devices 300 vehicle speed setting device 400 Vehicle lighting device

Claims

[1] A device for controlling a vehicle capable of performing autonomous driving, comprising: an autonomous driving device (200) that is configured to perform autonomous driving and to generate a transition request in response to the detection of an inability to perform autonomous driving, and a driving control device (100) configured to perform a minimum risk maneuver (MRM) in which a deceleration pattern is applied differently depending on the vehicle's driving environment, in response to the generated transition request and in response to the absence of any driving manipulation by a driver, to perform a subsequent function to ensure safety in accordance with the MRM and to change a driving mode of the vehicle to a driving mode with a fast response rate of acceleration and / or steering. [2] The device according to claim 1, further comprising: a vehicle speed adjustment device (300) which is configured to adjust a speed of the vehicle, wherein the MRM includes any of a deceleration to a standstill in a lane in which the vehicle is traveling, or a movement to the outside of the lane in which the vehicle is traveling and a deceleration to a standstill, and wherein the driving control device (100) is configured to operate the vehicle speed adjustment device (300) to adjust the deceleration of the vehicle so that it is less than a predetermined threshold during the MRM. [3] The device according to claim 2, wherein the driving control device (100) is configured to operate the vehicle speed control device (300), to stop the vehicle in response to the fact that the driving manipulation by the driver is not received after execution of the MRM, or to stop in response to the fact that another stopped vehicle or obstacle is detected in front of the vehicle on the lane in which the vehicle is traveling. [4] The device according to claim 3, further comprising: a vehicle lighting device (400) designed for the operation of vehicle lighting, wherein the driving control device (100) is configured to actuate the vehicle lighting device (400) to switch hazard warning lights on / off in response to the fact that the driving manipulation by the driver is not detected within a predetermined time after the vehicle has stopped. [5] The device according to any one of claims 1 to 4, wherein the driving control device (100) is configured to determine, using map information or vehicle recognition information, whether the driving environment is an urban environment or a high-speed environment, and to apply the deceleration pattern differently depending on whether the driving environment is an urban environment or a high-speed environment. [6] The device according to claim 5, wherein the driving control device (100) is configured to apply a deceleration pattern in which the speed of the vehicle is gradually reduced for the MRM when the driving environment is the urban environment, and engages the gear in the park stage after the vehicle has come to a stop. [7] The device according to claim 5 or 6, wherein the driving control device (100) is configured to apply a deceleration pattern in which a speed of the vehicle is maintained during a first time period for the MRM and in which a speed of the vehicle is rapidly reduced during a second time period, which is shorter than the first time period, when the driving environment is the high-speed environment. [8] The device according to claim 7, wherein the driving control device (100) is configured to apply a deceleration pattern in which speed changes corresponding to the first time interval and the second time interval are repeated. [9] The device according to claim 7 or 8, wherein the driving control device (100) is configured to engage the gear in the driving stage (D range) after the vehicle has come to a stop. [10] The device according to claim 9, wherein the driving control device (100) is configured to perform an AutoHold function for braking the vehicle when the vehicle is in the D range. [11] The device according to any of the preceding claims, wherein the subsequent safety function enables the collision warning (DRM) to indicate a condition in which a following vehicle is located behind the vehicle and a distance between the vehicle and the following vehicle. [12] The device according to any of the preceding claims, wherein the subsequent function to ensure safety comprises changing an ambient light to change the color of a light device in the vehicle to a red color, adjusting the brightness of the light device to maximum brightness and switching the light device on and off. [13] The device according to any of the preceding claims, wherein the subsequent safety function comprises emitting a warning tone to notify vehicles in the vicinity of an abnormal situation using an external channel of a warning tone device in the vehicle and emitting a warning tone to notify the driver via the MRM using an internal channel of the warning tone device. [14] The device according to any of the preceding claims, wherein the subsequent function for ensuring safety comprises enabling a front and rear sensor of the vehicle to provide a front and rear detection function that generates a warning tone when another vehicle approaches the vehicle after the vehicle has stopped. [15] The device according to any of the preceding claims, wherein the subsequent safety function comprises enabling blind spot detection (BSD) in order to enable the BSD in the vehicle and to give the driver a notification that, after the vehicle has stopped, another vehicle is approaching the rear of the vehicle. [16] The device according to any of the preceding claims, wherein the driving control device (100) is configured to perform Advanced Emergency Acceleration (AEA) to detect the risk of a collision with a following vehicle after the vehicle has stopped, to perform a warning procedure in response to the collision risk detection, to automatically move the vehicle forward, and to automatically brake the vehicle after the vehicle has moved forward. [17] A method for controlling a vehicle capable of performing autonomous driving: Performing autonomous driving (S210) by a control device and generating (S220) a transition request in response to the detection of an inability to perform autonomous driving, Performing (S250, S260, S270) a minimum risk maneuver (MRM) by the control device, in which a deceleration pattern is applied differently depending on the vehicle's driving environment when the transition request is generated and when no driver manipulation is detected, and Performing (S280) a subsequent function to ensure safety in accordance with the MRM by the control device. [18] The method according to claim 17, wherein performing the MRM comprises: Determine (S250), by the control device, whether the driving environment is an urban environment or a high-speed environment, using map information or vehicle recognition information, and Different application (S260, S270) of the deceleration pattern by the control device, depending on whether the driving environment is the urban environment or the high-speed environment. [19] The method according to claim 18, wherein performing the MRM comprises: Applying (S260) a deceleration pattern by the control device in which the vehicle's speed is gradually reduced for the MRM when the driving environment is the urban environment, and Engaging (S261) a gear for parking by the control device after the vehicle has come to a stop. [20] The method according to claim 19, wherein performing the MRM comprises: Applying (S270) a deceleration pattern by the control device in which a vehicle speed is maintained during a first time period for the MRM and in which a vehicle speed is rapidly reduced during a second time period, which is shorter than the first time period, when the driving environment is the high-speed environment, Engaging (S271) a gear into the drive position (D range) by the control device after the vehicle has come to a stop, and Performing an AutoHold braking action on the vehicle by the control device when the vehicle is in the D range. [21] The method according to claim 20, wherein performing the MRM further comprises: Applying a delay pattern by the control device in which speed changes corresponding to the first time interval and the second time interval are repeated. [22] The method according to any one of claims 17 to 21, wherein performing the following function to ensure safety comprises: Perform, through the control device, at least one of the following functions: enabling collision warning (DRM), changing the ambient light, emitting a warning tone, enabling a front and rear detection function, and enabling blind spot detection (BSD). the subsequent function to ensure safety is executed selectively depending on the driving environment or driving time.

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