SYSTEM AND METHOD FOR CREATING A TRAVEL PATH FOR A VEHICLE

Abstract

A system (100) and method for generating a travel path for a vehicle (510, 610, 710, 810) to provide a three-point turnaround path, the system (100) comprising a processor (150) that receives a travel path from a navigation terminal (110), the processor (150) determining whether there is a U-turn section in the travel path, determining whether it is impracticable to make a U-turn without reversing in response to determining that there is the U-turn section in the travel path, and generating a three-point turnaround path in response to determining that it is impracticable to make the U-turn without reversing.

Description

TECHNICAL FIELD

[0001] The present disclosure / invention relates to a system and method for generating a route (e.g., for generating a route, for example, for route generation, for example, for route generation, for example, for route generation) for a vehicle (e.g., in a vehicle) to provide a path (e.g., a path, for example, a route) for a three-turn turn (or a broken U-turn path, for example, a three-point curve path, for example, a three-point turn path, for example, a multi-point turn path, for example, a five-point turn path, for example, a broken 180° turn path, for example, a broken U-turn path). The present disclosure / invention further relates to a vehicle equipped with such a system or operated with such a method. BACKGROUND

[0002] An autonomous vehicle can detect driving environments without driver input to determine risk and plan a path (e.g., a route) to drive itself. The autonomous vehicle can plan a path taking into account various driving situations. BRIEF EXPLANATION OF THE INVENTION

[0003] Systems, apparatus, methods, and computer-readable media for generating a path of travel (e.g., for generating a path of travel, e.g., for generating a path of travel) in (e.g., for a) vehicle are described, which may include a processor configured to receive a path of travel (e.g., a route) from a navigation terminal (e.g., a navigation input device, e.g., a navigation terminal). The processor may be further configured to determine, based on the presence of a U-turn section (e.g., a U-turn section) in the path of travel, that it is impracticable (e.g., not possible) to perform a single-move U-turn (e.g., to perform a single-move U-turn, e.g., to perform a U-turn in the form of only a 180° turn without further advance or reversal, e.g., a U-turn in one go).The processor may be further configured to generate a three-move turn path (e.g., a three-point turn path) based on determining that it is infeasible (e.g., impracticable, e.g., not possible, e.g., impossible) to perform a U-turn in a single move.

[0004] These and other features and benefits are described in more detail below. BRIEF DESCRIPTION OF THE DRAWINGS

[0005] The above and other objects, features and advantages of the present disclosure / invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings: Fig. 1 is a block diagram showing an example system for generating a travel path in a vehicle, Fig. 2 is a drawing for describing an exemplary method for turning in three moves in connection with the present disclosure / invention, Fig. 3 is a flowchart showing an example of a method for generating a route, Fig. 4 is a flowchart showing an example method for planning a path for a three-turn turn, Fig. 5 is a drawing for describing an example method for planning a primary forward path (for example, forward path), Fig. 6 is a drawing for describing an example method for planning a reversing route (for example, reversing path), Fig. 7A and Fig. 7B are drawings for describing an example method for planning a reversing path, Fig. 8A and Fig. 8B are drawings for describing an example method for planning a secondary forward path (e.g., a secondary advance), Fig. 9 is a drawing showing an example of generating a reversing path, and Fig. 10 is a drawing showing an example of generating a secondary forward path. DETAILED DESCRIPTION

[0006] Hereinafter, some aspects of the present disclosure / invention will be described in detail with reference to the drawings. Throughout the drawings, the same reference numerals are used to designate like or equivalent elements. In describing examples according to the present disclosure / invention, terms such as first, second, "A," "B," (a), (b), and the like may be used. These terms are used only to distinguish one element from another and do not limit the corresponding elements, regardless of the order or priority of the corresponding elements.

[0007] Fig. 1 is a block diagram illustrating a system for generating a travel path. Fig. 2 is a drawing for describing a method of turning in three moves in connection with the present disclosure / invention.

[0008] A system 100 for generating a travel path (hereinafter referred to as a “system 100”) may be installed in a vehicle equipped with an autonomous driving function. With reference to Fig. 1, the system 100 may include a navigation terminal 110, a sensing device 120, a memory 130, a communication device 140, and / or a processor 150.

[0009] When a destination is set, the navigation terminal 110 may navigate (e.g., calculate) a path (e.g., a route) from a starting point (e.g., a current position of the vehicle) to the destination and guide the driver along the navigated path. The navigation terminal 110 may consider real-time traffic information when navigating a path to search for an optimal path (e.g., the shortest route, a minimum time, and / or the like). Although not shown in the drawing, the navigation terminal 110 may include a memory for storing map data, a GPS (Global Positioning System) receiver for measuring a position of the vehicle, a communication module for receiving external traffic information, a processor for navigating a path and guiding the driver along the navigated path, and / or the like.

[0010] The sensing device 120 may obtain (e.g., detect, e.g., measure) environmental information (e.g., a parked and stopped vehicle on the road, road condition information, or the like) and / or driving information (e.g., a steering angle, a vehicle speed, or the like) using sensors (e.g., an ultrasonic sensor, Radio Detection and Ranging (RADAR), Light Detection and Ranging (LiDAR), a steering angle sensor, a vehicle speed sensor, an inertial measurement unit (IMU), an image sensor, and / or the like).

[0011] The memory 130 may store specification information and / or predetermined setting information of the vehicle. The memory 130 may include a path generation algorithm or the like. The memory 130 may be a non-transitory storage medium that stores instructions executed by the processor 150. The memory 130 may be implemented as at least one storage medium (or recording medium) such as a flash memory, a hard disk, a solid-state disk (SSD), a random access memory (RAM), a static RAM (SRAM), a read-only memory (ROM), a programmable ROM (PROM), an electrically erasable and programmable ROM (EEPROM), or an erasable and programmable ROM (EPROM).

[0012] The communication device 140 may be used to establish a wired or wireless communication connection between the system 100 and an external electronic device (e.g., an electronic control unit (ECU) or the like) and to perform communication via the established connection. The communication device 140 may include a communication processor, a communication circuit (e.g., a communication circuit), an antenna, a transceiver, and / or the like.

[0013] The processor 150 may be connected to the navigation terminal 110, the sensing device 120, the memory 130, and / or the communication device 140 via an on-board network. The processor 150 may cooperate with the navigation terminal 110, the sensing device 120, the memory 130, and / or the communication device 140 to control the overall operation of the system 100. The processor 150 may be implemented as at least one of a processing device such as an application-specific integrated circuit (ASIC), a digital signal processor (DSP), a programmable logic device (PLD), a field-programmable gate array (FPGA), a central processing unit (CPU), a microcontroller, or a microprocessor.

[0014] Processor 150 may receive the travel path from navigation terminal 110. Based on the received travel path, processor 150 may determine whether a turnaround section is located ahead of the vehicle. Processor 150 may determine whether a turnaround section is located within a predetermined distance (e.g., 20 m) ahead of the vehicle on the travel path.

[0015] If the U-turn section is located in front of the vehicle, the processor 150 may determine whether it is possible to perform a U-turn (e.g., a single-move U-turn) in the U-turn section without reversing. When the vehicle enters the U-turn section, the processor 150 may determine whether it is possible to perform a U-turn without reversing based on environmental information detected by the sensing device 120 and / or road information extracted from map data. For example, if the road width is too narrow for a U-turn without reversing, or if a parked and stopped vehicle is located in the U-turn path, the processor 150 may determine that it is impossible and / or impractical to perform the U-turn without reversing.Processor 150 may determine whether the road width is sufficient to perform a U-turn without reversing based on a minimum turning radius of the vehicle. In other words, if the road width is less than the minimum turning radius of the vehicle, processor 150 may determine that it is impossible and / or impractical to perform a U-turn without reversing. For example, if the road width is sufficient to perform the U-turn without reversing, or if there is no parked and / or stopped vehicle in the U-turn path, processor 150 may determine that it is possible and / or practical to perform the U-turn.

[0016] If it is possible and / or practical to perform the U-turn, the processor 150 may generate (or plan) a U-turn path that does not include a reversing path (or U-turn path). The processor 150 may generate the U-turn path using a U-turn path generation algorithm.

[0017] If it is impossible and / or impracticable to perform the U-turn without reversing, the processor 150 may generate a U-turn path that includes a reversal path (e.g., a reverse path, e.g., a return path, e.g., a three-turn path). Referring to Fig. 2, a reverse U-turn (or reverse) may generally be performed with a primary forward step (e.g., forward step) 210, a reverse step (e.g., a reverse step) 220, and a secondary forward step 230. Thus, the three-turn path (e.g., a three-point turn path) may include a primary (e.g., first) forward path (e.g., a primary forward path), a reverse path (e.g., a reversing path, e.g., a reverse path), and a secondary (e.g., second) forward path (e.g., a secondary forward path).The case where the processor 150 generates the U-turn path with a single reversal (e.g., a single reversal) is described as an example, but the present disclosure / invention is not limited thereto. The processor 150 may generate a U-turn path with two or more reversals.

[0018] Processor 150 may output the generated U-turn path to navigation terminal 110 and / or a vehicle control unit (not shown). Navigation terminal 110 may display the U-turn path on its screen. The vehicle control unit (not shown) may control a behavior (e.g., steering, braking, acceleration, deceleration, and / or the like) of the vehicle such that the vehicle follows the U-turn path.

[0019] Fig. 3 is a flowchart illustrating a method for generating a route. Referring to Fig. 3, in S100, a processor 150 of a system 100 for generating a route in Fig. 1 a route from a navigation terminal 110 of Fig. 1. The navigation terminal 110 can navigate a route from a starting point of the vehicle to a destination point of the vehicle and transmit the navigated route to the processor 150.

[0020] In S110, the processor 150 may determine, based on the received travel path, whether a U-turn section (e.g., a turning section) is located ahead of the vehicle. The processor 150 may determine whether a U-turn section is located within a predetermined distance ahead of the vehicle on the travel path.

[0021] If it is determined that the U-turn section is in front of the vehicle, the processor 150 may determine whether it is possible to make a U-turn in the U-turn section without reversing. When the vehicle enters (e.g., enters) the U-turn section, the processor 150 may, based on environmental information received from a sensing device 120, Fig. 1, and / or road information extracted from map data, determine whether it is possible to perform a U-turn without reversing. For example, if the road width is too narrow to perform a U-turn without reversing, or if there is a parked and stopped vehicle in the U-turn path, the processor 150 may determine that it is impossible and / or impracticable to perform the U-turn. For example, if the road width is sufficient to perform the U-turn without reversing, or (for example, and) if there is no parked and stopped vehicle in the U-turn path, the processor 150 may determine that it is possible to perform the U-turn without reversing (for example, without turning around).

[0022] If it is possible to perform the U-turn without reversing, the processor 150 may generate (or plan) a U-turn path that does not include a reversing path (or a U-turn path) in S130. The processor 150 may generate the U-turn path using a U-turn path generation algorithm. If it is impossible and / or impracticable to perform the U-turn without reversing, the processor 150 may generate a U-turn path (or a three-point turnaround path, e.g., a three-turn turnaround path) that includes a reversing path in S140. The three-turn turnaround path may include a primary forward path, a reverse path, and a secondary forward path.

[0023] The processor 150 can output the generated U-turn path to the navigation terminal 110 and / or a vehicle control unit (e.g., a vehicle control device) (not shown). The navigation terminal 110 can display the U-turn path on its screen (e.g., on its display). The vehicle control unit (not shown) can control a behavior of the vehicle such that the vehicle follows the U-turn path.

[0024] The case where the processor 150 generates the U-turn path or the three-point turn path (or broken U-turn path) and controls the vehicle to travel along the U-turn path is described as an example, but the present disclosure / invention is not limited thereto. The processor 150 may generate a primary forward path on the three-point turn path, control the vehicle's travel along the primary forward path to generate a reverse path, move the vehicle along the reverse path to generate a second forward path, and control the vehicle to follow the second forward path. Alternatively, the processor 150 may generate a primary forward path on the three-point turn path and control the vehicle's travel along the primary forward path to generate a reverse path.Thereafter, the processor 150 may move the vehicle along the primary forward path, may control behavior of the vehicle along the generated reverse path to generate a secondary forward path, and may control travel of the vehicle along the secondary forward path when controlling the vehicle to follow the reverse path is completed.

[0025] Fig. Figure 4 is a flowchart illustrating a method for planning a three-point turnaround path.

[0026] Referring to Fig. 4, a processor can 150 of Fig. 1 in S210, plan a primary forward path. The processor 150 may generate (e.g., create) the primary forward path taking into account a road width, a minimum turning radius of the vehicle, and / or the like. The processor 150 may determine a target path (e.g., a target path) to be entered (e.g., entered) by performing a U-turn. The processor 150 may generate a U-turn path for entering the set (e.g., set, e.g., determined) target path, ie, the primary forward path, using (e.g., a, e.g., the) U-turn path planning technology. The processor 150 may, using the detection device (e.g., the recognition device) 120 of Fig. 1 determine whether a parked and (for example, or) stopped vehicle is on the turnaround path. If the parked and stopped vehicle is on the primary forward path, the processor 150 may move the vehicle to a point (e.g., a location) where the vehicle will not collide with the parked and stopped vehicle.

[0027] In S220, the processor 150 may plan a reverse path based on an endpoint of the primary forward path. The processor 150 may separately generate a reverse path when the vehicle sufficiently reverses (or / or backs up) within a reversible range (e.g., reverse range, e.g., the area available for turning) and when the vehicle reverses to a minimum (e.g., backs up a minimum, e.g., backs up at a minimum speed, e.g., backs up to a minimum distance from an obstacle). If the vehicle sufficiently reverses within the reversible range (or reverse range), the processor 150 may generate a reverse path with a minimum turning radius relative to the center of the vehicle's front bumper.When the vehicle is reversing to the minimum and when the vehicle is reversing with maximum steering and performs maximum steering in an opposite direction to move forward, the processor 150 may calculate a minimum reversing point (e.g., a reversing point with a minimum distance to an obstacle, such as the parked and stopped vehicle) such that a right corner point of the front bumper does not collide with the parked and stopped vehicle.

[0028] At S230, the processor 150 may plan a secondary forward path based on the endpoint of the reversal path. If the vehicle reverses sufficiently within the reversible range, the processor 150 may calculate a curved path that allows the vehicle to immediately enter the target path. If the vehicle reverses to the minimum, the processor 150 may plan the secondary forward path so that the vehicle travels to (e.g., the) minimum turning radius.

[0029] The case where it is impossible and / or impractical to perform a reverse U-turn due to the parked and stopped vehicle is described as an example, but the present disclosure / invention is not limited thereto. It may be impossible and / or impractical to perform a reverse U-turn due to the possibility of colliding with an object such as a curb, roadside fixture, or the like.

[0030] Fig. 5 is a drawing for describing an example method for planning a primary forward path.

[0031] When an autonomous vehicle 510 is to make a U-turn on a travel path, a processor 150 of a system 100 for generating a travel path that is loaded into the autonomous vehicle 510 (e.g., provided in the autonomous vehicle 510) can set (e.g., specify) a lane to be entered by performing a U-turn when the autonomous vehicle 510 enters a U-turn section toward a target lane L tar The processor 150 may plan a path that allows the autonomous vehicle 510 to make a U-turn to enter the target lane L tar, ie, a primary forward path. At this time, the processor 150 may plan the primary forward path using a previously known U-turn path planning method. The autonomous vehicle 510 may perform autonomous travel along the planned primary forward path. If, at this time, a parked and stopped vehicle 520 is in the target lane L tar , the autonomous vehicle 510 may travel along the planned primary forward path, which may only move to a point (e.g., extends to a point) where the autonomous vehicle 510 does not collide with the parked and stopped vehicle 520. In other words, the autonomous vehicle 510 may stop at a point where the distance to the parked and stopped vehicle 520 reaches (e.g., falls below) a predetermined threshold distance.

[0032] Fig. 6 is a diagram for describing an example method for planning a reversing path. An autonomous vehicle 610 may perform primary forward travel along a primary forward path and may plan a reverse travel path based on a point at which the autonomous vehicle 610 terminates the primary forward travel. A processor 150 of a travel path generation system 100 in the autonomous vehicle 610 may calculate an arc (e.g., a curve) with a minimum turning radius relative to the center of the front bumper of the autonomous vehicle 610 and generate a reverse travel path RT.

[0033] If the center of the front bumper of the autonomous vehicle 610 is the origin (0, 0, e.g., the origin of a coordinate system, e.g., the zero point of a coordinate system), the processor 150 may determine a center of rotation (e.g., a center of rotation) of the autonomous vehicle 610 as C(-l, -R 1) in a polar coordinate system. Here, I (for example, l) may refer to the distance from the center of the front bumper of the autonomous vehicle 610 to the center of the rear axle of the autonomous vehicle 610, ie, the sum of the front overhang and the wheelbase of the autonomous vehicle 610, and R 1 can refer to the distance from the center of rotation C(-l, -R 1 ) of the autonomous vehicle 610 to the center of the rear axle of the autonomous vehicle 610.

[0034] The processor 150 can calculate an arc point at which a minimum turning radius R 2 with respect to the center (e.g., the center) of the front bumper of the autonomous vehicle 610 is a radius (e.g., can calculate an arc point whose radius is equal to a minimum turning radius R 2with respect to the center of the front bumper of the autonomous vehicle 610). At this time, the processor 150 may gradually increase a central angle θ of the arc from 0 degrees to a predetermined angle A and calculate an arc point. A may be determined as a value sufficient to cover a reversible area. The processor 150 may generate an arc path composed of the calculated arc points, i.e., the reversal path RT.

[0035] When the reversal path RT is planned, the autonomous vehicle 610 can sufficiently reverse within the reversible area based on the planned reversal path RT. For example, the autonomous vehicle 610 can set its current position to a reversal starting point P start on the reversal path RT and from the reversal starting point P start to a reversal endpoint P stop reverse along the reversal path RT.

[0036] Fig. 7A and Fig. 7B are drawings for describing an example method for planning a reversing path.

[0037] If a parked and stopped vehicle 720 is located on a primary forward path when an autonomous vehicle 710 travels along the primary forward path, the autonomous vehicle 710 may stop when the distance to the parked and stopped vehicle 720 reaches (e.g., falls below, e.g., reaches from above) a predetermined threshold distance. When the autonomous vehicle 710 is reversing with maximum steering and moving forward with maximum steering in an opposite direction, the autonomous vehicle 710 may calculate a center of rotation angle (e.g., a rotation mean angle) required to prevent the parked and stopped vehicle 720 from colliding with a right corner point (e.g., a right end) of the front bumper of the autonomous vehicle 710.The autonomous vehicle 710 may calculate a minimum turning point (e.g., a point at which reversing is just possible) based on the calculated rotation center angle.

[0038] Specifically, a processor 150 of a system 100 for generating a travel path in the autonomous vehicle 710 may adjust a coordinate axis of a polar coordinate system such that the parked and stopped vehicle 720 and the x-axis are parallel to each other at a point where the autonomous vehicle 710 stops to reverse.

[0039] The processor 150 may manipulate the steering wheel with maximum steering (e.g., deflect the steering wheel with maximum steering, e.g., steer) and calculate a turning path CL0 and a boundary line BL of the parked and stopped vehicle 720 when the autonomous vehicle 710 is moving forward. The midpoint of the turning path CL0 may be P1 (2R 1 , θ 1 ) be.

[0040] The processor 150 can calculate a difference d between a maximum value on the y-axis of the turning path CL0 and a minimum value on the y-axis of the boundary line BL.

[0041] The processor 150 may generate a turning path (e.g., a turning path, e.g., a curved path) CL1 that allows the autonomous vehicle 710 to avoid colliding with the parked and stopped vehicle 720 when the autonomous vehicle 710 moves forward based on the calculated difference d to (e.g., to) a minimum turning radius. The center point of the turning path CL1 may be P2 (2R 1 , θ 1 ) be.

[0042] The processor 150 may calculate a rotation center angle Δθ between P1 and P2 using the following equations 1 to 4. d=yP1−yP2=yP1−2Ri∗sinθ2 θ2=asin(d−yP12Ri) θ1=asin(yP12Ri) Δθ=θ2−θ1

[0043] Where Ri is the distance from the center of rotation (e.g. from the center of rotation) of the vehicle to the center) of the rear axle of the vehicle, θ 2 is the angle when P2 is represented with the polar coordinate system (i.e. the angle from the x-axis to P2), and θ 1 is the angle when P1 is represented using the polar coordinate system (i.e. the angle from the x-axis to P1).

[0044] The processor 150 may calculate a point P4 at which the center (e.g., midpoint) P3 of the front bumper of the autonomous vehicle 710 moves through Δθ by using equations 5 through 7 below. xP4=Rcosθ4 yP4=Rsinθ4 θ4=θ3+Δθ

[0045] Thereafter, the autonomous vehicle 710 may move backward with maximum steering until the center of the front bumper of the autonomous vehicle 710 reaches P4 from P3.

[0046] Fig. 8A and Fig. 8B are drawings for describing an example method for planning a secondary forward path.

[0047] When an autonomous vehicle 810 reverses sufficiently within a reversible region to stop, a path generation system 100 in the autonomous vehicle 810 may calculate an arc path that allows the autonomous vehicle 810 to immediately enter a target lane from a current position of the autonomous vehicle 810. At this time, the path generation system 100 may calculate an arc path using a turning radius and a center of rotation of an arc.

[0048] The travel path generating system 100 may calculate a radius R using the case where a distance (e.g., a pitch) between the straight line of the target lane L tar and the center of rotation becomes the turning radius (e.g. the radius of curvature) of the arc.

[0049] First, a processor 150 of the system 100 for generating a travel path may calculate an equation (ax + by + c = 0) of the straight line of the target lane L tar calculate. With reference to Fig. 8B, the processor 150 may calculate an equation (x=x 1 ) of the straight line of the target track L tar receive.

[0050] Next, the processor 150 may determine a turning radius R(=1+x 1 ) of the arc based on the equation of the straight line of the target track L tar The turning radius of the curve can be represented as in equation 8 below. d=|ax1+by1+c|a2+b2=|−al+bR+c|a2+b2=R

[0051] Where 1 is the value resulting from the addition of the front overhang (FOV) of the vehicle and the wheelbase (W / B), which refers to the distance from the center of the vehicle's front bumper to the center of the vehicle's rear axle. a2+b2=e and -al+c=f are inserted into equation 8 above for simplification. R=fe−b, if bR+f≥0, and R=−fe+b, if bR + f < 0.

[0052] Finally, the processor 150 may calculate an arc waypoint. The processor 150 may calculate an arc point where the center of the front bumper of the autonomous vehicle 810 is the origin when the center of rotation is C(-l, R), and where the minimum turning radius R 2 with respect to the center of the front bumper is the radius (for example, of the arc). At this time, the processor 150 can increase a central angle θ of the arc incrementally from -π / 2 (on the y-axis) to a predetermined angle B and calculate the arc point.

[0053] Where B is the angle required to align the vehicle direction (e.g., the vehicle's direction of travel) with the target lane, which can be calculated (e.g., where B is the angle).

[0054] Additionally or alternatively, when the autonomous vehicle 810 is reversing (e.g., has reversed) to a minimum (e.g., to a minimum), the processor 150 may generate a forward path relative to the center of the front bumper of the autonomous vehicle 810. At this time, the processor 150 may generate an arc path where the minimum turning radius R 2 the radius is as / like a secondary forward path (e.g. the radius of a secondary forward path).

[0055] Fig. 9 is a drawing showing an example of generating a reversing path. Fig. 10 is a drawing showing an example of generating a secondary forward path.

[0056] As in Fig. As shown in Fig. 9, when a reversing path is generated, an autonomous vehicle may set its current position to a reversing start point P91 based on the reversing path and turn around (e.g., reverse) to a reversing end point P92.

[0057] After completing the reversal (e.g., reversing) to the reversal end point P92, the autonomous vehicle can generate a secondary forward path RT1. The autonomous vehicle can drive forward on / along the secondary forward path RT1 to reach a target lane.

[0058] Embodiments of the present disclosure / invention can generate and provide a reverse (or three-point) U-turn path when generating the U-turn path for autonomous driving, thereby avoiding a collision with a vehicle parked and stopped in a target lane and safely performing the U-turn.

[0059] Furthermore, aspects of the present disclosure / invention may be directed to performing a U-turn by minimal reversing.

[0060] Furthermore, aspects of the present disclosure / invention may be directed to planning and providing a three-point turn path relative to the center of the front bumper of the vehicle, taking into account a kinematic feature (e.g., a motion-related feature) of the vehicle, such that the vehicle can easily follow the planned turn path.

[0061] One aspect of the present disclosure / invention provides a system and method for generating a path for a vehicle to create and provide a U-turn path with reversing (or reversing) when generating the U-turn path for autonomous driving. Another aspect of the present disclosure / invention provides a system and method for generating a path for a vehicle to create a path for performing a U-turn with minimal reversing.

[0062] Another aspect of the present disclosure / invention provides a system and method for generating a travel path for a vehicle to plan and provide a three-point turn path relative to the center of the front bumper in view of a kinematic feature of the vehicle.

[0063] The technical problems to be solved by the present disclosure / invention are not limited to the above-mentioned problems, and any other technical problems not mentioned here will become clear from the following description (e.g., the previous one, e.g., the above) to those skilled in the art to which the present disclosure / invention refers. According to one aspect of the present disclosure / invention, a system for generating a travel path for a vehicle may include a processor that receives a travel path from a navigation terminal.The processor may determine whether there is a U-turn section on the travel path, may determine whether it is impossible to make a U-turn without reversing in response to determining that there is the U-turn section on the travel path, and may generate a three-point turn path in response to determining that it is impossible to make the U-turn without reversing.

[0064] The processor can generate the three-point turnaround path, which has a primary forward path, a reversal path, and a secondary forward path.

[0065] The processor may specify a target lane into which the U-turn is to enter and may generate a U-turn path to enter the target lane as the primary forward path.

[0066] The vehicle may travel along the primary forward path until the distance between the vehicle and an object located along the primary forward path reaches (e.g., reaches, e.g., falls below) a predetermined threshold distance. The processor may calculate arc points at which a minimum turning radius relative to the center of a front bumper of the vehicle is a radius (e.g., a radius of the arc, e.g., a radius of curvature of the respective arc point), and generate a return path (e.g., a turnaround path) based on the calculated arc points.The processor may calculate a rotation center angle for a vertex of a front bumper of the vehicle so as not to collide with an object (e.g., such that a collision with an object does not occur) in response to the vehicle moving forward to a minimum turning radius (e.g., to a distance from the rotation center at which, given the minimum turning radius, further forward travel would make a subsequent reverse turn impossible due to collision of the vertex with the object), and may calculate a minimum turnaround point (e.g., a point to which, given the minimum turning radius, a reverse turn must be made to allow subsequent secondary forward travel) of the vehicle based on the rotation center angle.

[0067] The vehicle may reverse with maximum steering until (for example at least until) the minimum reversal point.

[0068] The processor may calculate a straight line equation of a target lane, may calculate a turning radius of the vehicle based on the straight line equation, and may generate a secondary forward path based on the turning radius of the vehicle.

[0069] The processor may calculate arc points at which a minimum turning radius relative to the center of a front bumper of the vehicle is a radius (e.g., a radius of the arc, e.g., a radius of curvature of the respective arc point), and may generate a secondary forward path based on the calculated arc points.

[0070] The processor may determine whether it is impossible to perform the U-turn without reversing based on at least one of environmental information detected by a recognition device (e.g., a sensing device, e.g., a sensing device), road information extracted from map data, or any combination thereof. According to another aspect of the present disclosure / invention, a method for generating a travel path for a vehicle may include receiving a travel path from a navigation terminal, determining whether there is a U-turn section on the travel path, determining whether it is impossible to perform a U-turn without reversing in response to determining that there is the U-turn section on the travel path, and generating a three-point turn path in response to determining that it is impossible to perform the U-turn without reversing.Creating the three-point turnaround path may include planning a primary forward path, planning a reversal path, and planning a secondary forward path.

[0071] Planning the primary forward path may include specifying a target lane to enter by the turn and generating a U-turn path to enter the target lane as the primary forward path.

[0072] Planning the primary forward path may further include allowing the vehicle to travel along the primary forward path until a distance between the vehicle and an object located on the primary forward path reaches a predetermined threshold distance.

[0073] Planning the reversing path may include calculating arc points at which a minimum turning radius with respect to the center of a front bumper of the vehicle is a radius, and generating the reversing path based on the calculated arc points.

[0074] Planning the reversing path may include calculating a rotation center angle for a corner point of a front bumper of the vehicle to avoid colliding with an object in response to the vehicle moving forward to a minimum turning radius, and calculating a minimum turning point of the vehicle based on the rotation center angle.

[0075] Planning the reversing path may also include allowing the vehicle to reverse with maximum steering (e.g., with wheels turned to maximum, e.g., with maximum steering deflection) to the minimum reversing point (e.g., reversing point).

[0076] Planning the secondary forward path may include calculating a straight line equation of a target lane, calculating a turning radius of the vehicle based on the straight line equation, and generating the secondary forward path based on the turning radius of the vehicle.

[0077] Planning the secondary forward path may include calculating arc points at which a minimum turning radius (e.g., turning circle) relative to the center of a front bumper of the vehicle is a radius, and generating the secondary forward path based on the calculated arc points.

[0078] Determining whether it is impossible to perform the U-turn without reversing may include determining whether it is impossible to perform the U-turn without reversing based on at least one of environmental information acquired by a sensing device or road information extracted from map data, or any combination thereof.

[0079] Any descriptions herein of actions of a processor may also include actions caused by one or more processors.

[0080] Although the present disclosure / invention has been described using examples and the accompanying drawings, it is not limited thereto, but can be variously modified and altered by those skilled in the art to which the present disclosure / invention relates without departing from the scope of the present invention as defined in the following claims. Therefore, the examples of the present disclosure / invention are not intended to limit the technical scope of the present disclosure / invention, but are for illustrative purposes only. The scope of the present invention should be interpreted based on the appended claims, and all technical ideas within the scope corresponding to the claims should be included in the scope of the present invention. List of reference symbols: 100 systems 110 Navigation terminal 120 detection device 130 storage 140 Communication device 150 processor

Claims

[1] A system (100) for generating a travel path for a vehicle (510, 610, 710, 810), the system comprising: a processor (150) configured to: to receive a route from a navigation terminal (110), to determine, based on the presence of a U-turn section on the roadway, that it is impracticable to perform a U-turn in a single movement, and Based on the determination that it is impracticable to complete the U-turn in a single movement, to establish a three-point turning path (210, 220, 230) for the U-turn section. [2] The system (100) of claim 1, wherein the processor (150) is further configured to generate the three-point turnaround path (210, 220, 230) comprising a primary forward path (210), a reversing path (220), and a secondary forward path (230). [3] The system of claim 1 or 2, wherein the processor (150) is further configured to: a target track (L tar ) into which the three-point turning path (210, 220, 230) is to be entered, and the three-point turning lane (210, 220, 230) for entering the target lane L tar as the primary forward path (210). [4] The system (100) of claim 2 or 3, wherein the vehicle (510, 610, 710, 810) is configured to travel along the primary forward path (210) until a distance between the vehicle (510, 610, 710, 810) and an object (520, 720) located on the primary forward path (210) reaches a predetermined threshold distance. [5] The system of any one of claims 1 to 4, wherein the processor (150) is further configured to to calculate arc points for a minimum turning radius relative to the center of a front bumper of the vehicle (510, 610, 710, 810), and to generate a reversal path (220) based on the calculated arc points. [6] The system of any one of claims 1 to 5, wherein the processor (150) is further configured to: to calculate a rotation center angle (Δθ) such that a corner point of a front bumper of the vehicle (510, 610, 710, 810) avoids a collision with an object (520, 720), so that the vehicle (510, 610, 710, 810) moves forward to a minimum turning radius based on the calculated rotation center angle (Δθ), and to calculate a minimum turning point of the vehicle (510, 610, 710, 810) based on the rotation center angle (Δθ). [7] The system of claim 6, wherein the vehicle (510, 610, 710, 810) is configured to reverse with maximum steering to the minimum reversal point. [8] The system of any one of claims 1 to 7, wherein the processor (150) is further configured to: an equation of a substantially straight line of a target track (L tar ) to calculate to calculate a turning radius of the vehicle (510, 610, 710, 810) based on the equation of the substantially straight line, and to generate a secondary forward path (230) based on the turning radius of the vehicle (510, 610, 710, 810). [9] The system of any one of claims 1 to 8, wherein the processor (150) is further configured to: to calculate arc points for a minimum turning radius relative to the center of a front bumper of the vehicle (510, 610, 710, 810), and to generate a secondary forward path (230) based on the calculated arc points. [10] The system of any one of claims 1 to 9, wherein the processor (150) is further configured to determine that it is impracticable to perform the U-turn in a single movement based on at least one of environmental information acquired by a sensing device (120) and road information extracted from map data. [11] A method for a vehicle (510, 610, 710, 810), the method comprising: Receiving a route (S100) from a navigation terminal (110), Determine (S110) that there is a U-turn section on the route, based on determining (S110) that there is a U-turn section on the travel path, determining (S120) that it is impracticable to perform a U-turn with a single movement, and Generating (S140) a three-point turnaround path (210, 220, 230) for the U-turn section in response to determining (S120) that it is impracticable to perform the U-turn in a single movement. [12] The method of claim 11, wherein generating the three-point turning path comprises: Planning (S210) a primary forward path (210), Planning (S220) a reversal route (220) and Planning (S230) a secondary forward path (230) . [13] The method of claim 12, wherein planning (S210) the primary forward path (210) comprises: Setting a target track (L tar ), into which the three-point turning path is to be entered, and Generating the three-point turning path (210, 220, 230) for entering the target lane L tar as the primary forward path (210). [14] The method of claim 12 or 13, further comprising: allow the vehicle (510, 610, 710, 810) to travel along the primary forward path (210) until a distance between the vehicle (510, 610, 710, 810) and an object (520, 720) located on the primary forward path (210) reaches a predetermined threshold distance. [15] Method according to one of claims 12 to 14, wherein the planning (S220) of the reversal path (220) comprises: Calculating arc points for a minimum turning radius relative to the center of a front bumper of the vehicle (510, 610, 710, 810), and Generating the reversal path (220) based on the calculated arc points. [16] Method according to one of claims 12 to 15, wherein the planning (S220) of the reversal path (220) comprises: Calculating a rotation center angle (Δθ) such that a corner point of a front bumper of the vehicle (510, 610, 710, 810) avoids a collision with an object (520, 720) such that the vehicle (510, 610, 710, 810) moves forward to a minimum turning radius based on the calculated rotation center angle (Δθ), and Calculating a minimum turning point of the vehicle (510, 610, 710, 810) based on the rotation center angle (Δθ). [17] The method of claim 16, further comprising: Cause the vehicle (510, 610, 710, 810) to reverse with maximum steering to the minimum reversal point. [18] The method of any one of claims 12 to 17, wherein planning (S230) the secondary forward path (230) comprises: Calculating an equation of a substantially straight line of a target track (L tar ), Calculating a turning radius of the vehicle (510, 610, 710, 810) based on the equation of the substantially straight line, and Generating the secondary forward path (230) based on the turning radius of the vehicle (510, 610, 710, 810). [19] The method of any one of claims 12 to 18, wherein planning (S230) the secondary forward path (230) comprises: Calculating arc points for a minimum turning radius relative to the center of a front bumper of the vehicle (510, 610, 710, 810), and Generating the secondary forward path (230) based on the calculated arc points. [20] The method of any one of claims 12 to 19, wherein determining (S120) that it is impracticable to perform the U-turn with a single movement comprises: Determining that it is impracticable to perform the U-turn with a single movement based on at least one of environmental information acquired by a sensing device (120) or road information extracted from map data.

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