Travel control system and method for mobility vehicle

Abstract

To provide a travel control system and method for a mobility vehicle which perform speed control and torque control of a motor by acquiring an actual travel route according to surface information on a road surface.SOLUTION: A travel control system for a mobility vehicle, includes: a front terrain scanning unit which detects LiDAR point data in front of the mobility vehicle and scans a surface image in front of the mobility vehicle; a driving unit which provides power for moving the mobility vehicle; and a controller which stores a specification of the mobility vehicle including a dynamic radius of each wheel is stored, generates a travel route for the mobility vehicle by using the LiDAR point data, detects surface depth data on the basis of the surface image in front of the mobility vehicle, acquires an actual travel route for each wheel by using the surface depth data within the travel route for each wheel and the dynamic radius of each wheel of the mobility vehicle, generates a travel command for the actual travel route for each wheel, and controls operation of the driving unit according to the generated travel command.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a travel control system and method for mobility. More specifically, the present invention relates to a travel control system and method for mobility that acquires surface information of a road surface with a camera, acquires an actual travel route based on the surface information, and performs speed control and torque control based on the actual travel route.

Background Art

[0002] When a mobility travels on a curved surface, the travel distances of the left and right wheels required to move straight ahead in a top-down view are different. Therefore, when traveling on a curved plane, if the curvature is not taken into account, the mobility cannot move along the desired route. In extreme cases, the wheels may get stuck in a concave area and not move at all.

[0003] According to the prior art, a dynamic suspension is installed on the mobility to solve such problems. However, in order to install a dynamic suspension, the hardware of the mobility must be modified. In addition, installing a high-performance suspension on a mobility that does not transport people or items that should not be shaken will excessively increase the manufacturing cost compared to the required performance. Therefore, there is a need for a system and method that can handle a curved road surface by performing only motor control logic without modifying the hardware. The matters described in this background art section are created to enhance the understanding of the background of the invention and include matters that are not prior art already known to those with ordinary knowledge in the field to which this technology belongs.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] An object of the present invention is to provide a travel control system and method for mobility that acquires surface information of a road surface with a camera, acquires an actual travel route based on the surface information, and performs speed control and torque control of a motor based on the actual travel route.

Means for Solving the Problems

[0006] A travel control system for mobility according to an embodiment of the present invention includes a front terrain scan unit configured to detect lidar point data in front of the mobility and scan a surface image in front of the mobility, a drive unit that provides power to move the mobility, and the specifications of the mobility including the dynamic radius of each wheel are stored. A controller is configured to generate a travel route of the mobility using lidar point data, detect depth data of the surface based on the surface image in front of the mobility, acquire the actual travel route of each wheel using the depth data of the inner surface of the travel route of each wheel and the dynamic radius of each wheel of the mobility, generate a travel command for the actual travel route of each wheel, and control the operation of the drive unit according to the generated travel command.

[0007] The controller may be further configured to determine whether a travel route of one wheel is suitable for traveling and determine whether travel routes for a plurality of wheels are suitable for traveling.

[0008] The controller may be further configured to generate a travel command for the actual travel route of each wheel in response to determining that a travel route of one wheel is suitable for traveling and travel routes for a plurality of wheels are suitable for traveling.

[0009] The controller may be further configured to regenerate the travel route in response to determining that the travel route of one wheel is not suitable for traveling or determining that the travel routes for a plurality of wheels are not suitable for traveling.

[0010] The controller can be configured to determine that the travel path of one wheel is not suitable for travel in response to the prediction that the actual travel path of one wheel will bend by more than a preset angle.

[0011] The controller is configured to determine that the travel paths of a plurality of wheels are not suitable for travel in response to the prediction that the road surface located between the wheels will collide with the bottom surface of the mobility.

[0012] The controller is configured to generate a travel command for the actual travel path of each wheel by generating a speed command for the actual travel path of each wheel and generating a torque command for the actual travel path of each wheel.

[0013] The controller is configured to generate a speed command for the actual travel path of each wheel based on the actual travel path of each wheel and the target speed command of the mobility.

[0014] The controller is configured to generate a torque command for the actual travel path of each wheel based on the actual travel path of each wheel and the target torque command of the mobility.

[0015] The controller may be further configured to determine whether the travel command for the actual travel path of each wheel is suitable, and to control the drive unit according to the travel command in response to the determination that the travel command for the actual travel path of each wheel is suitable.

[0016] The controller may be further configured to regenerate the travel path in response to the determination that the travel command for the actual travel path of each wheel is not suitable.

[0017] According to another embodiment of the present invention, a travel control method for mobility includes: detecting a rider point in front of the mobility by a front terrain scan unit; scanning a surface image in front of the mobility by the front terrain scan unit; generating a travel route of the mobility using the rider point data by a controller; detecting depth data of the inner surface of the travel route based on the surface image in front of the mobility by the controller; obtaining an actual travel route of each wheel using the depth data of the inner surface of the travel route of each wheel and the dynamic radius of each wheel of the mobility by the controller; generating a travel command for the actual travel route of each wheel by the controller; and controlling the operation of the drive unit according to the generated travel command by the controller.

[0018] The method further includes: determining by the controller whether the travel route of one wheel is suitable for traveling; and determining by the controller whether the travel routes for a plurality of wheels are suitable for traveling.

[0019] The method further includes generating, by the controller, a travel command for the actual travel route of each wheel in response to determining that the travel route of one wheel is suitable for traveling and the travel routes for a plurality of wheels are suitable for traveling.

[0020] The method further includes regenerating, by the controller, the travel route in response to determining that the travel route of one wheel is not suitable for traveling or the travel routes for a plurality of wheels are not suitable for traveling.

[0021] The step of generating a travel command for the actual travel route of each wheel includes generating a speed command for the actual travel route of each wheel and generating a torque command for the actual travel route of each wheel.

[0022] The speed command for the actual travel route of each wheel is generated based on the actual travel route of each wheel and the target speed command of the mobility.

[0023] The torque command for the actual travel path of each wheel is generated based on the actual travel path of each wheel and the target torque command of mobility.

[0024] The method further includes a step of determining by the controller whether the driving command for the actual travel path of each wheel is appropriate, and the step of controlling the operation of the driving unit according to the generated driving command is performed in response to the determination that the driving command for the actual travel path of each wheel is appropriate.

[0025] The method further includes a step of regenerating the travel path in response to the determination by the controller that the driving command for the actual travel path of each wheel is not appropriate.

Advantages of the Invention

[0026] According to the present invention, when traveling on a non-flat road surface, unintended behavior of mobility is reduced using motor control without hardware modification. The use of road surface information prevents the occurrence of problems such as mobility getting stuck in a puddle or being unable to move over a speed bump. The influence of disturbances is reduced by observing and correcting disturbance factors that may affect the behavior of mobility with a camera. In addition, effects that can be obtained or predicted by embodiments of the present invention will be directly or implicitly disclosed in the detailed description of the embodiments of the present invention. That is, various effects predicted by embodiments of the present invention will be disclosed in the following detailed description.

Brief Description of the Drawings

[0027]

Figure 1

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Figure 8

[0028] The drawings are not necessarily shown to scale and present somewhat simplified representations of various preferred features that illustrate the basic principles of the present disclosure. For example, specific design features of the present disclosure, including specific dimensions, directions, positions, and shapes, are determined in part by the particular intended application and the use environment.

Mode for Carrying Out the Invention

[0029] The terms used herein are for the purpose of describing particular embodiments and are not intended to limit the present invention. As used herein, the singular forms are intended to also include the plural forms unless the context clearly dictates otherwise. The terms "comprising" and / or "including" when used in this specification specify the presence of the recited features, integers, steps, operations, components, and / or components, but do not preclude the presence or addition of one or more of other features, integers, steps, operations, components, components, and / or groups thereof. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items.

[0030] As used herein, the term "mobility" or "mobility's" or other similar terms includes general land mobility including passenger vehicles such as sports utility vehicles (SUVs), buses, trucks, various commercial vehicles, etc., marine mobility including various boats and ships, and air mobility including aircraft, drones, etc., and includes all objects that can move powered by a power source. Also, the term "mobility" or "mobility's" or other similar terms used herein includes hybrid mobility, electric mobility, plug-in hybrid mobility, hydrogen-powered mobility and other alternative fuel (e.g., fuels derived from resources other than petroleum) mobility. As referred to herein, hybrid mobility includes mobility having two or more power sources, such as gasoline-powered and electric-powered mobility. Mobility according to embodiments of the present invention includes not only manually driven mobility but also somewhat autonomous and / or automatically driven mobility.

[0031] Additionally, one or more of the following methods or aspects thereof can be performed by at least one controller. The term "controller" refers to a hardware device including a memory and a processor. The memory is configured to store program instructions, and the processor is specially programmed to execute the program instructions to perform one or more processes described in more detail below. The controller controls the operation of units, modules, components, devices, or the like as described herein. Also, the following methods can be performed by a device including a controller together with one or more other components, as will be recognized by those skilled in the art.

[0032] Also, the controller of the present disclosure can be realized as a non-transitory computer-readable recording medium including executable program instructions executed by a processor. Examples of computer-readable recording media include, but are not limited to, ROM (Read-Only Memory), RAM (Random Access Memory), CD-ROM (Compact Disc Read-Only Memory), magnetic tape, floppy disk, flash drive, smart card, and optical data storage devices. The computer-readable recording medium can also be distributed across a computer network as a whole, and program instructions can be stored and executed in a distributed manner, such as in a telematics server or a Controller Area Network (CAN).

[0033] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a block diagram of a travel control system for mobility according to an embodiment of the present invention.

[0034] As shown in FIG. 1, the travel control system for mobility according to an embodiment of the present invention includes a front terrain scan unit 10, a controller 20, and a drive unit 30. The front terrain scan unit 10 is mounted on a mobility 40 (see FIG. 6) and scans the front terrain of the mobility 40. The front terrain scan unit 10 includes a lidar and a camera.

[0035] After the rider irradiates a laser pulse in front of the mobility 40, the rider measures the time it takes for the laser pulse reflected from an object (such as a fixed terrain and obstacles) within the measurement range of the rider to return, and detects information about the object such as the distance from the rider to the object, the direction of the object, speed, temperature, substance distribution, and concentration characteristics. Here, the object may be another mobility, a person, a thing, a pillar, a wall, etc. existing outside the mobility 40 on which the rider is mounted, but the present invention is not particularly limited to the type of the object. The rider is connected to the controller 20 to detect 2D lidar point data (for example, 2D data of a plurality of lidar points) within the measurement range and transmit the 2D lidar point data to the controller 20. However, the rider is not limited to a rider that detects 2D lidar point data, and includes a rider that detects 3D lidar point data.

[0036] The camera scans the front image of the mobility 40 within the measurement range of the camera, particularly the surface image in front of the mobility 40. The camera is connected to the controller 20 and transmits the scanned image to the controller 20. The image is composed of pixel data including a plurality of pixels. The type of the camera is not particularly limited as long as it can detect the depth data of the surface in front of the mobility 40 or detect data for calculating the depth data.

[0037] The controller 20 includes a travel route generation unit 22 and a travel command generation unit 24. The travel route generation unit 22 receives 2D lidar point data from a lidar and receives a front surface image of the mobility 40 from a camera. The travel route generation unit 22 generates a route for the mobility 40 using the received 2D lidar point data and map data, detects depth data of the inner surface of the route based on the front surface image of the mobility 40, and obtains an actual travel route for each wheel 44 using the depth data of the inner surface of the route and the moving radius of the wheels 44 of the mobility 40. The travel route generation unit 22 evaluates whether the actual travel route is suitable for the mobility 40 to travel based on the specifications of the mobility 40, and transmits an instruction to the travel command generation unit 24 to generate a travel command according to the actual travel route in response to the evaluation that the actual travel route is suitable for the mobility 40 to travel.

[0038] The travel command generation unit 24 receives an instruction from the travel route generation unit 22 and generates a travel command according to the actual travel route. The travel command includes a speed command and a torque command. The travel command generation unit 24 evaluates whether the travel command is suitable for the mobility 40 to travel based on the specifications of the mobility 40, and performs travel control of the mobility 40 in response to the evaluation that the travel command is suitable for the mobility 40 to travel.

[0039] For such purposes, the controller 20 is provided with one or more microprocessors, and the one or more microprocessors may be programmed to perform each step of the travel control method for mobility according to an embodiment of the present invention.

[0040] The drive unit 30 is mounted on the mobility 40 and provides the power to move the mobility 40. The operation of the drive unit 30 is controlled by the controller 20. The drive unit 30 includes at least one wheel 44 (see FIG. 6) and at least one drive motor for rotating the at least one wheel 44. In one example, a corresponding drive motor may be mounted on each wheel 44, and each drive motor independently controls the speed and torque of the corresponding wheel 44. For example, the mobility 40 includes at least a left wheel 44 and a right wheel 44, and further includes a left drive motor for the left wheel 44 and a right drive motor for the right wheel 44. However, the number of wheels 44 and the number of drive motors included in the drive unit 30 are not particularly limited.

[0041] FIG. 2 is a flowchart of a travel control method for mobility according to an embodiment of the present invention, FIG. 3 is a flowchart of the step S130 in FIG. 2, and FIG. 4 is a flowchart of the step S140 in FIG. 2.

[0042] As shown in FIG. 2, the travel control method for mobility according to an embodiment of the present invention starts when the engine of the mobility 40 is started. For example, the user presses a button to start the engine of the mobility 40 or starts the engine of the mobility 40 using a remote control device.

[0043] The mobility 40 receives a destination or the like from the user and calls up map data stored in the memory of the controller 20 or starts to create a map through a front terrain scan unit 10 or the like. For example, the rider detects 2D rider point data in front of the mobility 40 and transmits this to the controller 20, and the camera scans the front image of the mobility 40 and transmits this to the controller 20.

[0044] The travel route generation unit 22 of the controller 20 determines the position of the mobility 40 based on the called map data, 2D lidar point data, and / or the front image of the mobility 40, and generates a travel route for the mobility 40 based on the map data, 2D lidar point data, the front image of the mobility 40, and / or the position of the mobility 40 (S110). For this purpose, the logic for generating the travel route of the mobility 40 is stored in the memory of the controller 20. For example, a number of travel routes from the current position of the mobility 40 to the destination can be calculated, and the travel route with the least cost among the number of travel routes can be selected. Since the logic for generating the travel route of the mobility 40 is well known to those skilled in the art, further detailed description is omitted.

[0045] If the travel route generation unit 22 of the controller 20 generates a travel route for the mobility 40, the travel route generation unit 22 evaluates whether the generated travel route is suitable for the mobility 40 to actually travel. For this purpose, the camera of the front terrain scan unit 10 scans the surface image within the travel route of the mobility 40 (S120), and transmits the surface image within the travel route to the controller 20. The travel route generation unit 22 of the controller 20 determines whether the travel route generated in step S110 is suitable for the mobility 40 to travel (S130).

[0046] Referring to FIG. 3, step S130 will be described in more detail. As shown in FIG. 3, step S130 begins with the travel route generation unit 22 extracting 3D points on the travel route from the surface image within the travel route (S132). For example, the travel route generation unit 22 extracts 3D pixel data located on the travel route through which the wheels 44 of the mobility 40 pass from the surface image within the travel route. If the mobility 40 includes a left wheel 44 and a right wheel 44, 3D pixel data located on the route for the left wheel 44 and 3D pixel data located on the route for the right wheel 44 are extracted.

[0047] When 3D points for each wheel 44 are extracted, the travel route generation unit 22 converts the extracted 3D point coordinates (for example, 3D pixel data) into 2D point coordinates (for example, 2D pixel data) (S134). Generally, each wheel 44 can move forward and backward while rotating, but cannot move in the width direction of the mobility 40. In order to reduce the amount of calculation for the evaluation of the travel route, the travel route generation unit 22 converts the extracted 3D pixel data into 2D pixel data in the front-rear direction and the vertical direction. Since the conversion matrix for converting 3D pixel data into 2D pixel data is well known to those skilled in the art, further detailed description is omitted.

[0048] When the extracted 3D point coordinates are converted into 2D point coordinates (including depth data), the travel route generation unit 22 obtains the actual travel route of each wheel 44 based on the moving radius of each wheel 44 (S136). For example, referring to FIG. 5, FIG. 5(a) illustrates the travel route for one wheel 44 generated in the S110 step. In FIG. 5, the left-right direction corresponds to the front-rear direction, and the up-down direction in FIG. 5 corresponds to the vertical direction (i.e., depth). The travel route for one wheel 44 illustrated in FIG. 5(a) is a straight route without bending in the vertical direction. FIG. 5(b) exemplarily shows that the 3D point coordinates extracted from the surface of the travel route in FIG. 5(a) are converted into 2D point coordinates. The flatness and the actual depth data of the predicted travel route are reflected in FIG. 5(b).

[0049] The travel route on a surface with bending in the vertical direction varies depending on the size of the wheel 44. In FIG. 5(c), the dotted line exemplifies the travel route of a wheel 44 with a relatively large moving radius, and in FIG. 5(d), the dotted line exemplifies the travel route of a wheel 44 with a relatively small moving radius. As can be seen from FIGS. 5(c) and 5(d), the actual travel route of the wheel 44 comes to vary depending on the size of the wheel 44. Therefore, the travel route generation unit 22 obtains the actual travel route for each wheel 44 using the depth data of the surface of the travel route for each wheel 44 and the moving radius of the wheel 44.

[0050] When the actual travel route for the wheel 44 is obtained, the travel route generation unit 22 determines whether the travel route for one wheel 44 is suitable for travel (S137). For example, as shown in FIG. 5(d), when the moving radius of the wheel 44 is smaller than the depth of the bend and the actual travel route of the wheel 44 is expected to bend by more than a preset angle, it is determined that the actual travel route for the wheel 44 is not suitable for travel. In this case, the method proceeds to step S170. Here, the preset angle may be 90°, but is not limited thereto.

[0051] However, as shown in FIG. 5(c), when the actual travel route of the wheel 44 does not bend by more than a preset angle, it is determined that the actual travel route of the wheel 44 is suitable for travel. In this case, the travel route generation unit 22 determines whether the travel routes for the plurality of wheels 44 are suitable for travel (S138). Even if the travel routes for the respective wheels 44 are suitable for travel, the mobility 40 may not be suitable for travel depending on the terrain between the wheels 44.

[0052] For example, as shown in FIG. 6(b), when the road surface located between the wheels 44 protrudes upward and is expected to collide with the bottom surface 42 of the mobility 40 between the wheels 44, the travel route generation unit 22 determines that the travel routes for the plurality of wheels 44 are not suitable for travel. Also, when one of the wheels 44 passes through a deep road surface and the road surface located between the wheels 44 is expected to collide with the bottom surface 42 of the mobility 40, the travel route generation unit 22 determines that the travel routes for the plurality of wheels 44 are not suitable for travel. In this case, the method proceeds to step S170.

[0053] In contrast, as shown in FIG. 6(a), when the road surface located between the wheels 44 protrudes upward or one of the wheels 44 passes through a deep road surface, but the road surface located between the wheels 44 is not expected to collide with the bottom surface 42 of the mobility 40 between the wheels 44, the travel route generation unit 22 determines that the travel routes for the plurality of wheels 44 are suitable for travel. In this case, the method proceeds to step S140.

[0054] Referring back to FIG. 2, if it is determined at step S130 that the travel route is not suitable for travel (No at step S137 or S138), the travel route generation unit 22 regenerates the travel route (S170), and the method returns to step S120 to scan the surface image within the regenerated travel route.

[0055] In contrast, if it is determined at step S130 that the travel route is suitable for travel (Yes at steps S137 and S138), the travel route generation unit 22 generates an instruction to generate a travel command for the travel route, and transmits the instruction to the travel command generation unit 24. The travel command generation unit 24 receives the instruction and generates a travel command for the actual travel route of each wheel 44 (S140).

[0056] As shown in FIG. 4, the travel command generation unit 24 first generates a speed command for the actual travel route of each wheel 44 (S142). For example, FIG. 7(a) exemplarily shows the target speed command of the mobility 40 when moving along the travel route generated at step S110. The mobility 40 moves along a straight-ahead travel route, and as the mobility 40 moves, the target speed command gradually increases to 0 m / s, 0.2 m / s, 0.4 m / s, 0.6 m / s, 0.8 m / s, and 1.0 m / s. FIG. 7(b) exemplarily shows the speed command when the left wheel 44 travels the actual travel route for the mobility 40 to move as shown in FIG. 7(a), and FIG. 7(c) exemplarily shows the speed command when the right wheel 44 travels the actual travel route for the mobility 40 to move as shown in FIG. 7(a).

[0057] The deeper the depth of the road surface that the wheel 44 passes through, the more distance the wheel 44 must move. Thus, the mobility 40 can move at the target speed only when the wheel 44 moves at a speed faster than the target speed of the mobility 40. Therefore, the travel command generation unit 24 generates a speed command for the actual travel route of each wheel 44 based on the actual travel route of each wheel 44 and the target speed command of the mobility 40.

[0058] The travel command generation unit 24 also generates a torque command for the actual travel path of each wheel 44 (S144). For example, Fig. 8(a) exemplarily shows the target torque command of the mobility 40 when moving along the travel path generated in the S110 step. The mobility 40 moves along a straight-ahead travel path, and the target torque command for moving the mobility 40 is 5 N / m. Fig. 8(b) exemplarily shows the torque command when the left wheel 44 travels along the actual travel path for the mobility 40 to move as shown in Fig. 8(a), and Fig. 8(c) exemplarily shows the torque command when the right wheel 44 travels along the actual travel path for the mobility 40 to move as shown in Fig. 8(a).

[0059] When the wheel 44 passes through a downward-bent road surface, the wheel 44 can move with a torque smaller than the target torque. When the wheel 44 passes through an upward-bent road surface, the wheel 44 must move with a torque larger than the target torque. Therefore, the travel command generation unit 24 generates a torque command for the actual travel path of each wheel 44 based on the actual travel path of each wheel 44 and the target torque command of the mobility 40.

[0060] Referring to Fig. 2 again, when a travel command for the actual travel path of each wheel 44 is generated, the travel command generation unit 24 determines whether the generated travel command is appropriate (S150). For example, when a speed bump is included in the actual travel path of one wheel 44 and the torque required to exceed the speed bump exceeds the maximum torque of the drive unit 30, the travel command generation unit 24 determines that the travel command for the actual travel path of each wheel 44 is not appropriate, and the method proceeds to the S170 step, where the travel path generation unit 22 regenerates the travel path for each wheel 44.

[0061] In contrast, when it is determined at step S150 that the driving command for the actual traveling path of each wheel 44 is appropriate, the driving command generation unit 24 controls the driving unit 30 according to the driving command (S160). That is, the speed of the driving unit 30 is controlled according to the speed command, and the torque of the driving unit 30 is controlled according to the torque command. As described above, the preferred embodiments of the present invention have been described. However, the present invention is not limited to the embodiments, and includes all modifications that can be easily modified by those having ordinary knowledge in the technical field to which the present invention belongs and are recognized as equivalent within the scope of the present invention.

Explanation of Signs

[0062] 10 Scanning unit 20 Controller 22 Traveling path generation unit 24 Driving command generation unit 30 Driving unit 40 Mobility 42 Bottom surface 44 Wheel

Claims

1. a forward terrain scanning unit configured to detect lidar point data forward of the mobility and to scan a surface image forward of the mobility; A drive unit that provides power for moving the mobility; a controller in which specifications of the mobility including the dynamic radius of each wheel are stored, the controller being configured to generate a driving path of the mobility using the lidar point data, detect surface depth data based on a surface image in front of the mobility, obtain an actual driving path of each wheel using the surface depth data within the driving path of each wheel and the dynamic radius of each wheel of the mobility, generate a driving command for the actual driving path of each wheel, and control the operation of the drive unit according to the generated driving command; A mobility driving control system comprising:

2. The mobility driving control system of claim 1, wherein the controller is further configured to determine whether a driving path for one wheel is suitable for driving and to determine whether a driving path for multiple wheels is suitable for driving.

3. 3. The mobility cruise control system of claim 2, wherein the controller is further configured to generate a cruise command for an actual cruise path of each wheel in response to determining that the cruise path of one wheel is suitable for travel and that the cruise paths for a plurality of wheels are suitable for travel.

4. The mobility cruise control system of claim 2, further configured to regenerate a driving path in response to determining that the driving path of one wheel is not suitable for driving or determining that the driving paths for multiple wheels are not suitable for driving.

5. The mobility driving control system of claim 2, wherein the controller is configured to determine that the driving path of one wheel is not suitable for driving in response to a prediction that the actual driving path of one wheel is bent by more than a preset angle.

6. The driving control system for a mobility vehicle as described in claim 2, characterized in that the controller is configured to determine that the driving path of the multiple wheels is not suitable for driving in response to a prediction that a road surface located between the wheels will collide with the bottom surface of the mobility vehicle.

7. 2. The mobility cruise control system of claim 1, wherein the controller is configured to generate a cruise command for the actual driving path of each wheel by generating a speed command for the actual driving path of each wheel and generating a torque command for the actual driving path of each wheel.

8. The driving control system for a mobility vehicle according to claim 7, wherein the controller is configured to generate a speed command for an actual driving path of each wheel based on the actual driving path of each wheel and a target speed command of the mobility vehicle.

9. The driving control system for a mobility vehicle according to claim 7, wherein the controller is configured to generate a torque command for an actual driving path of each wheel based on the actual driving path of each wheel and a target torque command of the mobility vehicle.

10. The mobility driving control system of claim 1, wherein the controller is further configured to determine whether a driving command for an actual driving path of each wheel is appropriate, and to control a drive unit according to the driving command in response to a determination that the driving command for the actual driving path of each wheel is appropriate.

11. The mobility driving control system of claim 10, wherein the controller is further configured to regenerate a driving path in response to determining that the driving command for the actual driving path of each wheel is not suitable.

12. detecting a lidar point ahead of the mobility by a forward terrain scanning unit; scanning a surface image in front of the mobility by a forward terrain scanning unit; generating, by the controller, a travel route for the mobility using the lidar point data; Detecting depth data of a surface within a travel path based on a surface image ahead of the mobility by a controller; obtaining an actual travel path of each wheel by using the depth data of the inner surface of the travel path of each wheel and the dynamic radius of each wheel of the mobility by the controller; generating a driving command for an actual driving path of each wheel by the controller; controlling the operation of the drive unit according to the generated travel command by the controller; A mobility driving control method comprising:

13. determining by the controller whether a travel path of one wheel is suitable for travel; determining, by a controller, whether a travel path for the plurality of wheels is suitable for travel; The method for controlling driving of a mobility vehicle according to claim 12, further comprising:

14. The method of claim 13, further comprising generating, by a controller, a driving command for an actual driving path of each wheel in response to determining that the driving path of the one wheel is suitable for driving and that the driving paths for the plurality of wheels are suitable for driving.

15. The method of claim 13, further comprising the step of regenerating a driving path by a controller in response to determining that the driving path of one wheel is not suitable for driving or determining that the driving paths of a plurality of wheels are not suitable for driving.

16. The step of generating a driving command for an actual driving path of each wheel includes: generating a speed command for an actual travel path of each wheel; generating a torque command for an actual travel path of each wheel; The mobility driving control method according to claim 12, further comprising:

17. The method of claim 16, wherein the speed command for the actual driving path of each wheel is generated based on the actual driving path of each wheel and a target speed command of the mobility.

18. The method of claim 16, wherein the torque command for the actual driving path of each wheel is generated based on the actual driving path of each wheel and a target torque command of the mobility.

19. The method further includes determining whether a driving command for an actual driving path of each wheel is appropriate by the controller; The method of claim 12, wherein the step of controlling the operation of the drive unit according to the generated driving command is performed in response to a determination that the driving command is appropriate for the actual driving path of each wheel.

20. The method of claim 19, further comprising the step of regenerating a driving path by the controller in response to a determination that the driving command for the actual driving path of each wheel is not suitable.

Images