Vehicle and method of operating said vehicle for performing minimal risk maneuvers

Abstract

A vehicle that supports minimal risk maneuvers is disclosed. The vehicle performs driving, and when a specific event occurs during driving, performs a minimal risk maneuver, eliminates a danger to the vehicle by starting the minimal risk maneuver, terminates the minimal risk maneuver when the danger to the vehicle is eliminated, and performs driving again after the minimal risk maneuver is terminated.

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle and method of operating said vehicle to perform minimal risk maneuvers. [Background technology]

[0002] Recently, Advanced Driver Assistance Systems (ADAS) have been developed to assist drivers in driving. ADAS has several sub-technologies and provides convenience to drivers. Such ADAS is called autonomous driving and is sometimes called ADS (Automated Driving System).

[0003] On the other hand, when a vehicle performs autonomous driving, unpredictable accidents or events may occur, and if appropriate measures are not taken in response to these events, the vehicle may be placed in a dangerous situation. Summary of the Invention [Problem to be solved by the invention]

[0004] According to the present disclosure, when a vehicle faces a danger due to an event occurring while the vehicle is traveling, a Minimal Risk Maneuver (MRM) can be performed to eliminate (or reduce) such danger. [Means for solving the problem]

[0005] The vehicle according to the present disclosure performs autonomous driving without driver intervention, and if a specific event occurs during autonomous driving, performs a minimal risk maneuver, eliminates the risk to the vehicle by initiating the minimal risk maneuver, and once the danger to the vehicle is eliminated, ends the minimal risk maneuver, thereby transitioning to a minimal risk condition. [Effects of the Invention]

[0006] According to the present disclosure, even if a vehicle is exposed to danger due to an event that occurs during autonomous driving, a minimal-risk maneuver can be performed to eliminate the danger, thereby enabling the vehicle to escape from the danger and transition to a minimal-risk state, thereby further improving the driving stability of the vehicle. [Brief explanation of the drawings]

[0007] [Figure 1] FIG. 1 illustrates a vehicle according to the present disclosure. [Figure 2] FIG. 2 is a diagram showing the state of a vehicle in the first embodiment of the present disclosure. [Figure 3] FIG. 3 is a flowchart showing the operation of the vehicle in the first embodiment of the present disclosure. [Figure 4] FIG. 4 shows an example of a minimal risk maneuver in the first embodiment of the present disclosure. [Figure 5] FIG. 5 shows an example of a minimal risk maneuver in the first embodiment of the present disclosure. [Figure 6] FIG. 6 shows an example of a minimal risk maneuver in the first embodiment of the present disclosure. [Figure 7] FIG. 7 shows an example of a minimal risk maneuver in the first embodiment of the present disclosure. [Figure 8] FIG. 8 shows an example of a minimal risk maneuver in the first embodiment of the present disclosure. [Figure 9] FIG. 9 is a block diagram illustrating the steps taken to perform a minimal risk maneuver in accordance with a second embodiment of the present disclosure. [Figure 10] FIG. 10 is a diagram for explaining the MRM step in the second embodiment of the present disclosure. [Figure 11] FIG. 11 is a diagram for explaining MRM types in the second embodiment of the present disclosure. [Figure 12] FIG. 12 is a diagram for explaining the minimum sensing range in the second embodiment of the present disclosure. [Figure 13]FIG. 13 is a diagram for explaining the minimum sensing range in the second embodiment of the present disclosure. [Figure 14] FIG. 14 is a flowchart showing a method for selecting a type of minimal risk maneuver in the third embodiment of the present invention. [Figure 15] FIG. 15 is a flowchart showing the stopping operation of the safety zone by a minimal risk maneuver in the fourth embodiment of the present disclosure. [Figure 16] FIG. 16 is a flowchart showing the determination of an emergency situation and the processing of the emergency situation in the fifth embodiment of the present application. [Figure 17] FIG. 17 is a flowchart showing a method for generating a notification by a minimal risk maneuver in the sixth embodiment of the present disclosure. [Figure 18] FIG. 18 is a flowchart showing a method for granting control authority in the seventh embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0008] The present disclosure will now be described with reference to the accompanying drawings.

[0009] When multiple embodiments are described in this disclosure, each embodiment may be an independent embodiment, or two or more embodiments may be mixed together.

[0010] FIG. 1 illustrates a vehicle according to a first embodiment of the present disclosure. Referring to FIG. 1, the vehicle 100 can support automated driving. According to the embodiment, the vehicle 100 can steer, accelerate, brake, shift gears, or park without driver input, and can drive according to the driver's control when the driver intervenes. For example, the vehicle 100 may refer to a vehicle capable of automated driving according to Level 3 or higher as defined by the Society of Automation Engineers (SAE), but the present disclosure is not limited thereto.

[0011] For example, the automated driving described in this specification may include at least one of ADS functions such as PDCMS (Pedestrian Detection and Collision Mitigation System), LCDAS (Lane Change Decision Aid System), LDWS (Land Departure Warning System), ACC (Adaptive Cruise Control), LKAS (Lane Keeping Assistance System), RBDPS (Road Boundary Departure Prevention System), CSWS (Curve Speed ​​Warning System), FVCWS (Forward Vehicle Collision Warning System), and LSF (Low Speed ​​Following).

[0012] The vehicle 100 may include a sensor 110 , a controller 120 , a processor 130 , a display 140 , and communication circuitry 150 .

[0013] The sensor 110 may sense the environment around the vehicle 100 and generate data related to the surroundings of the vehicle 100. According to an embodiment, the sensor 110 may include at least one of a camera, a Light Detection and Ranging (LIDAR) sensor, a Radio Detection and Ranging (RADAR) sensor, and a position sensor.

[0014] The camera may capture images of the surroundings of the vehicle 100 and generate an image of the surroundings of the vehicle 100 based on the captured images. The camera may sense the front, rear, and / or sides of the vehicle 100 and generate image data based on the sensed results. For example, the camera may generate image data of other objects (e.g., other vehicles, people, objects, lanes, obstacles) located in front, rear, and / or sides of the vehicle 100.

[0015] According to an embodiment, a camera may include an image sensor, an image processor, and a camera MCU. For example, the image sensor may sense an image of an object captured through a lens, the image processor may receive and process the data from the image sensor, and the camera MCU may receive the data from the image processor.

[0016] The lidar sensor may use light (or laser) to sense the area in front of, behind, and / or to the sides of the vehicle 100 and generate sensing data based on the sensing results. For example, the lidar sensor may sense or recognize other objects (e.g., other vehicles, people, objects, lanes, obstacles) located in front of, behind, and / or to the sides of the vehicle 100.

[0017] According to the embodiment, the LIDAR sensor can be configured with a laser transmission module, a laser detection module, a signal collection and processing module, and a data transmission and reception module, and the laser light source can be a laser light source having a wavelength in the wavelength range of 250 nm to 11 μm and capable of changing the wavelength. Furthermore, LIDAR sensors can be classified into a TOF (Time of Flight) type and a phase shift type depending on the signal modulation method.

[0018] The radar sensor can use electromagnetic waves (or radio waves) to sense the area in front of, behind, and / or to the sides of the vehicle 100 and generate sensing data based on the sensing results. For example, the radar sensor can sense or recognize other objects (e.g., other vehicles, people, objects, lanes, obstacles) located in front of, behind, and / or to the sides of the vehicle 100.

[0019] The radar sensor can detect objects up to 150 meters ahead at a horizontal angle of 30 degrees using a frequency modulation carrier wave (FMCW) or pulse carrier wave. The radar sensor can process the data generated by the detection results, and such processing can include magnifying the sensed object ahead or focusing on the object area within the entire field of view.

[0020] The position sensor can measure the current position of the vehicle 100. According to an embodiment, the position sensor can include a GPS sensor, which can measure the position, speed, and current time of the vehicle 100 by using communication with a satellite. According to an embodiment, the GPS sensor can measure the delay time of radio waves emitted from the satellite and determine the position of the vehicle 100 in terms of the distance from the orbit.

[0021] The controller 120 may control the operation of the vehicle 100 under the control of the processor 130. According to an embodiment, the controller 120 may control the steering, driving, braking, and shifting of the vehicle 100. For example, the controller 120 may control each component for performing the steering, driving, braking, and shifting of the vehicle 100.

[0022] The controller 120 may control the steering of the vehicle 100 under the control of the processor 130. According to an embodiment, the controller 120 may control an electric power steering system (MDPS) that drives the steering wheel. For example, when a vehicle collision is predicted, the controller 120 may control the steering of the vehicle in a direction that can avoid the collision or minimize damage.

[0023] The controller 120 can control the driving of the vehicle 100 under the control of the processor 130. According to an embodiment, the controller 120 can decelerate, accelerate, or turn on / off the engine of the vehicle 100. For example, under the control of the processor 130, the controller 120 can accelerate or decelerate the vehicle 100, and can turn on / off the engine when the vehicle 100 starts or ends its travel.

[0024] In addition, the controller 120 can control the driving of the vehicle 100 without the control of the driver. For example, the controller 120 can perform automatic driving of the vehicle 100 under the control of the processor 130.

[0025] The controller 120 can control the brakes of the vehicle 100 under the control of the processor 130. According to the embodiment, the controller 120 can control whether the brakes of the vehicle 100 are activated and can control the brake pedal force. For example, the controller 120 can control the vehicle 100 to automatically activate an emergency brake when a collision is predicted.

[0026] The processor 130 may control the overall operation of the vehicle 100. According to an embodiment, the processor 130 may be an ECU (Electrical Control Unit) that can comprehensively control components within the vehicle 100. For example, the processor 130 may include a CPU (Central Processing Unit) or an MCU (Micro Processing Unit) that can perform arithmetic processing.

[0027] The processor 130 may make decisions regarding the control of the vehicle 100 and control the controller 120 according to the decision results. According to an embodiment, the processor 130 may receive data from the sensor 110 and generate control commands for controlling the controller 120 based on the received data. The processor 130 may transfer the control commands to the controller 120. The processor 130 may also receive driver input or control and control the controller 120 according to the driver input.

[0028] Meanwhile, although the above description has been given assuming that the controller 120 and the processor 130 are separate components, according to an embodiment, the controller 120 and the processor 130 may be integrated into a single component. For example, the controller 120 and the processor 130 may be integrated into a single device and may operate in conjunction with each other.

[0029] Display 140 can visually display information related to vehicle 100. According to an embodiment, display 140 can provide various information related to vehicle 100 to the driver of vehicle 100 under the control of processor 130. For example, display 140 can visually display the current status of vehicle 100 under the control of processor 130.

[0030] The communication circuitry 150 can communicate with the outside of the vehicle 100. According to an embodiment, the communication circuitry 150 can receive data from the outside of the vehicle 100 or transmit data to the outside of the vehicle 100 under the control of the processor 130. For example, the communication circuitry 150 can perform communication using a wireless communication protocol or a wired communication protocol.

[0031] For example, the vehicle 100 can use the communication circuitry 150 to communicate with other vehicles (Vehicle to Vehicle) or with infrastructure (Vehicle to Infra).

[0032] 2 is a diagram showing the states of a vehicle in a second embodiment of the present disclosure. Referring to FIGS. 1 and 2, the state of the vehicle 100 can change (or transition) according to the diagram shown in FIG.

[0033] The state of the vehicle 100 may be one of a driving state S1, a Minimal Risk Maneuver (MRM) state S2, a minimum risk condition state S3, and a Minimal Risk Maneuver end state S4. According to an embodiment, states S1 to S4 may transition to other states when a specific condition is met.

[0034] The driving state S1 may refer to a state in which the vehicle 100 is driving. According to an embodiment, the vehicle 100 in the driving state S1 may drive under the control of the processor 130. For example, the driving state S1 may refer to a state in which the vehicle 100 is driving automatically.

[0035] The minimal risk maneuver state S2 may refer to a state in which the vehicle 100 performs a minimal risk maneuver in response to a request for a minimal risk maneuver. According to an embodiment, the vehicle 100 while traveling can initiate a minimal risk maneuver if a minimal risk maneuver is required. That is, the traveling state S1 can transition to the minimal risk maneuver state S2.

[0036] In the minimal-risk maneuver state S2, the vehicle 100 can perform an operation to reduce the risk to the vehicle 100. According to an embodiment, the vehicle 100 can determine whether a minimal-risk maneuver is necessary using various methods, and if the minimal-risk maneuver is necessary, can generate a request for the minimal-risk maneuver. For example, the vehicle 100 can perform a minimal-risk maneuver by performing at least one of steering, deceleration, acceleration, lane change, and emergency braking. The minimal-risk maneuver does not inhibit other safety functions of the vehicle 100 (e.g., automatic emergency braking, pedestrian collision detection braking, bicycle collision detection braking, etc.). That is, the minimal-risk maneuver and other safety functions of the vehicle 100 can be performed in parallel or sequentially.

[0037] When a minimal-risk maneuver is initiated, the vehicle 100 can execute the minimal-risk maneuver in priority to the existing driving and can take over the driver's control authority. That is, the vehicle 100 can cancel or abort the existing driving and execute the minimal-risk maneuver.

[0038] When the vehicle 100 performs autonomous driving, a specific event may occur that prevents the vehicle 100 from continuing the autonomous driving. If the specific event occurs, the vehicle 100 may be placed in an (unpredictable) dangerous situation. To eliminate (or mitigate) such a dangerous situation, a minimal-risk maneuver may be performed on the vehicle 100. For example, the vehicle 100 may automatically detect a specific event and automatically perform a minimal-risk maneuver in response to the occurrence of the specific event.

[0039] The specific event may include a failure of a component of the vehicle 100, a deviation of the vehicle 100 from its path, or a failure to control the vehicle 100, etc.

[0040] According to an embodiment, the vehicle 100 can perform minimal-risk maneuvers in the event of a failure of autonomous driving, components for performing autonomous driving, or other vehicle 100 components.

[0041] Furthermore, according to the embodiment, when the vehicle 100 approaches the boundary of an operational design domain (ODD), it can perform a minimal risk maneuver. The operational design domain may be a drivable section designed to allow the vehicle 100 to be driven autonomously. For example, when the vehicle 100 approaches the outer boundary of the operational design domain from inside the operational design domain, the vehicle 100 can perform a minimal risk maneuver.

[0042] Furthermore, according to an embodiment, the vehicle 100 may perform a minimal-risk maneuver if the driver fails to take over control of the vehicle 100. When the vehicle 100 is changed from an autonomous driving mode to a manual driving mode (e.g., in the case of level 3 autonomous driving), the minimal-risk maneuver may be initiated if the driver fails to control the vehicle 100 (e.g., SAE Dynamic Driving Task (DDT)). For example, when the vehicle 100 is changed from an autonomous driving mode to a manual driving mode, the minimal-risk maneuver may be initiated if the driver fails to take over control of the vehicle 100 (e.g., SAE Dynamic Driving Task (DDT)). For example, when the vehicle 100 is changed from an autonomous driving mode to a manual driving mode, the minimal-risk maneuver may be initiated if the driver fails to take over a specific control action (e.g., braking or steering) despite the driver being requested to do so.

[0043] If minimal-risk maneuvers are not performed, vehicle 100 may collide with other vehicles, pedestrians, or other structures due to a malfunction in (autonomous) driving, which may result in injury to the driver, passengers, or pedestrians. Furthermore, such malfunctions may cause vehicle 100 to run off the road. In other words, without minimal-risk maneuvers, the autonomous driving of vehicle 100 may not be performed as well as expected. Minimal-risk maneuvers are necessary to avoid the occurrence of such specific undesired events.

[0044] In the minimal risk maneuver state S2, i.e., when the minimal risk maneuver is initiated, the vehicle 100 can perform actions to minimize the danger to the vehicle 100, the driver or passengers of the vehicle 100, until the danger around the vehicle 100 is eliminated and a danger-free state is guaranteed.

[0045] According to an embodiment, upon initiation of a minimal risk maneuver, the vehicle 100 may perform at least one of the following: stopping the vehicle, controlling the steering of the vehicle, keeping in lane, providing visual, audible and tactile notifications, slowing down the vehicle, accelerating the vehicle, starting / ending autonomous driving, turning off the vehicle start, transmitting an emergency signal, controlling emergency lights, warning of a reduction in speed, controlling brake lights, delegating control authority to another passenger and remote control.

[0046] The minimum risk condition state S3 may refer to a state in which the risk to the vehicle 100 is eliminated or reduced. According to the embodiment, the risk to the vehicle 100 can be eliminated by performing a minimal risk maneuver by the vehicle 100. That is, the minimal risk maneuver state S2 may transition to the minimum risk condition state S3. For example, the minimum risk condition may refer to the vehicle 100 being in a stable state or when the vehicle 100 has stopped. Such a minimum risk condition can be achieved by the driver's operation or the vehicle 100 itself.

[0047] A minimum risk condition can be achieved when the risk to the vehicle 100 is eliminated. In other words, a minimal risk maneuver can be performed to achieve a minimum risk condition.

[0048] On the other hand, if the minimum risk condition is not achieved, the vehicle 100 can continue the minimal risk maneuver. In this case, the transition from the minimal risk maneuver state S2 to the minimum risk condition state S3 may not occur. For example, if the minimum risk condition is not achieved, the vehicle 100 can ignore controls other than those of the vehicle 100 for the minimal risk maneuver. In other words, once the minimal risk maneuver is initiated, the vehicle 100 continues to perform the minimal risk maneuver regardless of the driver's control.

[0049] The end state S4 of the minimal risk maneuver can mean a state in which the risk to the vehicle 100 is eliminated (i.e., the minimum risk condition is achieved) and the minimal risk maneuver has ended. That is, the minimum risk condition state S3 can transition to the end state S4 of the minimal risk maneuver.

[0050] According to an embodiment, after a minimal-risk maneuver is performed, if a minimal risk condition is achieved for the vehicle 100, the vehicle 100 may terminate the minimal-risk maneuver. For example, if the vehicle 100 comes to a stop, the minimal-risk maneuver may be aborted or terminated.

[0051] According to an embodiment, the vehicle 100 may terminate the minimal risk maneuver if the conditions for the minimal risk maneuver are met and a reference time has elapsed. For example, if the vehicle 100 performs a minimal risk maneuver and stops, the vehicle 100 may terminate the minimal risk maneuver if the stopped state is maintained for a reference time.

[0052] After the minimal-risk maneuver is completed, the vehicle 100 can start traveling again. According to an embodiment, once the minimal-risk maneuver is completed, the vehicle 100 can start a new journey or continue an existing journey according to the driver's operation or the control of the processor 130.

[0053] Overall, referring to the diagram of FIG. 2, the vehicle 100 can perform (automated) driving (i.e., driving state S1) upon this start. If a specific event occurs while the vehicle 100 is driving, the vehicle 100 can perform a minimal risk maneuver (i.e., minimal risk maneuver state S2). Once the minimal risk maneuver is initiated, the danger to the vehicle 100 is eliminated (i.e., minimal risk condition state S3). Once the danger to the vehicle 100 is eliminated, the minimal risk maneuver ends (i.e., minimal risk maneuver end state S4). After the minimal risk maneuver ends, the vehicle 100 can again drive.

[0054] 3 is a flowchart illustrating the operation of a vehicle in a first embodiment of the present disclosure. Referring to FIGS. 1 to 3, a request for a minimal-risk maneuver is generated (S110). According to the embodiment, the processor 130 may sense the state of the vehicle 100 and the surroundings of the vehicle 100 and generate a request for a minimal-risk maneuver based on the detection results. Alternatively, the vehicle 100 may recognize a request for a minimal-risk maneuver transmitted from the outside. The request for a minimal-risk maneuver may mean any command that causes the vehicle 100 to perform a minimal-risk maneuver.

[0055] When a minimal-risk maneuver is requested, the vehicle 100 can determine a fault condition (S120). According to an embodiment, the vehicle 100 can monitor the status of components of the vehicle 100 and identify a faulty component. The vehicle 100 can monitor the status of each component of the vehicle 100 in real time. The vehicle 100 can determine which of the sensors 110 are currently available (or operational).

[0056] Furthermore, the vehicle 100 may determine a fault condition and the cause (or circumstances) of the fault condition. For example, the vehicle 100 may additionally determine the cause that triggered the determined fault condition.

[0057] The vehicle 100 can select the type of minimal-risk maneuver (S130). According to the embodiment, the vehicle 100 can select the type of minimal-risk maneuver that is suitable for the current failure state based on the determination result of the failure state.

[0058] The types of minimal risk maneuvers may include at least one of stopping the vehicle, controlling the steering of the vehicle, keeping in lane, providing visual, audible and haptic notifications, slowing down the vehicle, accelerating the vehicle, starting / ending autonomous driving, turning off the start of the vehicle, transmitting an emergency signal, controlling emergency lights, warning of a reduction in speed, controlling brake lights, transferring control authority to another passenger and remote control.

[0059] The vehicle 100 can initiate a minimal-risk maneuver using the selected type of minimal-risk maneuver (S140). According to an embodiment, the vehicle 100 can control the vehicle 100 according to the selected type of minimal-risk maneuver. For example, the processor 130 of the vehicle 100 can transfer a control command corresponding to the selected type of minimal-risk maneuver to the controller 120, and the controller 120 can control the vehicle 100 according to the control command.

[0060] FIG. 4 illustrates an example of a minimal risk maneuver in a first embodiment of the present disclosure. Referring to FIGS. 1 to 4, a minimal risk maneuver without a lane change and a minimal risk maneuver with a lane change are illustrated. That is, by initiating a minimal risk maneuver, the vehicle 100 can perform a minimal risk maneuver for the vehicle 100 without a lane change, or can perform a minimal risk maneuver for the vehicle 100 together with a lane change. A minimal risk maneuver without a lane change can include a straight stop and a stop in the current lane, and an out-of-lane stop can include a stop in an adjacent lane and a stop on the shoulder. A lane change plus stop can refer to an out-of-lane stop.

[0061] The vehicle 100 may perform at least one of a straight stop, a current lane stop, or an out-of-lane stop based on the current fault condition and the type of sensors available (sensor availability).

[0062] Straight-line stopping refers to stopping achieved by controlling the vehicle 100 in the longitudinal direction (i.e., the direction of travel) without controlling the vehicle 100 in the lateral direction. According to the embodiment, the vehicle 100 can stop straight-line by decelerating without controlling the steering of the vehicle 100. For example, the vehicle 100 can stop straight-line by decelerating (e.g., applying the brakes) without controlling the steering of the vehicle 100.

[0063] If only the brake control of the vehicle 100 is possible and other control functions fail, the vehicle 100 can be stopped in a straight line by controlling the brake of the vehicle 100 or removing the driving force of the vehicle 100.

[0064] A current lane stop refers to a stop made in the lane in which the vehicle 100 is traveling (i.e., the current lane) before starting a minimal-risk maneuver. According to an embodiment, a current lane stop allows the vehicle 100 to stop within the boundaries of the current lane in which the vehicle 100 is traveling. For example, the vehicle 100 can recognize the current lane using the sensor 110 and stop within the boundaries of the current lane by controlling the steering of the vehicle 100 along the current lane using the steering function.

[0065] According to an embodiment, the vehicle 100 may perform current lane stopping through lateral and longitudinal control, or lateral control.

[0066] For example, if the vehicle 100 is capable of steering and braking control and is capable of sensing the area in front of and behind the current lane, the vehicle 100 can perform a current lane stop by maintaining the current lane through lateral and longitudinal control to perform a smooth stop.

[0067] For example, if the vehicle 100 is capable of steering control and sensing the front and rear of the current lane, the vehicle 100 can perform a stop in the current lane by performing a sudden stop while maintaining the current lane through lateral control. In this case, the brake control may not function properly.

[0068] An out-of-lane stop refers to a stop outside the lane in which the vehicle 100 is traveling (i.e., the current lane) before initiating a minimal-risk maneuver of the vehicle 100. According to an embodiment, the vehicle 100 can use a steering control function to stop outside the current lane in which the vehicle 100 is traveling. For example, the vehicle 100 can stop within the boundary of another lane adjacent to the current lane, or within the shoulder of the road.

[0069] The vehicle 100 can recognize other lanes adjacent to the current lane using the sensor 110 and stop within the boundary of the other lane. At this time, the vehicle 100 can change lanes from the current driving lane to the other lane using the sensor 110.

[0070] The vehicle 100 can recognize the shoulder using the sensor 110 and stop within the boundary of the current shoulder. At this time, the vehicle 100 can apply a condition for identifying the shoulder (e.g., a solid lane) to determine whether the adjacent lane is a shoulder.

[0071] According to an embodiment, the vehicle 100 can perform out-of-lane stopping through lateral and longitudinal control.

[0072] For example, if the vehicle 100 is capable of steering and braking control and is capable of sensing the current and lateral lanes ahead and behind, the vehicle 100 can perform an out-of-lane stop by changing the current lane through lateral and longitudinal control and making a smooth or sudden stop. Also, if the vehicle 100 is capable of steering and braking control and is capable of sensing the current and lateral lanes ahead and behind, the vehicle 100 can perform a shoulder stop by changing the current lane through lateral and longitudinal control and making a smooth or sudden stop.

[0073] Fig. 5 illustrates an example of a minimal-risk maneuver in the first embodiment of the present disclosure. The vehicle 100 can perform the minimal-risk maneuver according to the example illustrated in Fig. 5. Referring to Fig. 5, the vehicle 100 can perform the minimal-risk maneuver when a driver (or person) related failure occurs, when the vehicle is outside the operational design domain (ODD), or when a failure occurs due to an unavoidable external circumstance.

[0074] The vehicle 100 may generate (or provide) a notification when the driver does not control the vehicle 100. According to an embodiment, the vehicle 100 may perform active driver monitoring to detect the driver's state, and if the detection result indicates that the control authority is not ready to be transferred to the driver, the vehicle 100 may provide the driver with a notification regarding the preparation for the transfer of control authority using a notification providing function. For example, the vehicle 100 may provide the driver with a notification regarding the preparation for the transfer of control authority through a visual, auditory, or tactile notification.

[0075] When the driver does not respond, the vehicle 100 can perform autonomous driving. According to the embodiment, the vehicle 100 detects the driver's state by performing active driver monitoring, and when the driver does not respond to preparation for transferring control authority based on the detection result (i.e., when the transfer of control authority is impossible), the vehicle 100 can perform autonomous driving without transferring control authority to the driver.

[0076] When the vehicle 100 deviates from the operational design domain (ODD), the vehicle 100 can reduce the speed of the vehicle 100 or stop the vehicle 100. According to the embodiment, when the vehicle 100 deviates from the operational design domain (ODD), the vehicle 100 can reduce the speed of the vehicle 100 or stop the vehicle 100 by using at least one of steering control, acceleration control, and braking control.

[0077] The vehicle 100 senses the road configuration (curve deviation, intersection or roundabout), road surface condition (potholes, bumps, icy road, water), weather (rain, fog, snow), and other factors (speed limit, traffic congestion, etc.) to determine whether the vehicle 100 is outside the operational design domain (ODD), and depending on the determination result, the vehicle 100 can reduce its speed or stop the vehicle 100.

[0078] When a failure occurs due to an unavoidable external circumstance, the vehicle 100 can reduce the speed of the vehicle 100, stop within the lane, or perform an (emergency) shoulder stop. According to the embodiment, when a failure occurs due to an unavoidable external circumstance, the vehicle 100 can reduce the speed of the vehicle 100, stop within the lane, or perform an (emergency) shoulder stop using at least one of steering control, acceleration control, and braking control.

[0079] The vehicle 100 determines whether it has been hit by another vehicle or if a component of the vehicle has failed (such as a tire puncture), and depending on the result of the determination, it can reduce the speed of the vehicle 100, stop within its lane, or make an (emergency) shoulder stop.

[0080] Fig. 6 illustrates an example of a minimal-risk maneuver in the first embodiment of the present disclosure. The vehicle 100 can perform the minimal-risk maneuver according to the example illustrated in Fig. 6. Referring to Fig. 6, the vehicle 100 can perform the minimal-risk maneuver when a failure occurs in the control system.

[0081] The vehicle 100 is capable of performing minimal-risk maneuvers in the event of a failure in the actuation (drive) function.

[0082] For example, if a steering malfunction occurs, the vehicle 100 may utilize at least one of acceleration control and braking control to stop the vehicle 100 within its lane or reduce its speed.

[0083] For example, if a failure occurs in the acceleration means, the vehicle 100 can use at least one of steering control and braking control to perform in-lane stopping, deceleration, or roadside stopping.

[0084] For example, if a failure occurs in the deceleration means, the vehicle 100 can perform a roadside stop using at least one of steering control and acceleration control.

[0085] For example, if a failure occurs in other driving means, the vehicle 100 can perform in-lane stopping, deceleration, or roadside stopping using at least one of steering control, acceleration control, and braking control.

[0086] The vehicle 100 can perform minimal-risk maneuvers in the event of a failure in the autonomous driving function.

[0087] For example, if a failure occurs in the lane sensing function, the vehicle 100 can use the forward vehicle following function to stop or slow down within the lane.

[0088] For example, if a failure occurs in the forward object detection function, the vehicle 100 can perform in-lane stopping using at least one of steering control and braking control.

[0089] For example, if a failure occurs in the rear and side object detection functions, the vehicle 100 can perform in-lane stopping or deceleration using at least one of steering control and braking control.

[0090] For example, if a failure occurs in the autonomous driving ECU, the vehicle 100 can utilize an alternative autonomous driving ECU to perform in-lane stopping or deceleration.

[0091] For example, if a failure occurs in the in-vehicle network, the vehicle 100 can stop or slow down within the lane by using network redundancy. That is, even if a failure occurs in the in-vehicle network, the vehicle 100 can stop or slow down within the lane by transmitting a command over the network using redundancy secured in advance.

[0092] For example, if a failure occurs in the connection for connected ADS, the vehicle 100 can use at least one of steering control and braking control to stop within the lane, slow down, or stop on the shoulder.

[0093] Fig. 7 shows an example of a minimal-risk maneuver in the first embodiment of the present disclosure. The vehicle 100 can perform the minimal-risk maneuver according to the example shown in Fig. 7. Referring to Fig. 7, the vehicle 100 can perform the minimal-risk maneuver if the driver (or person) acts incorrectly or if a failure occurs in the control system.

[0094] Vehicle 100 may provide a notification to the driver if a malfunction related to the driver (or person) occurs. According to an embodiment, vehicle 100 may perform active driver monitoring to detect the driver's state, and may provide a visual, auditory, or tactile notification to the driver if a malfunction related to the driver (or person) occurs. For example, vehicle 100 may provide a speed reduction warning to the driver.

[0095] When a failure occurs in the control system, the vehicle 100 can provide an external notification or perform longitudinal control of the vehicle 100.

[0096] For example, if a control system failure occurs, the vehicle 100 can use lighting control to turn on or off emergency lights, or can use communication control functions (or network redundancy) to transmit emergency messages to a traffic control center.

[0097] For example, if a failure occurs in the control system, the vehicle 100 can use the brake control function to slow down the vehicle 100, the power control function to turn off the power to the engine (or drive means), or the steering and brake control to stop the vehicle in its lane.

[0098] Fig. 8 illustrates an example of a minimal-risk maneuver in the first embodiment of the present disclosure. The vehicle 100 can perform the minimal-risk maneuver according to the example illustrated in Fig. 8. Referring to Fig. 8, the vehicle 100 can perform the minimal-risk maneuver when a failure occurs in the control system.

[0099] The vehicle 100 can assume longitudinal control of the vehicle 100 or transfer (or transfer) control authority in the event of a control system failure.

[0100] For example, if a control system failure occurs, the vehicle 100 can use at least one of the steering, acceleration, and braking functions to maintain the vehicle's lane, perform a shoulder stop, or maintain the previous steering angle.

[0101] For example, if a failure occurs in the control system, the vehicle 100 can control the turning on / off of the autonomous driving function using the power control function and the authority redundancy function. The vehicle 100 can turn off the autonomous driving function by turning off the start of the vehicle 100, or by transferring the authority for the autonomous driving of the vehicle 100 to another entity (e.g., the driver). The vehicle 100 can also turn on the autonomous driving function in the opposite manner.

[0102] For example, if a failure occurs in the control system, the vehicle 100 can transfer authority to another passenger using the authority redundancy function. The vehicle 100 can transfer control authority to another passenger and switch to manual driving mode.

[0103] For example, if a failure occurs in the control system, the vehicle 100 can perform remote control using at least one of the communication control function and the authority redundancy function. The vehicle 100 can be controlled so that the vehicle 100 can be remotely controlled by transferring the control authority of the vehicle 100 to an external device.

[0104] FIG. 9 is a block diagram illustrating the steps by which a minimal risk maneuver is performed according to a second embodiment of the present disclosure.

[0105] While autonomous driving is being performed by ADS, events may occur that make it impossible to continue autonomous driving. For example, an event may occur that corresponds to a failure of an autonomous driving system at levels 3 to 5. Alternatively, an autonomous vehicle at levels 3 or 4 may be at risk of violating the ODD (Operational Design Domain) restrictions. ODD refers to the operational design domain, such as the boundaries of roads. Alternatively, in an autonomous driving system at levels 3 to 5, an event may occur in which the driver is unable to take over driving authority despite the ADS requesting driver intervention.

[0106] In such a situation, the ADS can ensure the safety of vehicle passengers by performing a minimal risk maneuver, and to do so, the system must select the most appropriate MRM type. This selection may take into account the vehicle's condition and surrounding traffic conditions. When a minimal risk maneuver is performed, the vehicle will perform longitudinal stopping, and if lateral control is possible, it will also perform lateral control.

[0107] This disclosure presents the following five MRM types, however the scope of this disclosure is not limited thereto and may include other MRM types of the same or similar form.

[0108] As a first type of MRM, a straight stop is performed only in the longitudinal direction, without longitudinal control.

[0109] The second type of MRM, an in-lane stop, is when a vehicle stops within the boundary of the lane in which it was previously traveling.

[0110] The third type of MRM, Lane Change Plus Stop in Traffic Lane, is a type in which a vehicle stops while changing lanes, even within the boundary of a road with multiple lanes.

[0111] The fourth type of MRM, a shoulder stop, involves changing lanes and stopping on the shoulder of the road, leaving the boundaries of the road.

[0112] The fifth type of MRM, Parking Lane Stop, involves changing lanes and leaving the road boundary to stop within a parking line.

[0113] Vehicles referred to in this disclosure may include a subject vehicle and a target vehicle. The subject vehicle refers to a vehicle that is the target of a minimal risk maneuver, and the target vehicle refers to a vehicle surrounding the subject vehicle that may be involved in a collision.

[0114] Furthermore, the term "potential stopping area" as used herein refers to an area close to the current location of the vehicle where the vehicle can be stopped. For example, the potential stopping area can be determined using location information such as an HD map, sensing information input through a sensor, information input through a communication device, etc.

[0115] Furthermore, lane boundaries referred to in this disclosure may be determined by visually recognizable markings, or if visually recognizable markings are not available, lane boundaries may be determined by temporarily recognizable road features, or lane boundaries may be determined using information received from a GPS or V2V or V2I information received from a communication device.

[0116] 9, step S910 of ADS normal operation is illustrated. In this step S910, the ADS normally performs its intended function. The ADS can determine whether a minimal-risk maneuver is necessary.

[0117] If event A1 occurs in the normal operation step S910 of the ADS, a transition may occur to the execution step S920 of the MRM. Event A1 may be a request for a minimal risk maneuver by the ADS.

[0118] If event A2 occurs in the ADS normal operation step S910, a transition to driver intervention request step S950 may occur. Event A2 may be a request to intervene (RTI) from the ADS in the case of automated driving level 3. Alternatively, event A2 may be a warning issued to the driver by the ADS in the case of automated driving level 4 or level 5. Event A2 may be optional.

[0119] In the driver intervention request step S950, the ADS may request the driver to receive driving authority. Because there may be cases where human driving is impossible, this step can only be performed in certain ADSs (e.g., ADSs with level 3 autonomous driving). Specifically, if event B1 occurs in the driver intervention request step S950, a transition to the MRM execution step S920 may occur. Event B1 may occur when a preset time period has elapsed since the driver intervention request (RTI) occurred. Alternatively, if event B2 occurs, a transition to the ADS standby or ADS off step S940 may occur. Event B2 may occur when driver intervention begins (e.g., level 3 autonomous driving) or when a warning is issued (e.g., level 4 or 5 autonomous driving).

[0120] In the MRM execution step S920, the ADS can control the host vehicle. Specifically, in the MRM execution step S920, the ADS can monitor the state of the ADS, determine the MRM type, control the host vehicle, and warn factors around the host vehicle (e.g., surrounding vehicles) of danger. If an event C1 occurs in the MRM execution step S920, a transition to the MRC (Minimal Risk Condition) step S930 can occur. Event C1 can occur when the host vehicle's speed is 0, i.e., when the host vehicle is stopped. If an event C2 occurs in the MRM execution step S920, a transition to the ADS standby or ADS off step S940 can occur. Event C2 can occur when the driver intervenes while the MRM is being executed.

[0121] In the MRC step S930, the host vehicle may be in a stopped state. In this step, the host vehicle may perform stop state management, which may refer to vehicle control that keeps the vehicle in a stopped state regardless of the slope of the road surface where the host vehicle is stopped. If event D1 occurs in the MRC step S930, a transition to ADS standby or ADS off step S940 may occur. Event D1 may occur when the driver turns off the ADS, or when the driver receives vehicle control authority and takes control of the vehicle.

[0122] In the ADS standby or ADS off stage S940, the ADS can be terminated. In this stage, the vehicle can no longer perform autonomous driving.

[0123] The above-mentioned steps S910, S920, S930, and S950 may be in a state where the ADS is activated, and step S940 may be in a state where the ADS is deactivated.

[0124] FIG. 10 is a diagram for explaining the MRM step in the second embodiment of the present disclosure.

[0125] When an MRM request occurs (S1010), the system status is monitored (S1020). Specifically, the system analyzes the extent of the failure of the vehicle components, checks the impact on the system, determines the status of the system components, and determines the current performance of the autonomous driving.

[0126] Then, the MRM type is determined (S1030). Specifically, the most appropriate MRM type at the time the MRM is implemented can be determined. This determination is made based on internal information (e.g., system or vehicle status) and external information (e.g., surrounding traffic congestion, ODD). The determined MRM type can transition to another MRM type if a specific event occurs.

[0127] Thereafter, the MRM is implemented (S1040). Specifically, longitudinal and / or lateral control of the vehicle may be input, and vehicle control may be performed accordingly.

[0128] The MRM implementation step S1040 may result in the MRC state (S1050), or the system may return to the ADS state monitoring step S1020, where steps S1020, S1030, and S1040 may be repeated. The repetition time may be a time predetermined by the system. If a driver intervention (S1060) occurs while the MRM is being performed, the MRM may be terminated.

[0129] FIG. 11 is a diagram for explaining MRM types in the second embodiment of the present disclosure.

[0130] As mentioned above, the MRM type can include five types, namely, first to fifth types.

[0131] The first type of MRM is a straight-line stop type, in which only longitudinal deceleration control is performed, and no lateral control is performed. The first type of MRM can be determined when lateral control is impossible, for example, when there is a lane detection failure or a lateral actuator (steering) control failure. If the first type of MRM is performed, the vehicle can leave the lane boundary or depart from the road. Therefore, in the first type of MRM, control to accelerate the vehicle may not be permitted.

[0132] The second type of MRM is the in-lane stopping type, which can perform both longitudinal deceleration control and lateral control. This type uses environmental information such as sensors, map data, and communication information to determine the target vehicle ahead and its path. The second type of MRM can control lane changes, but can be determined when it is not possible to travel more than a preset distance.

[0133] The third type of MRM is the lane change plus road stop type, which can perform longitudinal deceleration control, longitudinal acceleration control, and lateral control. This type can determine the target vehicle and path ahead using environmental information such as sensors, map data, and communication information. The third type of MRM can be determined when the vehicle is unable to move to a potential stop area outside of the traffic flow. For example, this can be determined when the ADS is operating normally but no potential stop area is detected, or when the ADS is unable to move to a potential stop area due to time and / or system limitations. Acceleration control can also be performed for stable lane changes. Whether or not to change lanes and the number of lanes that need to be changed can be determined depending on the situation.

[0134] The fourth type of MRM is the shoulder stop type, which can perform longitudinal acceleration control, longitudinal deceleration control, and lateral control. This type uses environmental information such as sensors, map data, and communication information to determine the target vehicle ahead and its path. The fourth type of MRM can be determined when it is possible to drive to the shoulder of the expressway and there are no obstacles on the shoulder. Acceleration control can also be performed if it is deemed necessary in light of the traffic flow up to the shoulder.

[0135] The fifth type of MRM is the parking line stop type, which can perform longitudinal acceleration control, longitudinal deceleration control, and lateral control. This type uses environmental information such as sensors, map data, and communication information to determine the target vehicle ahead and its route. The fifth type of MRM can be determined when it is possible to drive to a parking space and when there are no obstacles in the parking space. Acceleration control can also be performed if it is deemed necessary in light of the traffic flow to the parking space.

[0136] Each of the above MRM types can be executed within a predetermined execution time. This execution time can include a minimum execution time and / or a maximum execution time. If an MRM is not executed within the predetermined execution time, the MRM type can be transitioned to a lower type that can be executed immediately.

[0137] To determine the MRM type, vehicle conditions may be monitored. For example, system performance and limitations may be monitored in real time. Based on this monitoring, the ADS can determine the most appropriate MRM type for a given situation. Specifically, the ADS may monitor the vehicle's internal conditions for mechanical or electronic defects. The ADS may continuously monitor the failure of vehicle components, such as sensors and actuators, in real time. This condition may also be monitored when the ADS switches from an off state to an on state, or vice versa. To determine the MRM type, the vehicle's external environmental conditions may also be continuously monitored in real time. For example, the external environmental conditions may include whether the vehicle is on a highway or in a city, whether lane conditions are detectable, and whether tire pressure is adequate.

[0138] The MRM types determined as described above can be transitioned upward or downward. This will be specifically described below.

[0139] The MRM type may be transitioned to a higher level. For example, even if a lower level MRM type is determined due to a temporary fault, if the fault is repaired during MRM execution, the MRM type may be changed to a higher level. The transition to a higher level MRM type may be determined based on the status information of the vehicle components. The transition to a higher level MRM type may also be determined taking into account the current vehicle speed and / or external environmental information. For example, if a low-level MRM type is performed at a predetermined level or above, the MRM type may transition to a higher level, but the current low MRM type may be maintained. Alternatively, even if the MRM is performed at a predetermined level, a transition to a higher level MRM type may be performed based on environmental information indicating that there are no vehicles nearby. The MRM type to be changed to a higher level is preferably transitioned to the highest level type based on the status information of the vehicle components, vehicle speed, environmental information, etc., as described above.

[0140] An MRM type may transition to a lower type. For example, if a defect occurs in a vehicle component during MRM execution, if the defect worsens, or if a lane change becomes impossible due to changes in traffic conditions, the MRM type may be changed downward from a higher level to a lower level. The downward transition of an MRM type may be determined based on status information of the vehicle components. Furthermore, the downward transition of an MRM type may be determined taking into account the current vehicle speed and / or external environmental information. For example, if a high-level MRM type is performed at or above a predetermined level, the MRM type may be maintained at the current high level even though it should transition to a lower type. Alternatively, even if the MRM is performed at a predetermined level, the MRM type may be downwardly transitioned to a lower level based on environmental information such as the presence of a nearby vehicle. The MRM type to be downwardly changed is preferably a transition to the highest level based on the status information of the vehicle components, vehicle speed, environmental information, etc., as described above.

[0141] To give a specific example, an upward modification from MRM Type 1 to MRM Type 2 is as follows: The lane ahead and the vehicle ahead were not recognized, but if such recognition problems are resolved, the upward modification can be carried out.

[0142] The upward adjustment from MRM Type 1 or 2 to MRM Type 4 or 5 is as follows: When the internal conditions for implementing the higher type are met (for example, when the controller is reactivated or the vehicle's speed meets a preset speed (e.g., 60 km / h)), when the external conditions for implementing the higher type are met (for example, when a congested section is cleared), when the vehicle has stopped due to a lower type, but the stopping location is determined to be a high-risk location for an accident (for example, one lane on a highway, on railroad tracks, at a junction, etc.), and when the internal conditions for vehicle acceleration are met, an upward adjustment can be implemented.

[0143] The downward change from MRM types 3, 4, and 5 to MRM types 1 and 2 is as follows: If the internal conditions for performing the higher type are not met (for example, if the control device fails, a time-out occurs, or the vehicle's speed is below the preset speed during MRM execution), or if the external conditions for performing the higher type are not met (if a congested section occurs), a downward change can be performed.

[0144] Meanwhile, the host vehicle speed that constitutes the MRM activation condition may differ depending on the MRM type. For example, MRM Type 1 or MRM Type 2 can be determined regardless of the host vehicle speed (whether the host vehicle's speed is low or high). This is because, in Types 1 and 2, a low-level MRM is performed, so it is desirable for the MRM function to operate over the entire speed range. MRM Types 3 through 5 can be determined only when the host vehicle's speed is equal to or greater than a preset speed. The required preset speed may be the minimum speed required for automatic lane changes. In other words, even if a high-level type (Types 3 through 5) of MRM is possible as a result of evaluating internal and external conditions, the high-level type cannot be determined when the speed is below the preset speed because it is desirable to move and stop the vehicle quickly.

[0145] As described above, factors for determining the preset speed for determining the high-level type (3rd to 5th types) MRM may include the maximum sensing distance, the maximum speed limit, and the measurement error of the front and rear sensors of the vehicle. Specifically, the speed may be set so that the recognition distance value calculated taking into account the maximum speed limit and the measurement error of the relative speed is smaller than the maximum sensing distance of the rear side radar.

[0146] For example, the recognition vertical distance of a vehicle that is the recognition target for the in-lane deviation and lane change assist functions is 80m to 200m from the front bumper of the vehicle itself. Therefore, the recognition distance value (S_critical) can be determined as 70m, which is 80m - 10m. This determination takes into account the overall length of the vehicle itself and the overall length of the target vehicle. If the preset speed for determining MRM is 60km / h, taking into account the legal maximum speed limit of 110km / h and a measurement error of 5km / h, the recognition distance value is derived as 61.68m. This recognition distance value (61.68m) is smaller than the maximum detection distance of 70m for rear-side radar, so 60km / h is suitable as the preset speed for determining MRM.

[0147] Additionally, while performing MRM, it is desirable for the vehicle's deceleration to be less than a preset value. This is to minimize the possibility of collision with other vehicles without disrupting traffic flow. This preset deceleration may vary depending on the MRM type, or it may be a constant value (e.g., 4 m / s^2) regardless of the MRM type.

[0148] Minimal risk maneuvers can also be cancelled by driver intervention (RTI) or driver override.

[0149] Once a minimal risk maneuver is initiated, it may not be canceled unless certain conditions are met. For example, a minimal risk maneuver may not be canceled until the minimal risk maneuver is completed and the vehicle enters an MRC state, or until an authorized driver takes action. In some embodiments, an authorized driver may include an adult driver registered as a user of the vehicle and / or a driver who is determined to be in a normal state if a driver monitoring camera is present.

[0150] Furthermore, when performing a minimal risk maneuver, if there is an onboard person, internal / external notification can be performed. For example, information about the minimal risk maneuver can be displayed internally / externally. If there is no onboard person, only external notification can be performed. For example, emergency lights can be flashed.

[0151] The autonomous driving system can determine the time to initiate braking control. For example, it can determine that braking control should be initiated after a specified time has elapsed after a specific action has been performed. Preferably, braking control can be initiated 2.5 seconds after an external warning, such as flashing emergency lights, is displayed. This is to prevent a collision with a vehicle behind.

[0152] In addition, when performing a minimal risk maneuver, depending on the MRM type, at least one of the following may differ: the vehicle's required speed, maximum deceleration, minimum sensing range, braking control, acceleration control, lateral control, MRC position, and maximum / minimum execution time.

[0153] For example, a straight stop will be described as the first type of MRM.

[0154] In the case of the first type of MRM, there is no limit to the speed required by the host vehicle, i.e., the first type of MRM can be determined regardless of the speed of the host vehicle.

[0155] For the first type of MRM, it is desirable that the maximum deceleration be 4 m / s^2 or less.

[0156] In the case of the first type of MRM, the minimum detection range will be explained with reference to FIG. 12. In the case of the first type of MRM, an obstacle at least in front of the host vehicle must be detected. The minimum detection distance in the longitudinal direction (d long,min ) can be determined based on the maximum deceleration and the speed of the host vehicle as follows:

[0157]

number

[0158] In addition, the minimum horizontal sensing distance (d lat,min ) can be determined to be the same as the width of the vehicle.

[0159] The minimum detection range for each MRM type is preferably set wider as the MRM type becomes higher, because the number and types of sensors that can be used increase as the MRM type becomes higher, and it is therefore desirable for safety reasons to set the minimum detection range wider as the MRM type becomes higher.

[0160] Alternatively, the minimum detection range according to the MRM type may be set wider as the MRM type becomes lower. This is because the lower the MRM level, the greater the risk of collision with surrounding vehicles, and so the lower the level, the wider the minimum detection range needs to be set.

[0161] In the case of the first type of MRM, brake control can be performed using maximum deceleration when the detection distance is shorter than the minimum detection distance or when detection is impossible. However, if an obstacle within the minimum detection distance can be detected, brake control can be performed at a deceleration lower than the maximum deceleration. That is, in the case of the first type of MRM, it is desirable to allow maximum deceleration because there is a possibility that the vehicle will violate its lane. For example, in the case of the first type of MRM, maximum deceleration can be performed in situations where it is impossible to detect the surroundings, when a rear-end collision is not expected during a sudden stop, when the road is curved, or when an obstacle is detected within a certain distance ahead. However, as described below, in the case of the second type of MRM, it is desirable to decelerate at a deceleration lower than the maximum deceleration.

[0162] In the first type of MRM, no lateral control is performed, and the MRC position is allowed to deviate from the lane boundaries without lateral control.

[0163] For the first type of MRM, the minimum and maximum execution times are as follows: The minimum execution time may be a time longer than the time it takes for the host vehicle to perform the MRM from start to finish under flat conditions using a certain maximum deceleration. The maximum execution time may be a time shorter than the time it takes for the host vehicle to perform the MRM from start to finish under flat conditions using a neutral gear. For example, it may be the time it takes for the host vehicle to perform the MRM from start to stop under flat conditions using a neutral gear, or a time even shorter than that.

[0164] As another example, we will explain in-lane stopping as the second type of MRM. In the case of the second type of MRM, there is no limit to the required speed of the host vehicle. In other words, the second type of MRM can be determined regardless of the speed of the host vehicle.

[0165] For the first type of MRM, it is desirable that the maximum deceleration be 4 m / s^2 or less.

[0166] In the case of the first type of MRM, the minimum detection range will be explained with reference to FIG. 13. In the case of the second type of MRM, an obstacle must be detected that is at least in front of the vehicle and in the same lane. The minimum detection distance in the longitudinal direction (d long,min ) can be determined based on the maximum deceleration and the speed of the host vehicle as follows:

[0167]

number

[0168] In addition, when stopping within a lane, the detection range must cover curvatures up to 500m, taking into account cases where the lane is curved.

[0169]

number

[0170] In addition, the minimum horizontal sensing distance (d lat,min) can be determined to be the same as the lane width taking into account the curvature.

[0171] The minimum detection range for each MRM type is preferably set wider as the MRM type becomes higher, because the number and types of sensors that can be used increase as the MRM type becomes higher, and it is therefore desirable for safety reasons to set the minimum detection range wider as the MRM type becomes higher.

[0172] Alternatively, the minimum detection range according to the MRM type may be set wider as the MRM type becomes lower. This is because the lower the level of MRM, the greater the risk of collision with surrounding vehicles, so the lower the level, the wider the minimum detection range needs to be set.

[0173] In the case of the second type of MRM, the brake control can be performed using the maximum deceleration when the detection distance is shorter than the minimum detection distance or when detection is impossible, but when an obstacle within the minimum detection distance can be detected, the brake can be controlled at a deceleration lower than the maximum deceleration.

[0174] In the case of the second type of MRM, lateral control can be performed to the extent that the host vehicle can be kept within the same lane.

[0175] For the first type of MRM, the minimum and maximum execution times are as follows: The minimum execution time may be longer than the time it takes for the host vehicle to complete the MRM from start to finish under flat conditions using a constant maximum deceleration. The maximum execution time may be shorter than the time it takes for the host vehicle to complete the MRM from start to finish under flat conditions using a neutral gear.

[0176] FIG. 14 is a flowchart illustrating a method for selecting a type of minimal-risk maneuver in a third embodiment of the present invention. Referring to FIG. 14, the vehicle 100 may determine a fault condition (S210). According to the embodiment, the vehicle 100 may determine the fault condition using the controller 120 or using responses from components of the vehicle 100. Here, the fault condition includes whether or not the automated driving system can control the vehicle. For example, a fault condition in the brakes, steering, sensors, etc. may mean that the automated driving system (ADS) cannot control them.

[0177] The vehicle 100 may determine whether the deceleration and acceleration functions of the vehicle 100 are possible (S220). According to the embodiment, the vehicle 100 may determine whether the driving parts of the vehicle 100, such as the engine, the accelerator pedal, the brakes, and components related thereto, are operating normally.

[0178] When the deceleration and acceleration functions of the vehicle 100 are enabled (Y in S220), the vehicle 100 may determine whether the steering function of the vehicle 100 is enabled (S230). According to an embodiment, the vehicle 100 may determine whether the steering wheel and related components of the vehicle 100 are operating normally.

[0179] When the steering function of the vehicle 100 is not possible (N in S230), the vehicle 100 can perform a straight stop as a minimal-risk maneuver. That is, if only the deceleration and acceleration functions of the vehicle 100 are possible, the vehicle 100 performs a straight stop as a minimal-risk maneuver.

[0180] If the steering function of the vehicle 100 is enabled (Y in S230), the vehicle 100 may determine whether it is capable of sensing road conditions (S250). According to an embodiment, the vehicle 100 may determine whether the sensors 110 and their associated components are operating normally.

[0181] If the vehicle 100 is unable to sense road conditions (N in S250), the vehicle 100 can perform a straight-line stop or a stop in the current lane as a minimal-risk maneuver (S260). That is, if the vehicle 100 is able to decelerate, accelerate, and steer, but is unable to sense road conditions, the vehicle 100 can perform a straight-line stop or a stop in the current lane as a minimal-risk maneuver.

[0182] According to an embodiment, the vehicle 100 can utilize steering functions to navigate along a lane and deceleration and acceleration functions to stop the vehicle within the lane.

[0183] When the road condition sensing function of the vehicle 100 is enabled (Y in S250), the vehicle 100 can perform a minimal-risk maneuver by stopping straight ahead, stopping in the current lane, or stopping outside the lane (S270). That is, when the deceleration and acceleration functions, steering function, and road condition sensing functions of the vehicle 100 are all enabled, the vehicle 100 can perform a minimal-risk maneuver by stopping straight ahead or stopping outside the current lane. The stopping outside the lane can include stopping in an adjacent lane and stopping on the shoulder.

[0184] According to the embodiment, the vehicle 100 can sense the front, rear, left, and right conditions of the vehicle 100 using a road condition sensing function, change lanes using a steering function based on the sensing results, and stop the vehicle outside the lane using deceleration and acceleration functions. For example, the vehicle 100 can sense the front, rear, left, and right conditions of the vehicle 100 by setting a region of interest including the periphery of the vehicle 100. The shape of the region of interest can be various shapes such as a circle, an ellipse, a rectangle, a triangle, etc.

[0185] 15 is a flowchart showing a stopping operation in a safety zone by a minimal-risk maneuver in a fourth embodiment of the present disclosure. Referring to FIG. 15, when the vehicle 100 performs a minimal-risk maneuver, the vehicle 100 can be stopped in a safety zone. In this specification, a safety zone refers to an area on a road where the vehicle 100 can stop safely, and may refer to, for example, a rest area, a shoulder, an unused variable lane, etc.

[0186] The vehicle 100 may initiate a minimal risk maneuver (S210). According to an embodiment, the vehicle 100 may initiate a minimal risk maneuver in response to a request for a minimal risk maneuver.

[0187] The vehicle 100 may determine whether a safety zone exists by using the navigation information (S220). According to the embodiment, the vehicle 100 may determine whether a safety zone exists on the roads around the vehicle 100 by using the current location of the vehicle 100 and the navigation information. The navigation information may be stored in a memory of the vehicle 100 or may be received via a network.

[0188] For example, the vehicle 100 can determine based on the navigation information whether there is a safe zone located nearby centered on the current location of the vehicle 100 .

[0189] The vehicle 100 may determine whether a safety zone exists using the sensor 110 (S230). According to an embodiment, the vehicle 100 may acquire a video or image of the surroundings of the vehicle 100 using at least one of a camera, a lidar sensor, and a radar sensor, and may determine whether a safety zone exists around the vehicle 100 by analyzing the video. For example, the vehicle 100 may recognize signs around the vehicle 100 and determine whether the recognized signs indicate the presence of a safety zone.

[0190] The vehicle 100 can determine whether a safety zone exists by using infrastructure communication (S250). According to the embodiment, the vehicle 100 can obtain information about a safety zone located around the vehicle 100 from the infrastructure and determine whether a safety zone exists around the vehicle 100 based on the information. For example, the vehicle 100 can provide the infrastructure with the current location of the vehicle 100 and receive information about a safety zone located around the vehicle 100 from the infrastructure.

[0191] The vehicle 100 may stop in a safety zone (S250) based on the determinations (S220 to S240). According to the embodiment, if a common safety zone indicated by each of the determinations (S220 to S240) exists, the vehicle 100 may stop in the common safety zone. For example, if a first safety zone determined based on navigation information, a second safety zone determined using a sensor, and a third safety zone determined based on information from infrastructure are all located in the same or adjacent locations, the vehicle 100 may determine that a safety zone exists and drive the vehicle 100 to the common safety zone and stop the vehicle 100.

[0192] If there is no common safety zone indicated by each of the decisions (S220 to S240), the vehicle 100 determines that there is no safety zone and can continue traveling without stopping.

[0193] Furthermore, according to the embodiment, even if some of the determinations (S220 to S240) are not performed (e.g., due to a malfunction), if a common safety zone indicated by the performed determination exists, the vehicle 100 can stop the vehicle in the common safety zone. For example, if information is not received from the infrastructure, the vehicle 100 can determine that a safety zone exists if a first safety zone determined based on navigation information and a second safety zone determined using a sensor are all located in the same or adjacent locations, and drive the vehicle 100 to the common safety zone and stop the vehicle 100. In other words, the vehicle 100 can determine that a safety zone exists based on whether the safety zones determined by the performed determinations are common.

[0194] 16 is a flowchart showing the determination of an emergency situation and the processing of the emergency situation in the fifth embodiment of the present application. Referring to FIG. 16, the vehicle 100 performs automatic driving (S210).

[0195] The vehicle 100 may check the status of the vehicle 100 (S220). According to the embodiment, the vehicle 100 may check the status of each component and function of the vehicle 100.

[0196] The vehicle 100 can check the status of the hardware configuration and software configuration of the vehicle 100. According to the embodiment, the vehicle 100 can determine whether or not a component or function of the vehicle 100 has failed and the location of the failure. For example, the vehicle 100 can determine whether or not a sensor 110 has failed and the location of the failure, whether or not a driving function of the vehicle, such as a steering function, a deceleration function, an acceleration function, or a brake, is faulty, whether or not autonomous driving is possible, whether or not an object recognition function has failed, whether or not there has been an external impact, whether or not there has been damage, etc.

[0197] The vehicle 100 may determine whether to perform a minimal-risk maneuver (S230). According to an embodiment, the vehicle 100 may determine whether to perform a minimal-risk maneuver based on the determined state of the vehicle 100. For example, the vehicle 100 may calculate the severity of the current state of the vehicle 100 based on at least one of the number of faulty parts (i.e., faulty components and faulty functions) of the vehicle 100, the locations of the faulty parts, and the types of the faulty parts, and may determine whether to perform a minimal-risk maneuver based on the calculated severity.

[0198] If it is determined that a minimal risk maneuver should be performed (Y in S230), the vehicle 100 may perform the minimal risk maneuver (S240). According to an embodiment, the vehicle 100 may calculate the severity of the state of the vehicle 100 based on the determined state of the vehicle 100, and may perform the minimal risk maneuver if the calculated severity exceeds a predetermined level, or may not perform the minimal risk maneuver if the calculated severity does not exceed the predetermined level.

[0199] If it is determined not to perform the minimal-risk maneuver (N in S230), the vehicle 100 may execute a diagnostic function (S250). According to an embodiment, the diagnostic function is a function for self-checking the components and functions of the vehicle 100, and some problems with the components and functions may be eliminated (or cured) through the diagnostic function. The diagnostic function may be executed by the processor 130.

[0200] According to an embodiment of the present application, if the condition of the vehicle 100 is not serious, the diagnostic function can be executed without performing a minimal-risk maneuver. This not only allows the conditions for starting a minimal-risk maneuver to be accurately determined, but also has the effect of increasing the stability of the vehicle 100 by avoiding the start of unnecessary minimal-risk maneuvers.

[0201] The vehicle 100 may determine whether the vehicle condition has improved (S260). According to an embodiment, the vehicle 100 may determine whether a malfunction or problem with a component or function of the vehicle 100 has been resolved. For example, the vehicle 100 may check the condition of the vehicle 100 again.

[0202] If the vehicle condition of the vehicle 100 is improved (Y in S260), the vehicle 100 can perform autonomous driving. That is, the vehicle 100 can resume autonomous driving when the problem is resolved.

[0203] If the condition of the vehicle 100 has not improved (N in S260), the vehicle 100 may be switched to manual driving. According to the embodiment, the vehicle 100 may be switched to manual driving if there is a malfunction in the vehicle 100 despite the execution of the diagnostic function. For example, if there is a problem with the autonomous driving function but the problem is not improved, the vehicle 100 may perform manual driving by transferring control authority to the driver instead of continuing to maintain autonomous driving.

[0204] According to the embodiment, if the condition of the vehicle 100 is not improved, the vehicle 100 may transmit a signal notifying a malfunction of the vehicle 100. For example, the vehicle 100 may transmit a signal indicating a malfunction of the vehicle 100 to a pre-designated management center (or server).

[0205] 17 is a flowchart showing a method for generating a notification based on a minimal risk maneuver in a sixth embodiment of the present disclosure. Referring to FIG. 17, the vehicle 100 may perform driving (S210). According to the embodiment, the vehicle 100 may be driven automatically or manually.

[0206] The vehicle 100 may perform a minimal risk maneuver (S220). According to an embodiment, if a request for a minimal risk maneuver occurs while the vehicle 100 is traveling, the vehicle 100 may perform the minimal risk maneuver in response to the request.

[0207] The minimal risk maneuver is performed, and the vehicle 100 may issue a notification (S230). According to an embodiment, the vehicle 100 may issue a notification regarding the minimal risk maneuver.

[0208] The vehicle 100 can provide a notification regarding the execution of a minimal-risk maneuver to surrounding vehicles or surrounding facilities (e.g., infrastructure, police stations, fire stations, hospitals, etc.) According to an embodiment, the vehicle 100 can set a certain range of area around the vehicle 100 and provide a notification to other vehicles or facilities included in the area.

[0209] The vehicle 100 can provide the notification by transmitting a signal containing specific information or by using visual and audible means, for example, the vehicle 100 can provide the notification by transmitting a signal containing information about a minimal-risk maneuver, by turning on / off emergency lights, or by honking the horn.

[0210] According to an embodiment, information related to a minimal risk maneuver may include, but is not limited to, information regarding whether a minimal risk maneuver is being performed, the time of performing the minimal risk maneuver, the type, location, and status of the vehicle 100 that performed the minimal risk maneuver, and may include various information related to the minimal risk maneuver.

[0211] 18 is a flowchart illustrating a method for granting control authority in a seventh embodiment of the present disclosure. Referring to FIG. 18, the vehicle 100 may perform driving (S210). According to the embodiment, the vehicle 100 may be driven automatically or manually.

[0212] The vehicle 100 may perform a minimal risk maneuver (S220). According to an embodiment, if a request for a minimal risk maneuver occurs while the vehicle 100 is traveling, the vehicle 100 may perform the minimal risk maneuver in response to the request.

[0213] The vehicle 100 can determine who has the authority to control the minimal-risk maneuver (S230). According to an embodiment, the vehicle 100 can determine whether to grant the authority to control the minimal-risk maneuver to the vehicle 100 or to the driver. In the present disclosure, the control authority means the authority to control the minimal-risk maneuver, and the entity having the authority can perform control using the minimal-risk maneuver.

[0214] The vehicle 100 may determine the subject of control authority based on the cause of the need for a minimal-risk maneuver. As described above, a request for a minimal-risk maneuver may occur when a specific event (e.g., a danger) occurs to the vehicle 100. The vehicle 100 may determine the subject of control authority based on the characteristics of the event that requires a minimal-risk maneuver.

[0215] According to the embodiment, when a request for a minimal-risk maneuver is initiated by the driver, the vehicle 100 can determine that the driver is the subject of control authority for the minimal-risk maneuver. For example, when the cause of the malfunction is the driver (e.g., poor driving skills), the vehicle 100 can determine that the subject of control authority for the minimal-risk maneuver is the driver. When the request for a minimal-risk maneuver is caused by the driver, the automated driving system may not transfer control authority to the driver even if the driver intervenes. The automated driving system can continue to perform the minimal-risk maneuver even if the driver intervenes.

[0216] According to the embodiment, vehicle 100 can determine that the subject of control authority for the minimal risk maneuver is vehicle 100 if the occurrence of a request for the minimal risk maneuver is initiated by vehicle 100. For example, vehicle 100 can determine that the subject of control authority for the minimal risk maneuver is vehicle 100 if the cause of the failure is vehicle 100 (e.g., failure or functional failure of sensor 110).

[0217] Based on the determination result of the subject of control authority, the vehicle 100 can grant control authority to the vehicle 100 or the driver (S240). According to the embodiment, if the subject of control authority is the vehicle 100, the minimal risk maneuver can be performed by the vehicle 100, and if the subject of control authority is the driver, the minimal risk maneuver can be performed by the driver.

[0218] If the subject of control authority is determined to be vehicle 100, vehicle 100 can perform minimal-risk maneuvers until the minimum risk condition is achieved. According to an embodiment, even if there is driver intervention in control before the minimum risk condition is achieved, vehicle 100 can perform minimal-risk maneuvers without transferring control authority. For example, if the subject of control authority is determined to be vehicle 100, minimal-risk maneuvers can continue to be performed by vehicle 100 even if the driver operates the steering, braking, or acceleration.

[0219] If it is determined that the subject of control authority is the driver, the vehicle 100 can transfer control authority for the minimal-risk maneuver to the driver if there is an operation from the driver. According to an embodiment, if there is an operation from the driver while performing a minimal-risk maneuver, the vehicle 100 can abort the minimal-risk maneuver and be controlled by the operation from the driver. For example, if there is an operation from the driver of the vehicle 100 to steer, brake, or accelerate, the minimal-risk maneuver by the vehicle 100 can be aborted and the vehicle 100 can be controlled by the operation from the driver.

[0220] According to the present disclosure, it is possible to determine the entity with control authority for minimal risk maneuvers, thereby preventing damage caused by uncertainty in control authority in emergency situations, and increasing the stability of the vehicle during minimal risk maneuvers through control by a designated entity.

[0221] The vehicle operation method according to the present disclosure may be embodied in commands stored in a computer-readable storage medium and executed by a processor.

[0222] The storage medium may be a database, including a distributed database such as a relational database, a non-relational database, an in-memory database, or any other suitable database capable of storing data and providing access to such data via a storage controller, whether directly and / or indirectly, whether in a pristine state, formatted state, organized state, or any other accessible state. Additionally, the storage medium may include any type of storage device, such as primary storage, secondary storage, tertiary storage, offline storage, volatile storage, non-volatile storage, semiconductor storage, magnetic storage, optical storage, flash storage, hard disk drive storage, floppy disk drive storage, magnetic tape, or other suitable data storage medium.

[0223] As used herein, an instruction (command) may be any one of assembler commands, Instruction-Set-Architecture (ISA) commands, machine commands, machine-dependent commands, microcode, firmware commands, status setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Small Talk, C++, and conventional procedural programming languages ​​such as the "C" programming language or similar programming languages.

[0224] Although the present disclosure has been described with reference to the embodiments illustrated in the drawings, these are merely illustrative, and those skilled in the art will recognize that various modifications and equivalent embodiments are possible. Therefore, the true technical scope of protection of the present disclosure should be determined by the technical ideas of the appended claims.

Claims

1. A vehicle for performing minimal risk maneuvers, sensors for sensing the vehicle's surrounding environment and generating relevant data; a processor that monitors the state of the vehicle, generates relevant data, and controls the automated driving of the vehicle; and a controller that controls the operation of the vehicle under the control of the processor; The processor: Obtaining a detectable distance of the sensor; When a minimal risk maneuver is requested, one of a plurality of types is determined as a minimal risk maneuver type based on the detectable distance and the preset minimum detectable distance; Controlling the controller to perform a minimal risk maneuver according to the content of the minimal risk maneuver type; The plurality of types are: The first type is the straight-line stop type; The second type is the in-lane stop type; The third type is lane change plus non-stop road departure type; A fourth type, a shoulder stop type; and Including the fifth type, the parking line stop type, At least two types among the plurality of types have different minimum sensing distances as a determination criterion, The processor: determining a type having a minimum detection distance smaller than the detectable distance as a minimal risk maneuver type; vehicle.

2. The plurality of types are: The higher the type, the larger the minimum sensing distance is as a decision criterion. The vehicle of claim 1 .

3. The plurality of types are: The higher the type, the smaller the minimum sensing distance is as a decision criterion. The vehicle of claim 1 .

4. A vehicle for performing minimal risk maneuvers, sensors for sensing the vehicle's surrounding environment and generating relevant data; a processor that monitors the state of the vehicle, generates relevant data, and controls the automated driving of the vehicle; and a controller that controls the operation of the vehicle under the control of the processor; The processor: Obtaining a detectable distance of the sensor; When a minimal risk maneuver is requested, one of a plurality of types is determined as a minimal risk maneuver type based on the detectable distance and the preset minimum detectable distance; Controlling the controller to perform a minimal risk maneuver according to the content of the minimal risk maneuver type; The minimal risk maneuver type is a straight-line stop type, the minimum sensing distance includes a vertical distance and a horizontal distance, The magnitude of the vertical distance is (However, V ０ is the speed of the vehicle, and a ｍaｘ is the previously set maximum deceleration of the vehicle) and the magnitude of the lateral distance is the width of the vehicle; The processor: controlling the controller to perform a minimal risk maneuver based on the detectable distance and the minimum detectable distance; vehicle.

5. The processor: If the detectable distance is less than the minimum detectable distance, controlling the controller to brake the vehicle at the maximum deceleration.

5. The vehicle of claim 4.

6. The processor: If the detectable distance is greater than the minimum detectable distance, controlling the controller so that the vehicle brakes at a deceleration less than the maximum deceleration.

6. The vehicle of claim 5.

7. A vehicle for performing minimal risk maneuvers, sensors for sensing the vehicle's surrounding environment and generating relevant data; a processor that monitors the state of the vehicle, generates relevant data, and controls the automated driving of the vehicle; and a controller that controls the operation of the vehicle under the control of the processor; The processor: Obtaining a detectable distance of the sensor; When a minimal risk maneuver is requested, one of a plurality of types is determined as a minimal risk maneuver type based on the detectable distance and the preset minimum detectable distance; Controlling the controller to perform a minimal risk maneuver according to the content of the minimal risk maneuver type; The minimal risk maneuver type is an in-lane stopping type, the minimum sensing distance includes a vertical distance and a horizontal distance, The processor: controlling the controller to perform a minimal risk maneuver based on the detectable distance and the minimum detectable distance; vehicle.

8. The magnitude of the vertical distance is (However, V ０ is the speed of the vehicle, and a ｍaｘ is the previously set maximum deceleration of the vehicle) and The magnitude of the lateral distance is the width of the current lane taking into account the preset curvature, The processor: If the detectable distance is smaller than the minimum detectable distance, the controller is controlled so that the vehicle brakes at a preset maximum deceleration.

8. The vehicle of claim 7.

9. The processor: If the detectable distance is greater than the minimum detectable distance, controlling the controller so that the vehicle brakes at a deceleration less than the maximum deceleration.

9. The vehicle of claim 8.

10. A method of operating a vehicle to perform a minimal-risk maneuver, comprising: A first step of acquiring a detectable distance of a sensor of the vehicle; A second step of determining, when a minimal risk maneuver is requested, one of the plurality of types as a minimal risk maneuver type based on the detectable distance and the preset minimum detectable distance; and A third step of performing a minimal risk maneuver according to the content of the minimal risk maneuver type, The plurality of types are: The first type is the straight-line stop type; The second type is the in-lane stop type; The third type is lane change plus non-stop road departure type; A fourth type, a shoulder stop type; and Including the fifth type, the parking line stop type, At least two types among the plurality of types have different minimum sensing distances as a determination criterion, The second stage comprises: determining a type having a minimum detection distance smaller than the detectable distance as a minimal risk maneuver type; method.

11. The plurality of types are: The higher the type, the larger the minimum sensing distance is as a decision criterion. The method of claim 10.

12. The plurality of types are: The higher the type, the smaller the minimum sensing distance is as a decision criterion. The method of claim 10.

13. A method of operating a vehicle to perform a minimal-risk maneuver, comprising: A first step of acquiring a detectable distance of a sensor of the vehicle; A second step of determining, when a minimal risk maneuver is requested, one of the plurality of types as a minimal risk maneuver type based on the detectable distance and the preset minimum detectable distance; and A third step of performing a minimal risk maneuver according to the content of the minimal risk maneuver type, The minimal risk maneuver type is a straight-line stop type, the minimum sensing distance includes a vertical distance and a horizontal distance, The magnitude of the vertical distance is (However, V ０ is the speed of the vehicle, and a ｍaｘ is the previously set maximum deceleration of the vehicle) and the magnitude of the lateral distance is the width of the vehicle; The third stage is performing a minimal risk maneuver based on the detectable distance and the minimum detectable distance; method.

14. The third stage is if the detectable distance is less than the minimum detectable distance, braking the vehicle at the maximum deceleration. The method of claim 13.

15. The third stage is If the detectable distance is greater than the minimum detectable distance, braking the vehicle at a deceleration less than the maximum deceleration.

15. The method of claim 14.

16. A method of operating a vehicle to perform a minimal-risk maneuver, comprising: A first step of acquiring a detectable distance of a sensor of the vehicle; A second step of determining, when a minimal risk maneuver is requested, one of the plurality of types as a minimal risk maneuver type based on the detectable distance and the preset minimum detectable distance; and A third step of performing a minimal risk maneuver according to the content of the minimal risk maneuver type, The minimal risk maneuver type is an in-lane stopping type, the minimum sensing distance includes a vertical distance and a horizontal distance, The third stage is performing a minimal risk maneuver based on the detectable distance and the minimum detectable distance; method.

17. The magnitude of the vertical distance is (However, V ０ is the speed of the vehicle, and a ｍaｘ is the previously set maximum deceleration of the vehicle) and The magnitude of the lateral distance is the width of the current lane taking into account the preset curvature, The third stage is If the detectable distance is smaller than the minimum detectable distance, braking the vehicle at a preset maximum deceleration.

17. The method of claim 16.

18. The third stage is If the detectable distance is greater than the minimum detectable distance, braking the vehicle at a deceleration less than the maximum deceleration.

18. The method of claim 17.

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