APPARATUS FOR PROVIDING MAP

BACKGROUND
1. Technical Field

The present disclosure relates to a map providing device, and more particularly, to a map providing device mounted on a vehicle to provide map data to a plurality of electrical parts provided in the vehicle.

2. Description of the Conventional Art

A vehicle denotes a means of transporting people or goods using kinetic energy. Representative examples of vehicles include automobiles and motorcycles.

For safety and convenience of a user who uses the vehicle, various sensors and devices are provided in the vehicle, and the functions of the vehicle are diversified.

The function of the vehicle may be divided into a convenience function for promoting the convenience of a driver and a safety function for promoting the safety of a driver and/or a pedestrian.

First, the convenience function has a motive for development related to driver convenience, such as giving an infotainment (information +entertainment) function to the vehicle, supporting a partial autonomous driving function, or assisting the driver's vision such as night vision or blind spot. For example, the convenience function may include an active cruise control (ACC) function, a smart parking assist system (SPAS) function, a night vision (NV) function, a head up display (HUD) function, an around view monitor (AVM) function, and an adaptive headlight system (AHS) function, and the like.

The safety function is a technology for securing the safety of the driver and/or the safety of a pedestrian, and may include a lane departure warning system (LDWS) function, a lane keeping assist system (LKAS) function, an autonomous emergency braking (AEB) function, and the like.

In order to further improve the foregoing convenience functions and safety functions, vehicle-specific communication technologies are being developed. For example, a vehicle-to-infrastructure (V2I) that enables communication between a vehicle and an infrastructure, a vehicle-to-vehicle (V2V) that enables communication between vehicles, and a vehicle-to-everything (V2X) that enables communication between a vehicle and everything.

As the development of an advanced driving assist system (ADAS) is actively undergoing, development of a technology for optimizing user's convenience and safety while driving a vehicle is required.

As part of this effort, in order to effectively transmit eHorizon (electronic Horizon) data to autonomous driving systems and infotainment systems, the EU OEM (European Union Original Equipment Manufacturing) Association has established a data specification and transmission method as a standard under the name “ADASIS (Advanced Driver Assist System Interface Specification).”

EHorizon, which provides map data to a plurality of electrical parts provided in a vehicle, has become an essential element for autonomous driving of the vehicle.

eHorizon is a concept of downloading a map of a movable area based on the location of a vehicle from a server to provide it in advance to electrical parts provided in the vehicle. In the case where the destination of the vehicle is set, a route may be set and the set route may be provided in advance to the electrical parts, but there is a problem that the destination is not set.

SUMMARY

The present disclosure is contrived to solve the foregoing problems and other problems.

An object of the present disclosure is to provide a map providing device capable of promoting the safety and convenience of a vehicle using minimal information even when a destination is not set.

The present disclosure relates to an apparatus mounted on a vehicle to provide map data to a plurality of electrical parts provided in the vehicle.

The apparatus may include at least one communication interface included in the vehicle and configured to communicate with a server and the one or more electrical parts of the vehicle and a processor configured to determine that no destination has been input to the vehicle, based on the determination that no destination has been input to the vehicle, determine one or more predicted routes of the vehicle within a predetermined range from a current position of the vehicle, receive, from the server and using the at least one communication interface, a map corresponding to the one or more predicted routes and transmit, using the at least one communication interface, map data to the one or more electrical parts of the vehicle, the map data including information of the map that is usable by the one or more electrical parts of the vehicle.

According to an implementation, the processor is configured to receive electrical part information from at least one of the electrical parts, change the predetermined range based on the electrical part information, and update the one or more predicted routes based on the changed predetermined range.

According to an implementation, the processor is configured to determine a number of nodes for inclusion in the one or more predicted routes based on the electrical part information, and change the predetermined range based on the number of nodes.

According to an implementation, the electrical part information includes location information of an object detected as having potential to collide with the vehicle, and wherein the processor is configured to change the predetermined range based on the location information of the object.

According to an implementation, the processor is configured to change the predetermined range based on a communication signal strength, and update the one or more predicted routes based on the changed predetermined range.

According to an implementation, the processor is configured to, using the communication interface, receive a plurality of tiles based on the one or more predicted routes, the plurality of tiles being used to generate the second map.

According to an implementation, the processor is configured to receive, from the server, a part of each tile corresponding to the one or more predicted routes.

According to an implementation, the processor is configured to receive all of the plurality of tiles from the server, and transmit, using the communication interface, a part of each tile corresponding to the one or more predicted routes to the electrical parts.

According to an implementation, the apparatus further comprises a memory, wherein the processor is configured to classify the plurality of tiles into a first group of tiles that are not stored in the memory and a second group of tiles that are stored in the memory, and store the first group of tiles in the memory.

According to an implementation, the processor is configured to restrict reception of the second group of tiles using the communication interface.

According to an implementation, the processor is configured to identify an outdated tile among the second group of tiles based on metadata included in each of the plurality of tiles, and store, in the memory, at least one tile that replaces the outdated tile, the at least one tile being determined among the plurality of tiles.

According to an implementation, the processor is configured to, based on at least some of the plurality of tiles being missed, control the communication interface to transmit, to another vehicle, a request message for requesting the at least some of the plurality of tiles.

According to an implementation, the one or more predicted routes include a main predicted route and a plurality of sub predicted routes, and wherein the processor is configured to receive electric part information from at least one of the electrical parts, and selectively provide map data corresponding to the plurality of sub predicted routes to the electrical parts based on the electronic part information.

According to an implementation, the processor is configured to, based on a first condition being satisfied, transmit first map data corresponding to the main predicted route to the electrical parts, and, based on a second condition being satisfied, transmit second map data corresponding to the main predicted route and the sub predicted routes to the electrical parts.

According to an implementation, a first map corresponding to the main predicted route includes a first number of layers, and a second map corresponding to the sub predicted routes includes a second number of layers, the second number being smaller than the first number.

According to an implementation, the processor is configured to, based on the vehicle being in a manual driving state, transmit first map data corresponding to the main predicted route to the electrical parts, and, based on the vehicle being in an autonomous driving state, transmit second map data corresponding to the main predicted route and the sub predicted routes to the electrical parts.

According to an implementation, the processor is configured to, based on the vehicle being in the manual driving state and the electrical part information satisfying a predetermined condition, temporarily transmit the second map data to the electrical parts.

According to an implementation, the electrical part information satisfies the predetermined condition based on at least one of a determination that, in the manual driving state, a turn signal light is turned on, a detection, in the manual driving state, of an object with a potential for collision that is higher than a reference value, a determination that, in the manual driving state, a predetermined distance remains until the vehicle enters an intersection, or a determination that, in the manual driving state, the vehicle intrudes into a lane.

According to an implementation, the second map corresponding to the one or more predicted routes includes a plurality of layers, wherein the processor is configured to control the communication interface to transmit at least one of the plurality of layers to the electrical parts, and wherein the at least one of the plurality of layers is configured to vary according to electrical part information received from at least one of the electrical parts.

According to an implementation, the second map corresponding to the one or more predicted routes includes a plurality of layers, wherein the processor is configured to control the communication interface to receive at least one of the plurality of layers from the server, and wherein the at least one of the plurality of layers is configured to vary according to electrical part information received from at least one of the electrical parts.

The effects of a vehicle control device and a map providing device including the same according to the present disclosure will be described as follows.

When a destination is not set, instead of receiving all maps within a predetermined range based on the location of a vehicle from a server, a predicted route predicted for the vehicle to move may be generated, and a partial map corresponding to the predicted route may be received, thereby producing a maximal output with minimal input.

Moreover, since a predetermined range serving as a reference for receiving a map may vary based on electrical part information transmitted by an electrical part, an amount of computation may be adjusted to an appropriate level, and unnecessary information being provided to the electrical part may be prevented in advance.

BRIEF DESCRIPTION OF THE DRAWING

The accompanying drawings, which are included to provide a further understanding of the present disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and together with the description serve to explain the principles of the present disclosure.

In the drawings:

FIG. 1 is a view illustrating an appearance of a vehicle according to an embodiment of the present disclosure;

FIG. 2 is a view in which a vehicle according to an embodiment of the present disclosure is viewed at various angles from the outside;

FIGS. 3 and 4 are views illustrating an inside of a vehicle according to an embodiment of the present disclosure;

FIGS. 5 and 6 are views referenced to describe objects according to an embodiment of the present disclosure;

FIG. 7 is a block diagram referenced to describe a vehicle according to an embodiment of the present disclosure; FIG. 8 is a conceptual view for explaining eHorizon associated with the present disclosure;

FIG. 9 is a conceptual view for explaining a map providing device according to an embodiment of the present disclosure;

FIGS. 10A and 10B are conceptual views for explaining an LDM (Local Dynamic Map) and an ADAS (Advanced Driver Assistance System) MAP associated with the present disclosure;

FIGS. 11A and 11B are conceptual views illustrating a method of controlling a vehicle using an LDM and an ADAS MAP associated with the present disclosure;

FIG. 12 is a flowchart for explaining a control method of a map providing device according to an embodiment of the present disclosure;

FIG. 13A is an exemplary view for explaining a range of a received map when a destination is set;

FIG. 13B is an exemplary view for explaining a range of a received map when a destination is not set;

FIGS. 14A and 14B are exemplary views for explaining a method of generating a predicted route;

FIG. 15 is a conceptual view for explaining tiles selected by a predicted route;

FIGS. 16A and 16B are conceptual views for explaining map data transmitted from a server to a map providing device and an electrical part;

FIG. 17 is a flowchart for explaining a method of storing tiles received from a server in a memory;

FIG. 18 is a flowchart for explaining an operation when there is a missing reception for some tiles;

FIG. 19 is a flowchart for explaining a method of changing a predetermined range serving as a reference for receiving a map;

FIG. 20 is a flowchart for explaining an operation in case where there are a plurality of predicted routes;

FIG. 21 is a flowchart for explaining a method of selecting a layer to be transmitted to electrical parts based on electrical part information;

FIGS. 22A and 22B are exemplary views for explaining an operation of a map providing device when an event occurs; and

FIGS. 23A and 23B are exemplary views for explaining an operation when there is a rotary intersection.

DETAILED DESCRIPTION

Hereinafter, the embodiments disclosed herein will be described in detail with reference to the accompanying drawings, and the same or similar elements are designated with the same numeral references regardless of the numerals in the drawings and their redundant description will be omitted. A suffix “module” and “unit” used for constituent elements disclosed in the following description is merely intended for easy description of the specification, and the suffix itself does not give any special meaning or function. In describing the present disclosure, if a detailed explanation for a related known function or construction is considered to unnecessarily divert the gist of the present disclosure, such explanation has been omitted but would be understood by those skilled in the art. The accompanying drawings are used to help easily understand various technical features and it should be understood that the embodiments presented herein are not limited by the accompanying drawings. As such, the present disclosure should be construed to extend to any alterations, equivalents and substitutes in addition to those which are particularly set out in the accompanying drawings.

It will be understood that although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are generally only used to distinguish one element from another.

It will be understood that when an element is referred to as being “connected with” another element, the element can be connected with the other element or intervening elements may also be present. In contrast, when an element is referred to as being “directly connected with” another element, there are no intervening elements present.

A singular representation may include a plural representation unless it represents a definitely different meaning from the context.

Terms such as “include” or “has” are used herein and should be understood that they are intended to indicate an existence of several components, functions or steps, disclosed in the specification, and it is also understood that greater or fewer components, functions, or steps may likewise be utilized.

A vehicle according to an embodiment of the present disclosure may be understood as a conception including cars, motorcycles and the like. Hereinafter, the vehicle will be described based on a car.

The vehicle according to the embodiment of the present disclosure may be a conception including all of an internal combustion engine car having an engine as a power source, a hybrid vehicle having an engine and an electric motor as power sources, an electric vehicle having an electric motor as a power source, and the like.

In the following description, a left side of a vehicle refers to a left side in a driving direction of the vehicle, and a right side of the vehicle refers to a right side in the driving direction.

FIG. 1 is a view illustrating an appearance of a vehicle according to an embodiment of the present disclosure.

FIG. 2 is a view in which a vehicle according to an embodiment of the present disclosure is viewed at various angles from the outside.

FIGS. 3 and 4 are views illustrating an inside of a vehicle according to an embodiment of the present disclosure.

FIGS. 5 and 6 are views referenced to describe objects according to an embodiment of the present disclosure.

FIG. 7 is a block diagram referenced to describe a vehicle according to an embodiment of the present disclosure.

Referring to FIGS. 1 through 7, a vehicle 100 may include wheels turning by a driving force, and a steering apparatus 510 for adjusting a driving (ongoing, moving) direction of the vehicle 100.

The vehicle 100 may be an autonomous vehicle.

The vehicle 100 may be switched into an autonomous mode or a manual mode based on a user input.

For example, the vehicle may be converted from the manual mode into the autonomous mode or from the autonomous mode into the manual mode based on a user input received through a user interface apparatus 200.

The vehicle 100 may be switched into the autonomous mode or the manual mode based on driving environment information. The driving environment information may be generated based on object information provided from an object detecting apparatus 300.

For example, the vehicle 100 may be switched from the manual mode into the autonomous mode or from the autonomous module into the manual mode based on driving environment information generated in the object detecting apparatus 300.

For example, the vehicle 100 may be switched from the manual mode into the autonomous mode or from the autonomous module into the manual mode based on driving environment information received through a communication apparatus 400.

The vehicle 100 may be switched from the manual mode into the autonomous mode or from the autonomous module into the manual mode based on information, data or signal provided from an external device.

When the vehicle 100 is driven in the autonomous mode, the autonomous vehicle 100 may be driven based on an operation system 700.

For example, the autonomous vehicle 100 may be driven based on information, data or signal generated in a driving system 710, a parking exit system 740 and a parking system 750.

When the vehicle 100 is driven in the manual mode, the autonomous vehicle 100 may receive a user input for driving through a driving control apparatus 500. The vehicle 100 may be driven based on the user input received through the driving control apparatus 500.

An overall length refers to a length from a front end to a rear end of the vehicle 100, a width refers to a width of the vehicle 100, and a height refers to a length from a bottom of a wheel to a roof. In the following description, an overall-length direction L may refer to a direction which is a criterion for measuring the overall length of the vehicle 100, a width direction W may refer to a direction that is a criterion for measuring a width of the vehicle 100, and a height direction H may refer to a direction that is a criterion for measuring a height of the vehicle 100.

As illustrated in FIG. 7, the vehicle 100 may include a user interface apparatus 200, an object detecting apparatus 300, a communication apparatus 400, a driving control apparatus 500, a vehicle operating apparatus 600, an operation system 700, a navigation system 770, a sensing unit 120, an interface unit 130, a memory 140, a controller 170 and a power supply unit 190.

According to an embodiment, the vehicle 100 may include more components in addition to components to be explained in this specification or may not include some of those components to be explained in this specification.

The user interface apparatus 200 is an apparatus for communication between the vehicle 100 and a user. The user interface apparatus 200 may receive a user input and provide information generated in the vehicle 100 to the user. The vehicle 100 may implement user interfaces (UIs) or user experiences (UXs) through the user interface apparatus 200.

The user interface apparatus 200 may include an input unit 210, an internal camera 220, a biometric sensing unit 230, an output unit 250 and a processor 270.

According to an embodiment, the user interface apparatus 200 may include more components in addition to components to be explained in this specification or may not include some of those components to be explained in this specification.

The input unit 210 may allow the user to input information. Data collected in the input unit 210 may be analyzed by the processor 270 and processed as a user's control command.

The input unit 210 may be disposed within the vehicle. For example, the input unit 210 may be disposed on one area of a steering wheel, one area of an instrument panel, one area of a seat, one area of each pillar, one area of a door, one area of a center console, one area of a headlining, one area of a sun visor, one area of a wind shield, one area of a window or the like.

The input unit 210 may include a voice input module 211, a gesture input module 212, a touch input module 213, and a mechanical input module 214.

The voice input module 211 may convert a user's voice input into an electric signal. The converted electric signal may be provided to the processor 270 or the controller 170.

The voice input module 211 may include at least one microphone.

The gesture input module 212 may convert a user's gesture input into an electric signal. The converted electric signal may be provided to the processor 270 or the controller 170.

The gesture input module 212 may include at least one of an infrared sensor and an image sensor for detecting the user's gesture input.

According to an embodiment, the gesture input module 212 may detect a user's three-dimensional (3D) gesture input. To this end, the gesture input module 212 may include a light emitting diode outputting a plurality of infrared rays or a plurality of image sensors.

The gesture input module 212 may detect the user's 3D gesture input by a time of flight (TOF) method, a structured light method or a disparity method.

The touch input module 213 may convert the user's touch input into an electric signal. The converted electric signal may be provided to the processor 270 or the controller 170.

The touch input module 213 may include a touch sensor for detecting the user's touch input.

According to an embodiment, the touch input module 213 may be integrated with the display unit 251 so as to implement a touch screen. The touch screen may provide an input interface and an output interface between the vehicle 100 and the user.

The mechanical input module 214 may include at least one of a button, a dome switch, a jog wheel, and a jog switch. An electric signal generated by the mechanical input module 214 may be provided to the processor 270 or the controller 170.

The mechanical input module 214 may be arranged on a steering wheel, a center fascia, a center console, a cockpit module, a door and the like.

The internal camera 220 may acquire an internal image of the vehicle. The processor 270 may detect a user's state based on the internal image of the vehicle. The processor 270 may acquire information related to the user's gaze from the internal image of the vehicle. The processor 270 may detect a user gesture from the internal image of the vehicle.

The biometric sensing unit 230 may acquire the user's biometric information. The biometric sensing module 230 may include a sensor for detecting the user's biometric information and acquire fingerprint information and heart rate information regarding the user using the sensor. The biometric information may be used for user authentication.

The output unit 250 may generate an output related to a visual, audible or tactile signal.

The output unit 250 may include at least one of a display module 251, an audio output module 252 and a haptic output module 253.

The display module 251 may output graphic objects corresponding to various types of information.

The display module 251 may include at least one of a liquid crystal display (LCD), a thin film transistor-LCD (TFT LCD), an organic light-emitting diode (OLED), a flexible display, a three-dimensional (3D) display and an e-ink display.

The display module 251 may be inter-layered or integrated with a touch input module 213 to implement a touch screen.

The display module 251 may be implemented as a head up display (HUD). When the display module 251 is implemented as the HUD, the display module 251 may be provided with a projecting module so as to output information through an image which is projected on a windshield or a window.

The display module 251 may include a transparent display. The transparent display may be attached to the windshield or the window.

The transparent display may have a predetermined degree of transparency and output a predetermined screen thereon. The transparent display may include at least one of a transparent TFEL (Thin Film Electroluminescent), a transparent OLED (Organic Light-Emitting Diode), a transparent LCD (Liquid Crystal Display), a transmissive transparent display, and a transparent LED (Light Emitting Diode) display. The transparent display may have adjustable transparency.

Meanwhile, the user interface apparatus 200 may include a plurality of display modules 251a to 251g.

The display module 251 may be disposed on one area of a steering wheel, one area 521a, 251b, 251e of an instrument panel, one area 251d of a seat, one area 251f of each pillar, one area 251g of a door, one area of a center console, one area of a headlining or one area of a sun visor, or implemented on one area 251c of a windshield or one area 251h of a window.

The audio output module 252 converts an electric signal provided from the processor 270 or the controller 170 into an audio signal for output. To this end, the audio output module 252 may include at least one speaker.

The haptic output module 253 generates a tactile output. For example, the haptic output module 253 may vibrate the steering wheel, a safety belt, a seat 110FL, 110FR, 110RL, 110RR such that the user can recognize such output.

The processor 270 may control an overall operation of each unit of the user interface apparatus 200.

According to an embodiment, the user interface apparatus 200 may include a plurality of processors 270 or may not include any processor 270.

When the processor 270 is not included in the user interface apparatus 200, the user interface apparatus 200 may operate according to a control of a processor of another apparatus within the vehicle 100 or the controller 170.

Meanwhile, the user interface apparatus 200 may be called as a display apparatus for vehicle.

The user interface apparatus 200 may operate according to the control of the controller 170.

The object detecting apparatus 300 is an apparatus for detecting an object located at outside of the vehicle 100.

The object may be a variety of objects associated with driving (operation) of the vehicle 100.

Referring to FIGS. 5 and 6, an object O may include a traffic lane OB10, another vehicle OB11, a pedestrian OB12, a two-wheeled vehicle OB13, traffic signals OB14 and OB15, light, a road, a structure, a speed hump, a geographical feature, an animal and the like.

The lane OB01 may be a driving lane, a lane next to the driving lane or a lane on which another vehicle comes in an opposite direction to the vehicle 100. The lanes OB10 may be a concept including left and right lines forming a lane.

The another vehicle OB11 may be a vehicle which is moving around the vehicle 100. The another vehicle OB11 may be a vehicle located within a predetermined distance from the vehicle 100. For example, the another vehicle OB11 may be a vehicle which moves before or after the vehicle 100.

The pedestrian OB12 may be a person located near the vehicle 100. The pedestrian OB12 may be a person located within a predetermined distance from the vehicle 100. For example, the pedestrian OB12 may be a person located on a sidewalk or roadway.

The two-wheeled vehicle OB13 may refer to a vehicle (transportation facility) that is located near the vehicle 100 and moves using two wheels. The two-wheeled vehicle OB13 may be a vehicle that is located within a predetermined distance from the vehicle 100 and has two wheels. For example, the two-wheeled vehicle OB13 may be a motorcycle or a bicycle that is located on a sidewalk or roadway.

The traffic signals may include a traffic light OB15, a traffic sign OB14 and a pattern or text drawn on a road surface.

The light may be light emitted from a lamp provided on another vehicle. The light may be light generated from a streetlamp. The light may be solar light. The road may include a road surface, a curve, an upward slope, a downward slope and the like.

The structure may be an object that is located near a road and fixed on the ground. For example, the structure may include a streetlamp, a roadside tree, a building, an electric pole, a traffic light, a bridge and the like.

The geographical feature may include a mountain, a hill and the like.

Meanwhile, objects may be classified into a moving object and a fixed object. For example, the moving object may be a concept including another vehicle and a pedestrian. The fixed object may be a concept including a traffic signal, a road and a structure.

The object detecting apparatus 300 may include a camera 310, a radar 320, a lidar 330, an ultrasonic sensor 340, an infrared sensor 350 and a processor 370.

According to an embodiment, the object detecting apparatus 300 may further include other components in addition to the components described, or may not include some of the components described.

The camera 310 may be located on an appropriate portion outside the vehicle to acquire an external image of the vehicle. The camera 310 may be a mono camera, a stereo camera 310a, an AVM (Around View Monitoring) camera 310b, or a 360-degree camera.

For example, the camera 310 may be disposed adjacent to a front windshield within the vehicle to acquire a front image of the vehicle. Or, the camera 310 may be disposed adjacent to a front bumper or a radiator grill.

For example, the camera 310 may be disposed adjacent to a rear glass within the vehicle to acquire a rear image of the vehicle. Or, the camera 310 may be disposed adjacent to a rear bumper, a trunk or a tail gate.

For example, the camera 310 may be disposed adjacent to at least one of side windows within the vehicle to acquire a side image of the vehicle. Or, the camera 310 may be disposed adjacent to a side mirror, a fender or a door.

The camera 310 may provide an acquired image to the processor 370.

The radar 320 may include electric wave transmitting and receiving portions. The radar 320 may be implemented as a pulse radar or a continuous wave radar according to a principle of emitting electric waves. The radar 320 may be implemented by a Frequency Modulated Continuous Wave (FMCW) scheme or a Frequency Shift Keying (FSK) scheme according to a signal waveform in a continuous wave radar scheme.

The radar 320 may detect an object in a time of flight (TOF) manner or a phase-shift manner through the medium of electromagnetic waves, and detect a position of the detected object, a distance from the detected object and a relative speed with the detected object.

The radar 320 may be disposed on an appropriate position outside the vehicle for detecting an object which is located at a front, rear or side of the vehicle.

The lidar 330 may include laser transmitting and receiving portions. The lidar 330 may be implemented in a time of flight (TOF) manner or a phase-shift manner.

The lidar 330 may be implemented as a drive type or a non-drive type.

For the drive type, the lidar 330 may be rotated by a motor and detect object near the vehicle 100.

For the non-drive type, the lidar 330 may detect, through light steering, objects which are located within a predetermined range based on the vehicle 100. The vehicle 100 may include a plurality of non-drive type lidars 330.

The lidar 330 may detect an object in a time of flight (TOF) manner or a phase-shift manner through the medium of laser light, and detect a position of the detected object, a distance from the detected object and a relative speed with the detected object.

The lidar 330 may be disposed on an appropriate position outside the vehicle for detecting an object located at the front, rear or side of the vehicle.

The ultrasonic sensor 340 may include ultrasonic wave transmitting and receiving portions. The ultrasonic sensor 340 may detect an object based on an ultrasonic wave, and detect a position of the detected object, a distance from the detected object and a relative speed with the detected object.

The ultrasonic sensor 340 may be disposed on an appropriate position outside the vehicle for detecting an object located at the front, rear or side of the vehicle.

The infrared sensor 350 may include infrared light transmitting and receiving portions. The infrared sensor 350 may detect an object based on infrared light, and detect a position of the detected object, a distance from the detected object and a relative speed with the detected object.

The infrared sensor 350 may be disposed on an appropriate position outside the vehicle for detecting an object located at the front, rear or side of the vehicle.

The processor 370 may control an overall operation of each unit of the object detecting apparatus 300.

The processor 370 may detect an object based on an acquired image, and track the object. The processor 370 may execute operations, such as a calculation of a distance from the object, a calculation of a relative speed with the object and the like, through an image processing algorithm.

The processor 370 may detect an object based on a reflected electromagnetic wave which an emitted electromagnetic wave is reflected from the object, and track the object. The processor 370 may execute operations, such as a calculation of a distance from the object, a calculation of a relative speed with the object and the like, based on the electromagnetic wave.

The processor 370 may detect an object based on a reflected laser beam which an emitted laser beam is reflected from the object, and track the object. The processor 370 may execute operations, such as a calculation of a distance from the object, a calculation of a relative speed with the object and the like, based on the laser beam.

The processor 370 may detect an object based on a reflected ultrasonic wave which an emitted ultrasonic wave is reflected from the object, and track the object. The processor 370 may execute operations, such as a calculation of a distance from the object, a calculation of a relative speed with the object and the like, based on the ultrasonic wave.

The processor 370 may detect an object based on reflected infrared light which emitted infrared light is reflected from the object, and track the object. The processor 370 may execute operations, such as a calculation of a distance from the object, a calculation of a relative speed with the object and the like, based on the infrared light.

According to an embodiment, the object detecting apparatus 300 may include a plurality of processors 370 or may not include any processor 370. For example, each of the camera 310, the radar 320, the lidar 330, the ultrasonic sensor 340 and the infrared sensor 350 may include the processor in an individual manner.

When the processor 370 is not included in the object detecting apparatus 300, the object detecting apparatus 300 may operate according to the control of a processor of an apparatus within the vehicle 100 or the controller 170.

The object detecting apparatus 300 may operate according to the control of the controller 170.

The communication apparatus 400 is an apparatus for performing communication with an external device. Here, the external device may be another vehicle, a mobile terminal or a server.

The communication apparatus 400 may perform the communication by including at least one of a transmitting antenna, a receiving antenna, and radio frequency (RF) circuit and RF device for implementing various communication protocols.

The communication apparatus 400 may include a short-range communication unit 410, a location information unit 420, a V2X communication unit 430, an optical communication unit 440, a broadcast transceiver 450 and a processor 470.

According to an embodiment, the communication apparatus 400 may further include other components in addition to the components described, or may not include some of the components described.

The short-range communication unit 410 is a unit for facilitating short-range communications. Suitable technologies for implementing such short-range communications include BLUETOOTH™, Radio Frequency IDentification (RFID), Infrared Data Association (IrDA), Ultra-WideBand (UWB), ZigBee, Near Field Communication (NFC), Wireless-Fidelity (Wi-Fi), Wi-Fi Direct, Wireless USB (Wireless Universal Serial Bus), and the like.

The short-range communication unit 410 may construct short-range area networks to perform short-range communication between the vehicle 100 and at least one external device.

The location information unit 420 is a unit for acquiring position information. For example, the location information unit 420 may include a Global Positioning System (GPS) module or a Differential Global Positioning System (DGPS) module.

The V2X communication unit 430 is a unit for performing wireless communications with a server (vehicle to infrastructure; V2I), another vehicle (vehicle to vehicle; V2V), or a pedestrian (vehicle to pedestrian; V2P). The V2X communication unit 430 may include an RF circuit capable of implementing a communication protocol with an infrastructure (V2I), a communication protocol between vehicles (V2V) and a communication protocol with a pedestrian (V2P).

The optical communication unit 440 is a unit for performing communication with an external device through the medium of light. The optical communication unit 440 may include a light-emitting diode for converting an electric signal into an optical signal and sending the optical signal to the exterior, and a photodiode for converting the received optical signal into an electric signal.

According to an embodiment, the light-emitting diode may be integrated with lamps provided on the vehicle 100.

The broadcast transceiver 450 is a unit for receiving a broadcast signal from an external broadcast managing entity or transmitting a broadcast signal to the broadcast managing entity via a broadcast channel. The broadcast channel may include a satellite channel, a terrestrial channel, or both. The broadcast signal may include a TV broadcast signal, a radio broadcast signal and a data broadcast signal.

The processor 470 may control an overall operation of each unit of the communication apparatus 400.

According to an embodiment, the communication apparatus 400 may include a plurality of processors 470 or may not include any processor 470.

When the processor 470 is not included in the communication apparatus 400, the communication apparatus 400 may operate according to the control of a processor of another device within the vehicle 100 or the controller 170.

Meanwhile, the communication apparatus 400 may implement a display apparatus for a vehicle together with the user interface apparatus 200. In this instance, the display apparatus for the vehicle may be referred to as a telematics apparatus or an Audio Video Navigation (AVN) apparatus.

The communication apparatus 400 may operate according to the control of the controller 170.

The driving control apparatus 500 is an apparatus for receiving a user input for driving.

In a manual mode, the vehicle 100 may be operated based on a signal provided by the driving control apparatus 500.

The driving control apparatus 500 may include a steering input device 510, an acceleration input device 530 and a brake input device 570.

The steering input device 510 may receive an input regarding a driving (ongoing) direction of the vehicle 100 from the user. The steering input device 510 is preferably configured in the form of a wheel allowing a steering input in a rotating manner. According to some embodiments, the steering input device may also be configured in a shape of a touch screen, a touchpad or a button.

The acceleration input device 530 may receive an input for accelerating the vehicle 100 from the user. The brake input device 570 may receive an input for braking the vehicle 100 from the user. Each of the acceleration input device 530 and the brake input device 570 is preferably configured in the form of a pedal. According to some embodiments, the acceleration input device or the brake input device may also be configured in a shape of a touch screen, a touch pad or a button.

The driving control apparatus 500 may operate according to the control of the controller 170.

The vehicle operating apparatus 600 is an apparatus for electrically controlling operations of various devices within the vehicle 100.

The vehicle operating apparatus 600 may include a power train operating unit 610, a chassis operating unit 620, a door/window operating unit 630, a safety apparatus operating unit 640, a lamp operating unit 650, and an air-conditioner operating unit 660.

According to an embodiment, the vehicle operating apparatus 600 may further include other components in addition to the components described, or may not include some of the components described.

Meanwhile, the vehicle operating apparatus 600 may include a processor. Each unit of the vehicle operating apparatus 600 may individually include a processor.

The power train operating unit 610 may control an operation of a power train device.

The power train operating unit 610 may include a power source operating portion 611 and a gearbox operating portion 612.

The power source operating portion 611 may perform a control for a power source of the vehicle 100.

For example, upon using a fossil fuel-based engine as the power source, the power source operating portion 611 may perform an electronic control for the engine. Accordingly, an output torque and the like of the engine can be controlled. The power source operating portion 611 may adjust the engine output torque according to the control of the controller 170.

For example, upon using an electric energy-based motor as the power source, the power source operating portion 611 may perform a control for the motor. The power source operating portion 611 may adjust a rotating speed, a torque and the like of the motor according to the control of the controller 170.

The gearbox operating portion 612 may perform a control for a gearbox.

The gearbox operating portion 612 may adjust a state of the gearbox. The gearbox operating portion 612 may change the state of the gearbox into drive (forward) (D), reverse (R), neutral (N) or parking (P).

Meanwhile, when an engine is the power source, the gearbox operating portion 612 may adjust a locked state of a gear in the drive (D) state.

The chassis operating unit 620 may control an operation of a chassis device.

The chassis operating unit 620 may include a steering operating portion 621, a brake operating portion 622 and a suspension operating portion 623.

The steering operating portion 621 may perform an electronic control for a steering apparatus within the vehicle 100. The steering operating portion 621 may change a driving direction of the vehicle.

The brake operating portion 622 may perform an electronic control for a brake apparatus within the vehicle 100. For example, the brake operating portion 622 may control an operation of brakes provided at wheels to reduce speed of the vehicle 100.

Meanwhile, the brake operating portion 622 may individually control each of a plurality of brakes. The brake operating portion 622 may differently control braking force applied to each of a plurality of wheels.

The suspension operating portion 623 may perform an electronic control for a suspension apparatus within the vehicle 100. For example, the suspension operating portion 623 may control the suspension apparatus to reduce vibration of the vehicle 100 when a bump is present on a road.

Meanwhile, the suspension operating portion 623 may individually control each of a plurality of suspensions.

The door/window operating unit 630 may perform an electronic control for a door apparatus or a window apparatus within the vehicle 100.

The door/window operating unit 630 may include a door operating portion 631 and a window operating portion 632.

The door operating portion 631 may perform the control for the door apparatus. The door operating portion 631 may control opening or closing of a plurality of doors of the vehicle 100. The door operating portion 631 may control opening or closing of a trunk or a tail gate. The door operating portion 631 may control opening or closing of a sunroof.

The window operating portion 632 may perform the electronic control for the window apparatus. The window operating portion 632 may control opening or closing of a plurality of windows of the vehicle 100.

The safety apparatus operating unit 640 may perform an electronic control for various safety apparatuses within the vehicle 100.

The safety apparatus operating unit 640 may include an airbag operating portion 641, a seatbelt operating portion 642 and a pedestrian protecting apparatus operating portion 643.

The airbag operating portion 641 may perform an electronic control for an airbag apparatus within the vehicle 100. For example, the airbag operating portion 641 may control the airbag to be deployed upon a detection of a risk.

The seatbelt operating portion 642 may perform an electronic control for a seatbelt apparatus within the vehicle 100. For example, the seatbelt operating portion 642 may control passengers to be motionlessly seated in seats 110FL, 110FR, 110RL, 110RR using seatbelts upon a detection of a risk.

The pedestrian protecting apparatus operating portion 643 may perform an electronic control for a hood lift and a pedestrian airbag. For example, the pedestrian protecting apparatus operating portion 643 may control the hood lift and the pedestrian airbag to be open up upon detecting pedestrian collision.

The lamp operating portion 650 may perform an electronic control for various lamp apparatuses within the vehicle 100.

The air-conditioner operating unit 660 may perform an electronic control for an air conditioner within the vehicle 100. For example, the air-conditioner operating unit 660 may control the air conditioner to supply cold air into the vehicle when internal temperature of the vehicle is high.

The vehicle operating apparatus 600 may include a processor. Each unit of the vehicle operating apparatus 600 may individually include a processor.

The vehicle operating apparatus 600 may operate according to the control of the controller 170.

The operation system 700 is a system that controls various driving modes of the vehicle 100. The operation system 700 may be operated in the autonomous driving mode.

The operation system 700 may include a driving system 710, a parking exit system 740 and a parking system 750.

According to an embodiment, the operation system 700 may further include other components in addition to components to be described, or may not include some of the components to be described.

Meanwhile, the operation system 700 may include a processor. Each unit of the operation system 700 may individually include a processor.

Meanwhile, According to an embodiment, the operation system may be a sub concept of the controller 170 when it is implemented in a software configuration.

Meanwhile, according to embodiment, the operation system 700 may be a concept including at least one of the user interface apparatus 200, the object detecting apparatus 300, the communication apparatus 400, the vehicle operating apparatus 600 and the controller 170.

The driving system 710 may perform driving of the vehicle 100.

The driving system 710 may receive navigation information from a navigation system 770, transmit a control signal to the vehicle operating apparatus 600, and perform driving of the vehicle 100.

The driving system 710 may receive object information from the object detecting apparatus 300, transmit a control signal to the vehicle operating apparatus 600 and perform driving of the vehicle 100.

The driving system 710 may receive a signal from an external device through the communication apparatus 400, transmit a control signal to the vehicle operating apparatus 600, and perform driving of the vehicle 100.

The parking exit system 740 may perform an exit of the vehicle 100 from a parking lot.

The parking exit system 740 may receive navigation information from the navigation system 770, transmit a control signal to the vehicle operating apparatus 600, and perform the exit of the vehicle 100 from the parking lot.

The parking exit system 740 may receive object information from the object detecting apparatus 300, transmit a control signal to the vehicle operating apparatus 600 and perform the exit of the vehicle 100 from the parking lot.

The parking exit system 740 may receive a signal from an external device through the communication apparatus 400, transmit a control signal to the vehicle operating apparatus 600, and perform the exit of the vehicle 100 from the parking lot.

The parking system 750 may perform parking of the vehicle 100.

The parking system 750 may receive navigation information from the navigation system 770, transmit a control signal to the vehicle operating apparatus 600, and park the vehicle 100.

The parking system 750 may receive object information from the object detecting apparatus 300, transmit a control signal to the vehicle operating apparatus 600 and park the vehicle 100.

The parking system 750 may receive a signal from an external device through the communication apparatus 400, transmit a control signal to the vehicle operating apparatus 600, and park the vehicle 100.

The navigation system 770 may provide navigation information. The navigation information may include at least one of map information, information regarding a set destination, path information according to the set destination, information regarding various objects on a path, lane information and current location information of the vehicle.

The navigation system 770 may include a memory and a processor. The memory may store the navigation information. The processor may control an operation of the navigation system 770.

According to an embodiment, the navigation system 770 may update prestored information by receiving information from an external device through the communication apparatus 400.

According to an embodiment, the navigation system 770 may be classified as a sub component of the user interface apparatus 200.

The sensing unit 120 may sense a status of the vehicle. The sensing unit 120 may include a posture sensor (e.g., a yaw sensor, a roll sensor, a pitch sensor, etc.), a collision sensor, a wheel sensor, a speed sensor, a tilt sensor, a weight-detecting sensor, a heading sensor, a gyro sensor, a position module, a vehicle forward/backward movement sensor, a battery sensor, a fuel sensor, a tire sensor, a steering sensor by a turn of a handle, a vehicle internal temperature sensor, a vehicle internal humidity sensor, an ultrasonic sensor, an illumination sensor, an accelerator position sensor, a brake pedal position sensor, and the like.

The sensing unit 120 may acquire sensing signals with respect to vehicle-related information, such as a posture, a collision, an orientation, a position (GPS information), an angle, a speed, an acceleration, a tilt, a forward/backward movement, a battery, a fuel, tires, lamps, internal temperature, internal humidity, a rotated angle of a steering wheel, external illumination, pressure applied to an accelerator, pressure applied to a brake pedal and the like.

The sensing unit 120 may further include an accelerator sensor, a pressure sensor, an engine speed sensor, an air flow sensor (AFS), an air temperature sensor (ATS), a water temperature sensor (WTS), a throttle position sensor (TPS), a TDC sensor, a crank angle sensor (CAS), and the like.

The interface unit 130 may serve as a path allowing the vehicle 100 to interface with various types of external devices connected thereto. For example, the interface unit 130 may be provided with a port connectable with a mobile terminal, and connected to the mobile terminal through the port. In this instance, the interface unit 130 may exchange data with the mobile terminal.

Meanwhile, the interface unit 130 may serve as a path for supplying electric energy to the connected mobile terminal. When the mobile terminal is electrically connected to the interface unit 130, the interface unit 130 supplies electric energy supplied from a power supply unit 190 to the mobile terminal according to the control of the controller 170.

The memory 140 is electrically connected to the controller 170. The memory 140 may store basic data for units, control data for controlling operations of units and input/output data. The memory 140 may be various storage apparatuses such as a ROM, a RAM, an EPROM, a flash drive, a hard drive, and the like in terms of hardware. The memory 140 may store various data for overall operations of the vehicle 100, such as programs for processing or controlling the controller 170.

According to an embodiment, the memory 140 may be integrated with the controller 170 or implemented as a sub component of the controller 170.

The controller 170 may control an overall operation of each unit of the vehicle 100. The controller 170 may be referred to as an Electronic Control Unit (ECU).

The power supply unit 190 may supply power required for an operation of each component according to the control of the controller 170. Specifically, the power supply unit 190 may receive power supplied from an internal battery of the vehicle, and the like.

At least one processor and the controller 170 included in the vehicle 100 may be implemented using at least one of application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, micro controllers, microprocessors, and electrical parts performing other functions.

Hereinafter, a method of autonomously driving a vehicle associated with the present disclosure in an optimized manner or outputting a warning message related to driving of a vehicle in an optimized situation will be described in more detail with reference to the accompanying drawings.

FIG. 8 is a conceptual view for explaining eHorizon associated with the present disclosure.

Referring to FIG. 8, a map providing device 800 associated with the present disclosure may autonomously drive a vehicle 100 on the basis of eHorizon.

eHorizon may be classified into categories such as software, system, concept, and the like. eHorizon denotes a configuration in which road shape information on a precision map under a connected environment such as an external server (cloud), V2X (vehicle to everything) or the like and real-time events such as real-time traffic signs, road surface conditions, accidents and the like are merged to provide relevant information to autonomous driving systems and infotainment systems.

For an example, eHorizon may refer to an external server (or cloud, cloud server).

In other words, eHorizon may perform the role of transferring a precision map road shape and real time events in front of the vehicle to autonomous driving systems and infotainment systems under an external server/V2X environment.

In order to effectively transfer eHorizon data (information) transmitted from the eHorizon (i.e., external server) to autonomous driving systems and infotainment systems, a data specification and transmission method may be formed in accordance with a standard called “ADASIS (Advanced Driver Assistance Systems Interface Specification).”

The map providing device 800 associated with the present disclosure may use information received from eHorizon for autonomous driving systems and/or infotainment systems.

For example, autonomous navigation systems may be divided into safety aspects and ECO aspects.

In terms of the safety aspect, the map providing device 800 according to the present disclosure may perform an ADAS (Advanced Driver Assistance System) function such as LKA (Lane Keeping Assist), TJA (Traffic Jam Assist) or the like, and/or an AD (AutoDrive) function such as advance, road joining, lane change or the like using road shape information and event information received from eHorizon and surrounding object information sensed through the sensing unit 840 provided in the vehicle.

Furthermore, in terms of the ECO aspect, the map providing device 800 may receive inclination information, traffic light information, and the like on a front road from eHorizon to control the vehicle so as to achieve efficient engine thrust, thereby enhancing fuel efficiency.

The infotainment system may include convenience aspects.

For an example, the map providing device 800 may receive accident information, road surface condition information, and the like on a front road received from eHorizon to output them on a display unit (for example, HUD (Head Up Display), CID, Cluster, etc.) provided in the vehicle to provide guidance information for allowing the driver to perform safe driving.

Referring to FIG. 8, the eHorizon (external server) may receive the location information of various event information (for example, road surface condition information 1010a, construction information 1010b, accident information 1010c, etc.) from the vehicle 100 generated from a road and/or road specific speed limit information 1010d from the prevent vehicle 100 or other vehicles 1020a, 1020b or collect them from an infrastructure (for example, a measuring device, a sensing device, a camera, etc.) installed on a road.

Furthermore, the event information and the road specific speed limit information may be linked to map information or may be updated.

In addition, the location information of the event information may be divided into units of lanes.

Using the information, the eHorizon (external server) of the present disclosure may provide information required for autonomous driving system and infotainment systems to each vehicle based on a precision map capable of determining a road situation (or road information) in units of lanes.

In other words, the eHorizon (external server) of the present disclosure may provide an absolute high-definition map using an absolute coordinate of information (for example, event information, location information of the present vehicle 100, etc.) associated with a road based on a precision map.

The information associated with a road provided by the eHorizon may be provided only within a predetermined region (predetermined space) with respect to the present vehicle 100.

On the other hand, the map providing device 800 of the present disclosure may acquire location information of another vehicle through communication with the another vehicle. Communication with another vehicle may be carried out through V2X (vehicle to everything) communication, and data transmitted and received to and from another vehicle through V2X communication may be data in a format defined by the LDM (Local Dynamic Map) standard.

The LDM denotes a conceptual data storage located in a vehicle control unit (or ITS station) including information related to a safe and normal operation of an application (or application program) provided in a vehicle (or an intelligent transport system (ITS)). The LDM may, for example, comply with EN standards.

The LDM differs from the ADAS MAP described above in the data format and transmission method. For an example, the ADAS MAP corresponds to a high-definition map having absolute coordinates received from eHorizon (external server), and the LDM may denote a high-definition map having relative coordinates based on data transmitted and received through V2X communication.

The LDM data (or LDM information) is data that is mutually transmitted and received in V2X communication (vehicle to everything) (for example, V2V (vehicle to vehicle) communication, V2I (vehicle to infrastructure) communication, V2P (vehicle to pedestrian) communication.

The LDM is a concept of a storage for storing data transmitted and received in V2X communication, and the LDM may be formed (stored) in a vehicle control device provided in each vehicle.

The LDM data may denote, for example, data that is mutually transmitted and received between a vehicle and a vehicle (infrastructure, pedestrian) or the like. The LDM data may include, for example, a Basic Safety Message (BSM), a Cooperative Awareness Message (CAM), a Decentralized Environmental Notification Message (DENM), and the like.

The LDM data may be referred to as, for example, a V2X message or an LDM message.

The vehicle control device related to the present disclosure may efficiently manage LDM data (or V2X message) transmitted and received between vehicles efficiently using an LDM.

Based on LDM data received through V2X communication, the LDM may store all relevant information (e.g., the present vehicle (another vehicle) location, speed, traffic light status, weather information, road surface condition, etc.) on a traffic condition (or a road condition for an area within a predetermined distance from a place where a vehicle is currently located) around a place where a vehicle is currently located, and distribute them to other vehicles and continuously update them.

For an example, a V2X application included in the map providing device 800 registers with the LDM, and receives specific messages such as all DENMs including a warning about a faulty vehicle. Then, the LDM automatically allocates the received information to the V2X application, and the V2X application may control the vehicle based on information allocated from the LDM.

In this manner, the vehicle of the present disclosure may control the vehicle using an LDM formed by LDM data collected through V2X communication.

The LDM associated with the present disclosure may provide information related to a road to the vehicle control device. The information related to a road provided by the LDM provides only relative distances and relative speeds between other vehicles (or generated event points), other than map information with absolute coordinates.

In other words, the vehicle of the present disclosure may construct autonomous driving using an ADAS MAP (absolute coordinate high-definition map) according to the ADASIS standard provided by eHorizon, but the ADAS MAP may be used only to determine a road condition in a surrounding area of the present vehicle (an own vehicle).

In addition, the vehicle of the present disclosure may construct autonomous driving using an LDM (relative coordinate high-definition map) formed by LDM data received through V2X communication, but there is a limit in that accuracy is inferior due to insufficient absolute location information.

The vehicle control device included in the vehicle of the present disclosure may generate a merged precision map using the LDM data received through the VAS communication with the ADAS MAP received from eHorizon and controls the vehicle in an optimized manner using the fusion precision map (Self-driving).

Hereinafter, a vehicle control device capable of generating a merged precision map will be described in more detail with reference to the accompanying drawings.

FIG. 9 is a conceptual view for explaining a vehicle control device according to an embodiment of the present disclosure. FIGS. 10A and 10B are conceptual views for explaining an LDM (Local Dynamic Map) and an ADAS (Advanced Driver Assistance System) MAP associated with the present disclosure.

Referring to FIG. 9, the map providing device 800 associated with the present disclosure may include a communication unit 810, a sensing unit 840, and a processor 870.

The communication unit 810 may be the foregoing communication apparatus 400.

In addition, the communication unit 810 associated with the present disclosure may determine the current position of the vehicle through the location information unit 420. Furthermore, the communication unit 810 may perform communication with a nearby vehicle (or another vehicle), or perform communication with an external server (eHorizon) (or a cloud server).

In other words, the communication unit 810 associated with the present disclosure may be formed to acquire the location information of the present vehicle, and perform communication with at least one of an external server and another vehicle.

As illustrated in FIG. 9, the communication unit 810 may include a V2X module 820 and an eHorizon module 830.

The V2X module 820 may perform V2X communication with another vehicle. In other words, the communication unit 810 may perform communication with a nearby vehicle (or another vehicle). It may be referred to as V2V (vehicle to vehicle) communication. V2V communication may be generally defined as a technology for exchanging information between vehicles, and it may be possible to share nearby vehicle location, speed information, and the like.

Furthermore, the communication unit 810 may perform communication with all communicable devices (e.g., a mobile terminal, a server, etc.). This may be named V2X (vehicle to everything) communication. V2X communication may be generally defined as a technology that exchanges information such as traffic situation while communicating with road infrastructure and other vehicles while driving.

V2V communication may be understood as an example of V2X communication or as a concept included in V2X communication.

The processor 870 may perform V2V communication or V2X communication with a nearby vehicle (another vehicle) through the communication unit 810.

Here, the nearby vehicle may denote at least one of vehicles existing within a predetermined distance with respect to the present vehicle 100 or vehicles entering a predetermined distance with respect to the present vehicle 100.

The nearby vehicle may not be necessarily limited thereto, and the nearby vehicle may include all vehicles capable of communicating with the communication unit 810 of the present vehicle 100. In the present specification, for the sake of convenience of explanation, a case where the nearby vehicle exists within a predetermined distance from the present vehicle 100 or enters within the predetermined distance will be described as an example.

The predetermined distance may be determined based on a communicable distance through the communication unit 810, determined according to the specification of a product, or may be determined or varied based on a user's setting or the standard of V2X communication.

Specifically, the V2X module 820 may be formed to receive LDM data from another vehicle. The LDM data may be a V2X message (BSM, CAM, DENM, etc.) transmitted and received between vehicles through V2X communication.

The LDM data may include the location information of another vehicle.

Based on the location information of the present vehicle acquired through the communication unit 810 and the location information of another vehicle included in LDM data received through the V2X module 820, the processor 870 may determine a relative location between the present vehicle and another vehicle.

Furthermore, the LDM data may include the speed information of another vehicle. The processor 870 may also determine a relative speed of another vehicle using the speed information of the present vehicle and the speed information of the another vehicle. The speed information of the present vehicle may be calculated using a degree to which the location information of the vehicle changes over time or calculated based on information received from the driving control apparatus 500 or the power train operating unit 610 of the vehicle 100.

The V2X module 820 may be the V2X communication unit 430 described above.

Meanwhile, the communication unit 810 of the present disclosure may include an eHorizon module 830.

The eHorizon module 830 may perform wireless communication with an external server (eHorizon). The eHorizon module 830 may receive an ADAS MAP from the external server.

The ADAS MAP may include map information. The map information included in the ADAS MAP may be formed such that information (event information) related to a road is classified in units of lanes.

The processor 870 of the map providing device 800 related to the present disclosure may determine the absolute coordinates of information (event information) related to a road based on the ADAS MAP received from an external server (eHorizon) through the eHorizon module 830. In addition, the processor 870 may perform autonomous driving or vehicle control on the present vehicle using the absolute coordinates of information (event information) related to the road.

Referring to FIG. 10A, the LDM data (or LDM) 1050 may be formed to have four layers.

The LDM data 1050 may include a first layer 1052, a second layer 1054, a third layer 1056 and a fourth layer 1058.

The first layer 1052 may be called Type-1. The first layer 1052 may include, as permanent static data, static information, for example, map information, among the road-related information.

The second layer 1054 may be called Type-2. The second layer 1054 may include, as transient static data, landmark information (for example, specific place information specified by a manufacturer among a plurality of place information included in the map information) among the road-related information. The landmark information may include position information, name information, size information, and the like. Further, the second layer 1054 may include road furniture, such as a guardrail or a sign face, located on a road.

The third layer 1056 may be called Type-3. The third layer 1056 may include, as transient dynamic data, traffic situation related information (for example, traffic light information, construction information, accident information, etc.) among the road-related information. The construction information and the accident information may include position information. For example, construction zone information, lane information under construction, a variable speed lane, a road surface condition, traffic, and the weather may be included in the third layer 1056.

The fourth layer 1058 may be called Type-4. The fourth layer 1058 may include, as highly dynamic data, dynamic information (for example, object information, pedestrian information, other vehicle information, etc.) among the road-related information. The object information, pedestrian information, and other vehicle information may include position information. In other words, the fourth layer 1068 may include information related to a moving object, for example, pedestrian information, other vehicle information, bicycle information, and the like.

In other words, the LDM data 1050 may include information sensed through sensing units of other vehicles or information sensed through a sensing unit of the vehicle of the present disclosure, and may include road-related information that changes in real time as it goes from the first layer to the fourth layer.

Referring to FIG. 10B, the ADAS MAP may be formed to have four layers similar to the LDM data.

The ADAS MAP 1060 may denote data received from eHorizon and formed to conform to the ADASIS specification.

The ADAS MAP 1060 may include a first layer 1062 to a fourth layer 1068.

The first layer 1062 may be called a topology layer or Layer-1.

The first layer 1062 may include topology information. The topology information, for example, is information that explicitly defines a spatial relationship, and may indicate map information. The first layer 1062 is formed to be suitable for roughly displaying the location of the vehicle on a map made by connecting road centerlines.

The second layer 1064 may be called an ADAS layer or Layer-2.

The second layer 1064 may include landmark information (for example, specific place information specified by a manufacturer among a plurality of place information included in the map information) among road-related information. The landmark information may include position information, name information, size information, and the like. The landmark information may include traffic sign information indicating a speed limit, no-passing, a slope, a curvature of a road, and the like. The vehicle and/or the electric component provided in the vehicle may display infotainment information using information included in the second layer 1064, or execute engine power control, headlamp left/right angle adjustment, speed limit cruise control, and the like.

The third layer 1066 may be called a high-definition (HD) map & localization layer or Layer-3.

The third layer 1066 may include detailed lane-unit topology information regarding a road, connection information of each lane, and features for localization of the vehicle. Further, the third layer 1066 includes properties (attributes) of lanes, such as color, shape, type and the like, in the lane unit, and may include road furniture, such as a guardrail or a sign face, located on a road.

The fourth layer 1068 may be called a dynamic layer or Layer-4.

The fourth layer 1068 may include various dynamic information that may occur on a road. For example, construction zone information, lane information under construction, a variable speed lane, a road surface condition, traffic, and the weather may be included as the dynamic information.

In other words, the ADAS MAP 1060 may include road-related information that is transformed in real time as it goes from the first layer to the fourth layer, similarly to the LDM data 1050.

The map providing device 800 related to the present disclosure may include the sensing unit 840.

The sensing unit 840 may be the object detecting apparatus 300 described with reference to FIG. 7 or the sensing unit 120 provided in the vehicle 100.

In addition, the sensing unit 840 may be a sensing unit independently separated from the object detecting apparatus 300 provided in the vehicle or the sensing unit 120 provided in the vehicle 100. The sensing unit 840 may include the characteristics of the sensing unit 120 or the object detecting device 300 described in FIG. 7 even when the sensing unit 840 is an independent sensing unit.

The sensing unit 840 may include the camera 310 described in FIG. 7.

Furthermore, the sensing unit 840 may be implemented by combining at least two of the camera 310, the radar 320, a lidar 330, the ultrasonic sensor 340, the infrared sensor 350, and the sensing unit 120 included in the object detecting apparatus 300.

The sensing unit 840 may sense an object existing in the vicinity of the vehicle 100 and sense information associated with the object.

For example, the object may include the above-mentioned nearby vehicle, nearby person, surrounding object, surrounding terrain, and the like.

The sensing unit 840 may sense information related to the vehicle 100 of the present disclosure.

The information related to the vehicle may be at least one of vehicle information (or driving state of the vehicle) and surrounding information of the vehicle.

For example, the vehicle information may include a driving speed of the vehicle, a weight of the vehicle, a number of passengers in the vehicle, a braking force of the vehicle, a maximum braking force of the vehicle, a driving mode of the vehicle (autonomous driving mode or manual driving mode), a parking mode of the vehicle (autonomous parting mode, automatic parking mode, manual parking mode), whether or not a user gets on the vehicle, and information associated with the user (for example, whether or not the user is an authenticated user), and the like.

The surrounding information of the vehicle may be a state of road surface (frictional force) on which the vehicle is traveling, weather, a distance from a front-side (rear-side) vehicle, a relative speed of a front-side (rear-side) vehicle, location information of another vehicle, location information of an object, a curvature of curve when a driving lane is the curve, an ambient brightness of the vehicle, information associated with an object existing in a reference region (predetermined region) based on the vehicle, whether or not an object enters (or leaves) the predetermined region, whether or not a user exists around the vehicle, and information associated with the user (for example, whether or not the user is an authenticated user), and the like.

Furthermore, the surrounding information (or surrounding environment information) of the vehicle may include external information of the vehicle (for example, ambient brightness, a temperature, a position of the sun, nearby subject (a person, another vehicle, a sign, etc.) information, a type of driving road surface, a landmark, line information, driving lane information), and information required for an autonomous driving/autonomous parking/automatic parking/manual parking mode.

Furthermore, the surrounding information of the vehicle may further include a distance from an object existing around the vehicle to the vehicle 100, a type of the object, a parking space for the vehicle, an object for identifying the parking space (for example, a parking line, a string, another vehicle, a wall, etc.), and the like.

Hereinafter, for the sake of convenience of explanation, an example in which the sensing unit 840 is separately provided in the map providing device 800 will be described. The processor 870 acquiring any information through the sensing unit 840 may be understood that the processor 870 acquires any information using at least one of the object detecting device 300 and the sensing unit 120 provided in the vehicle 100.

The map providing device 800 of the present disclosure may include the processor 870 capable of controlling the communication unit 810, the V2X module 820, the eHorizon module 830, the sensing unit 840, and the like.

The processor 870 may be the controller 170 described with reference to FIG. 7.

The processor 870 may control the constituent elements described in FIG. 7 and the constituent elements described in FIG. 8.

The processor 870 may autonomously drive the vehicle 100.

For example, the processor 870 may autonomously drive the vehicle 100 based on information sensed through the sensing unit 840 and information received through the communication unit 810.

Since technologies for autonomously driving the vehicle is a general technology, the more detailed description thereof will be omitted.

Specifically, the processor 870 may control the communication unit 810 to acquire the location information of the vehicle. For example, the processor 870 may acquire the location information (location coordinates) of the present vehicle 100 through the location information unit 420 of the communication unit 810.

Furthermore, the processor 870 may also control the eHorizon module 830 of the communication unit 810 to receive map information from an external server. Here, the eHorizon module 830 may receive an ADAS MAP from the external server (eHorizon). The map information may be included in the ADAS MAP.

Furthermore, the processor 870 may control the V2X module 820 of the communication unit 810 to receive the location information of another vehicle from the another vehicle. Here, the V2X module 820 may receive LDM data from another vehicle. The location information of the another vehicle may be included in the LDM data.

The another vehicle denotes a vehicle existing within a predetermined distance from the vehicle, and the predetermined distance may be a communication available distance of the communication unit 810 or a distance set by a user.

The processor 870 may control the communication unit to receive map information from an external server and the location information of another vehicle from the another vehicle.

In addition, the processor 870 may merge the acquired location information of the vehicle and the received location information of the another vehicle into the received map information, and control the vehicle 100 based on at least one of the merged map information and information related to the vehicle sensed through the sensing unit 840.

Here, map information received from the external server may denote high-definition map information (HD-MAP) included in an ADAS MAP. The high-definition map information may record information related to the road in units of lanes.

The processor 870 may merge the location information of the present vehicle 100 and the location information of another vehicle into the map information in units of lanes. In addition, the processor 870 may merge information related to the road received from an external server and information related to the road received from another vehicle into the map information in units of lanes.

The processor 870 may generate an ADAS MAP necessary for the control of the vehicle using the ADAS MAP received from the external server and information related to the vehicle received through the sensing unit 840.

Specifically, the processor 870 may apply information related to the vehicle sensed within a predetermined range through the sensing unit 840 to map information received from the external server.

Here, the predetermined range may be an available distance from which the sensing unit 840 senses information, or may be a distance set by a user.

The processor 870 may apply the information related to the vehicle sensed within a predetermined range through the sensing unit to the map information and then additionally merge the location information of another vehicle therewith to control the vehicle.

In other words, when the information related to the vehicle sensed within a predetermined range through the sensing unit is applied to the map information , the processor 870 may use only the information within the predetermined range from the vehicle, and thus a range capable of controlling the vehicle may be geographically narrow.

However, the location information of another vehicle received through the V2X module may be received from the another vehicle existing in a space out of the predetermined range. It is because a communication available distance of the V2X module communicating with other vehicles through the V2X module is farther than a predetermined range of the sensing unit 840.

As a result, the processor 870 may merge the location information of other vehicles included in LDM data received through the V2X module 820 with map information on which information related to the vehicle is sensed to acquire the location information of other vehicles existing in a wider range, and more effectively control the vehicle using the merged information.

For example, it is assumed that a plurality of other vehicles are densely packed forward in a lane in which the present vehicle exists, and also assumed that the sensing unit can sense only the location information of a vehicle right in front of the present vehicle.

In this case, when only information related to the vehicle sensed within a predetermined range is used in the map information, the processor 870 may generate a control command for controlling the vehicle to allow the present vehicle to pass and overtake a vehicle in front.

However, in reality, there may be a situation in which a plurality of other vehicles are densely packed forward, and it is not easy to pass and overtake.

At this time, the present disclosure may acquire the location information of other vehicles received through the V2X module. At this time, the received location information of the other vehicles may acquire the location information of not only a vehicle right in front of the present vehicle 100 but also a plurality of other vehicles in front of the front vehicle.

The processor 870 may additionally merge the location information of a plurality of vehicles acquired through the V2X module with map information to which information related to the vehicle is applied to determine whether it is an inadequate situation to pass and overtake a vehicle in front.

Through the foregoing configuration, the present disclosure may may merge only information related to the vehicle acquired through the sensing unit 840 into high-definition map information to overcome the technical limitations of the related art that allows autonomous driving only in a predetermined range. In other words, the present disclosure may use not only information related to another vehicle received from the another vehicle at a distance greater than the predetermined range through the V2X module but also information related to the vehicle sensed through the sensing unit, thereby performing vehicle control in a more accurate and stable manner.

The vehicle control described in the present specification may include at least one of autonomously driving the vehicle 100 and outputting a warning message related to driving of the vehicle.

Hereinafter, a method of allowing the processor to control a vehicle using LDM data received through the V2X module, an ADAS MAP received from an external server (eHorizon), and information related to the vehicle sensed through the sensing unit provided in the vehicle will be described in more detail with reference to the accompanying drawings.

FIGS. 11A and 11B are conceptual views illustrating a method of controlling a vehicle using an LDM and an ADAS MAP associated with the present disclosure.

First, referring to FIG. 11A, the processor 870 included in the map providing device 800 of the present disclosure may include a V2X/ADASIS InterFace (IF) and an ADASIS system. The V2X/ADASIS IF and ADASIS system may have a hardware configuration or have a component form distinguished according to their functions in terms of software.

The V2X module 820 of the communication unit 810 may generate a V2X message (S1100). Here, the V2X message may include LDM data.

For an example, the V2X module 820 may generate the V2X message based on a V2X message transmission request being received from an infrastructure installed in another vehicle or on a road.

For another example, the V2X module 820 may generate the V2X message to request the location information of another vehicle to the another vehicle. Here, the processor 870 may transmit the V2X message to another vehicle and receive location information of the another vehicle from the another vehicle.

At this time, the another vehicle to which the V2X message is transmitted may be another vehicle existing within a predetermined distance from the present vehicle 100. The predetermined distance may be determined by an available distance of the V2X module or a user's setting. When there are a plurality of other vehicles to which the V2X message is transmitted, the processor 870 may acquire the location information of the another vehicle from at least one of the plurality of other vehicles through the V2X module 820.

Then, the processor 870 (V2X/ADASIS IF) may calculate a relative location (relative distance) between the present vehicle and the another vehicle based on the received location information of the another vehicle (S1104).

In addition, the processor 870 may receive an ADAS MAP from an external server (eHorizon) through the eHorizon module 830 (S1104). The ADAS MAP may include an high-precision map capable of receiving map information, that is, information related to the road in units of lanes.

The processor 870 may determine information (vehicle information) related to the road in units of lanes from the received map information (S1106).

Then, the processor 870 may align a relative position between the main vehicle and the another vehicle in the received map information (S1108).

In other words, the processor 870 may extract a relative location between the vehicle and another vehicle that has transmitted LDM data based on the LDM data received through the V2X module 820, and align the extracted relative location of the another vehicle in units of lanes on an ADAS MAP (map information) received through the eHorizon module 830.

In other words, the present disclosure may align a relative location between the present vehicle and another vehicle extracted through V2X communication on a precision map (an ADAS MAP received from an external server (eHorizon)) capable of merging information in units of lanes to generate a merged map capable of determining a real-time relative location between the present vehicle and the another vehicle in units of lanes.

The V2X module 820 may redefine a V2X message using the ADAS MAP in which the relative location between the present vehicle and the another vehicle is aligned in units of lanes (S1110). Then, the processor 870 may send the redefined V2X message to the another vehicle or the infrastructure.

In addition, the processor 870 may generate an ADASIS standard message using an ADAS MAP received from an external server (eHorizon) (S1114). The message may be a message used for autonomous driving of the vehicle. For example, the message may include a warning message generated during autonomous driving, a notification message for notifying road related information such as accident information/construction information, and the like.

The processor 870 may transmit the ADAS MAP (map information, high-definition map) in which the relative location between the present vehicle and the another vehicle is aligned in units of lanes to an ADASIS system (S1108). Then, the processor 870 may perform an AD function (autonomous driving) using the ADASIS standard message and the ADAS map (map information, high-definition map) in which the relative location between the present vehicle and the another vehicle is aligned in in units of lanes (S1118).

Through the foregoing configuration, the processor 870 of the present disclosure may control the vehicle by using the ADAS MAP (map information, high-definition map) in which the relative location between the present vehicle and the another vehicle is aligned in units of lanes (S1118).

In other words, the present disclosure may calculate a relative location between the present vehicle and another vehicle using the location information of the another vehicle received from the another vehicle through V2X communication. Then, the calculated relative location information may be aligned in units of lanes on a high-definition map received from an external server (eHorizon).

The ADASIS system may improve the accuracy of autonomous driving (AD) functions using the ADAS MAP in which the relative location between the present vehicle and the another vehicle is aligned in units of lanes to use them in autonomous driving control.

In addition, the V2X module may improve the accuracy of outputting warning messages related to driving of a vehicle by using a high-definition map capable of recording road-related information in units of lanes.

Meanwhile, the LDM data and the ADAS MAP of the present disclosure may use different coordinates. In this case, as illustrated in FIG. 11B, the processor 870 may convert the coordinate system of the ADAS MAP 1060 received via the eHorizon module 830 into the coordinate system of the LDM data received via the V2X module 820 or convert the coordinate system of the LDM data 1050 into the coordinate system of the ADAS MAP.

The types of coordinate systems may include various types of coordinate systems such as a latitude and longitude coordinate system, a Cartesian coordinate system, a polar coordinate system, and the like, and the processor 870 may perform coordinate system conversion such that the coordinate system of LDM data received through the V2X module coincides with the coordinate system of an ADAS MAP received through the eHorizon module.

Through this, the processor 870 of the present disclosure may merge (align) the location information of another vehicles included in the LDM data into (on) the ADAS MAP in units of lanes.

The eHorizon system consists of a server (or backend) and a vehicle.

The server provides a map to a vehicle, and the vehicle controls various devices provided in the vehicle using the map.

The map providing device 800 receives one or more maps from a server using a memory (or eHorizon cache), and provides the received maps to the electrical parts.

The map providing device 800 merges a plurality of maps received from a plurality of servers into one map (or eHorizon), and provides the merged map to the electrical parts.

For example, the map providing device 800 may receive a first map with few meters of accuracy from a first server. The first map may be referred to as a “Dynamic Map,” in that it includes a plurality of dynamic objects that are configured to be sensed by at least one electrical part.

Here, the dynamic object refers to an object such as a camera, a ladder, a radar, etc., which is made to sense an electrical part provided in the vehicle. For example, a sign, a traffic light, a vehicle in which an accident has occurred, and the like may be set as dynamic objects. The dynamic object includes at least one of an identification number of an object, a type of an object, a size of an object, a shape of an object, and location information (e.g., latitude, longitude, altitude) of an object.

The map providing device 800 may receive a second map with few meters of accuracy from a second server. The second map may be referred to as a “high-definition (HD) map” in that it has unique information for each lane unit included in a road.

The map providing device 800 may receive a third map with few meters of accuracy from a third server. The third map is composed of nodes and lines connecting the nodes. The third map may be referred to as a “standard (SD) map” with a lower level than the second map in that it has unique information for each road unit, which is a higher concept than a lane unit.

The map providing device 800 may be referred to as an “electronic horizon (or eHorizon) provider” or may be referred to as an “EHP.”

The present disclosure relates to a map providing device 800 mounted on the vehicle 100 to provide map data to a plurality of electrical parts provided in the vehicle 100.

An electrical part includes any device provided in the vehicle 100 to perform communication with the map providing device 800 in a wired or wireless manner, and use electricity as a power source. For example, each component described above in FIG. 7 may correspond to an electrical part.

The map providing device 800 includes the communication unit 810 and the processor 870.

The communication unit 810 is configured to perform communication with the various components described in FIG. 7. For an example, the communication unit 810 may receive various information provided through a controller area network (CAN). In another example, the communication unit 810 may perform communication with all communicable devices, such as a vehicle, a mobile terminal and a server, and other vehicles. This may be named V2X (vehicle to everything) communication. V2X communication may be defined as a technology that exchanges information such as traffic situation while communicating with road infrastructure and other vehicles while driving.

The communication unit 810 is configured to perform communication with one or more electrical parts provided in the vehicle 100. The communication unit 810 may receive information related to the driving of the vehicle from most of the devices provided in the vehicle 100.

The communication unit 810 is configured to perform communication with the electrical parts and receive different maps from each of the plurality of servers. The communication unit 810 may perform communication with at least one of the electrical parts in a wired or wireless manner, and use a controller area network (CAN).

The processor 870 selects a server based on the driving information of the vehicle 100, and provides a map received from the selected server to the electrical parts.

For example, when the vehicle 100 is in a first state, the processor 870 controls the communication unit 810 to select a first server and provide a first map received from the first server to electrical parts. On the contrary, when the vehicle 100 is in a second state, the processor 870 controls the communication unit 810 to select a second server and provide a second map received from the second server to electrical parts.

For an example, the first map may be a standard definition map, and the second map may be a high definition map. For another example, the first map is is a layer having the lowest first level among a plurality of layers included in a single map, and the second map may be a layer having the highest fourth level among the layers.

For an example, the first state may be a manual driving state of the vehicle 100, and the second state may be an autonomous driving state of the vehicle 100.

Autonomous driving may be defined as controlling at least one of acceleration, deceleration, and driving direction based on a predetermined algorithm. In other words, it denotes that a driving operation device is automatically operated even if no user input is entered to the driving operation device.

Manual driving may be defined as a state other than autonomous driving. However, the first state and the second state may denote different states, and may be modified in various ways or newly defined according to the embodiment.

A manual driving state is a state in which a driver is directly involved in driving, and thus minimum information is provided to reduce the computation amount and battery consumption of the electrical parts. In other words, a standard precision map may be provided to electrical parts.

On the contrary, an autonomous driving state is a state driven by electrical part information provided by the electrical parts, and thus the autonomous running state provides maximal information to perform safe and accurate driving. In other words, a high-precision map may be provided to electrical parts.

On the other hand, the processor 870 may determine whether the status of the vehicle satisfies any one of preset conditions based on vehicle driving information received through the communication unit 810, and select at least one server corresponding to the satisfied condition among a plurality of servers.

Here, information transmitted from an electrical part provided in the vehicle 100 to the map providing device 800 is referred to as “vehicle driving information.”

The vehicle driving information includes vehicle information and surrounding information of the vehicle. The information related to the inside of the vehicle with respect to the frame of the vehicle 100 may be defined as vehicle information, and the information related with the outside of the vehicle may be defined as surrounding information.

Vehicle information denotes information on the vehicle itself. For example, the vehicle information may include at least one of a driving speed of the vehicle, a driving direction, an acceleration, an angular speed, a position (GPS), a weight, a number of vehicle occupants, a braking force of the vehicle, a maximum braking force of the vehicle, an air pressure of each wheel, a centrifugal force applied to the vehicle, a driving mode of the vehicle (whether it is an autonomous driving mode or a manual driving mode), a parking mode of the vehicle (autonomous parking mode, automatic parking mode, manual parking mode), whether or not a user is on board the vehicle, information related to the user, and the like.

The surrounding information denotes information relate to another object located within a predetermined range around the vehicle and information related to the outside of the vehicle. The surrounding information of the vehicle may be a state of road surface (frictional force) on which the vehicle is traveling, weather, a distance from a front-side (rear-side) vehicle, a relative speed of a front-side (rear-side) vehicle, a curvature of curve when a driving lane is the curve, an ambient brightness of the vehicle, information associated with an object existing in a reference region (predetermined region) based on the vehicle, whether or not an object enters (or leaves) the predetermined region, whether or not a user exists around the vehicle, and information associated with the user (for example, whether or not the user is an authenticated user), and the like.

In addition, the surrounding information may include an ambient brightness, a temperature, a sun position, surrounding object information (a person, a vehicle, a sign, etc.), a type of road surface during driving, a geographic feature, line information, driving lane Information, and information required for autonomous driving/autonomous parking/automatic parking/manual parking mode.

Furthermore, the surrounding information may further include a distance from an object existing around the vehicle to the vehicle 100, a possibility of collision, a type of the object, a parking space for the vehicle, an object for identifying the parking space (for example, a parking line, a string, another vehicle, a wall, etc.), and the like.

The vehicle driving information is not limited to the example described above and may include all information generated from the components provided in the vehicle 100.

On the other hand, the processor 870 may provide the first map to the electrical parts together with the second map when the vehicle 100 is in the second state. For example, when the second state is in an autonomous driving state, it is to perform more safe and accurate autonomous driving using various information provided by a plurality of maps.

The processor 870 terminates the provision of the second map when the vehicle 100 is switched from the second state to the first state. In other words, in the first state, the second map is restricted from being provided to the electrical parts.

The map providing device according to the present disclosure provides map data to electrical parts provided in a vehicle. At this time, since map data received from a server are not all transferred, but are selectively provided based on driving information of the vehicle, there is an effect that an amount of computation to be computed by electrical parts is reduced.

FIG. 12 is a flowchart for explaining a control method of a map providing device according to an embodiment of the present disclosure.

The processor 870 may confirm whether the destination of the vehicle 100 is set through information received through the communication unit 810.

When a destination is set in the vehicle 100, a route to the destination is generated (S1210), and the communication unit 810 is controlled to receive a map corresponding to the route from a server (S1212).

As illustrated in FIG. 13A, regions requiring a map according to a route to the confirmed destination are determined, and the determined regions are received from the server.

On the contrary, when a destination is not set in the vehicle 100, one or more predicted routes that the vehicle 100 is expected to drive within a predetermined range with respect to the current location of the vehicle 100 are generated (S1220).

As illustrated in FIG. 13B, the predetermined range may be set to a circle having a radius of several kilometers. The shape of the predetermined range may vary depending on whether the vehicle is movable or not. For example, an region where the vehicle is unable to move, such as sea or mountain is excluded from the predetermined range, and a predetermined range with a random shape may be set.

FIGS. 14A and 14B are exemplary views for explaining a method of generating a predicted route.

For example, all the nodes within a predetermined range are extracted based on the current location of the vehicle 100, and a random variable indicating a possibility of movement of the vehicle is set for each node. Connection between nodes is carried out in consideration of a random variable, and some of routes having a higher movement probability than a reference value among all the movable routes are extracted as predicted routes. Since all nodes are used, there is an advantage that a predicted route can be more accurately calculated.

For another example, the processor 870 may sequentially extract x natural number of nodes based on the current location of the vehicle 100, and calculate a plurality of predicted routes considering characteristics of each node. Since the number of nodes is smaller than that of the example described above, there is an advantage capable of more quickly calculating a predicted route.

In addition, various methods of generating a predicted route are well-known technologies, and detailed description thereof will be omitted.

The predicted route is shown in FIG. 14A when displayed on a map, and shown in FIG. 14B when displayed in a tree structure between nodes.

Each predicted route has an inherent mobility probability of the vehicle 100, and a predicted route having the highest movement probability is selected as a main predicted route (or a most probable path, MPP). Furthermore, the remaining predicted routes having a higher movement probability than a reference value is selected as a sub predicted route (or sub path).

Next, the processor 870 controls the communication unit 810 to receive a map corresponding to the one or more predicted routes from a server (S1222).

The processor 870 does not receive an entire map corresponding to the predetermined range but receives a partial map corresponding to the one or more predicted routes when the predetermined range is assumed to be a whole map.

In this case, since the amount of information of a map to be received is reduced, the map may be received more quickly, and unnecessary maps are not received, and thus there is an advantage that the memory is effectively used.

In general, as the number of nodes included in the sub predicted route increases (or as the level of the sub path increases), more map information is received, and thus there is advantage that they are used for various safety functions of the vehicle. However, since there are a lot of map information to be used for calculation, the amount of computation is increased, and the cost of the entire system is increased.

When a predetermined range of predicted routes is fixedly received, it causes a problem that unnecessary information is received or necessary information is not received, which is inefficient.

FIG. 15 is a conceptual view for explaining tiles selected by a predicted route.

The server manages a map in units of tiles having a predetermined shape and a predetermined size. The size and shape of the tiles may vary depending on a provider providing the map.

The processor 870 may generate one or more predicted routes, and receive a plurality of tiles through the communication unit 810 based on the one or more predicted routes.

FIG. 15A illustrates an example of a plurality of tiles included in a predetermined range. When a predetermined range is confirmed based on the location of the vehicle 100, tiles corresponding thereto are also confirmed.

As illustrated in FIG. 15B, when one predicted route 1510 is generated, the corresponding tiles are selected by the server or processor 870 as illustrated in FIG. 15C. FIG. 15 assumes a case where one predicted route is generated, and as the number of predicted routes increases, more tiles may be selected.

FIGS. 16A and 16B are conceptual views for explaining map data transmitted from a server to a map providing device and an electrical part.

The server may transmit all the tiles included in the predetermined range to the map providing device 800.

For an example, when the server transmits all the tiles included in the predetermined range to the map providing device 800, the processor 870 may classify the tiles into a first group that corresponds to the predicted route and a second group that does not correspond to the predicted route, and selectively receive only the tiles included in the first group. In other words, it may be possible to restrict the tiles included in the second group from being received through the communication unit 810.

For another example, as illustrated in FIG. 16A, the server may transmit some of the tiles selected by a predicted route 1510.

The processor 870 receives the whole of some tiles selected by the predicted route 1510 from the server through the communication unit 810. Furthermore, the communication unit 810 may transmit a part of each tile corresponding to the one or more predicted routes other than the whole of the plurality of tiles to the electrical parts. Since only a part of the information transmitted by the server is extracted and transmitted, there is an effect of improving the computation speed of the electrical parts.

For still another example, as illustrated in FIG. 16B, a part of each tile corresponding to the one or more predicted routes other than the whole of some tiles selected by the predicted route 1510 may be received from the communication unit 810 through the communication unit 810. The processor 870 may improve the data processing speed by filtering information to be transmitted to electrical parts while being received from the server.

FIG. 17 is a flowchart for explaining a method of storing tiles received from a server in a memory.

The processor 870 may classify a plurality of tiles received from the server into a first group that is not stored in the memory and a second group that is stored in the memory.

The tiles included in the first group that are not stored in the memory are stored in the memory.

For a tile included in the second group, the processor 870 may search for an old tile that needs to be updated among tiles included in the second group using metadata included in each tile, and store at least one tile to replace the old tile in the memory (S1750). In other words, when a tile received from the server is newer than the tile stored in memory, the old tile is updated with a new tile.

When the tile stored in the memory is identical to the tile received from the server, it corresponds to unnecessary information, and thus the processor may restrict unnecessary information from being received through the communication unit 810 (S1730). When unnecessary information is received, the processor 870 does not store the unnecessary information in the memory and deletes the unnecessary information remaining in the cache memory.

FIG. 18 is a flowchart for explaining an operation when there is a missing reception for some tiles.

The processor 870 determines whether all necessary tiles have been received according to the generated predicted route (S1810). The memory may be retrieved to determine whether all the tiles are stored.

When at least some of a plurality of necessary tiles are not received from the server or not stored in the memory and thus there are some omissions, the processor 870 may control the communication unit 810 to transmit a request message for requesting at least a part of the tiles to the communication unit 810. In this case, a missing file may be transmitted directly from another vehicle to the present vehicle through a V2X communication network or a peer-to-peer communication network. It is because other vehicles located in an adjacent area are driving in the same direction, it is highly likely to have a similar predicted route.

FIG. 19 is a flowchart for explaining a method of changing a predetermined range serving as a reference for receiving a map.

The processor 870 receives electrical part information from at least one of electrical parts. The electrical part information may correspond to vehicle driving information. For example, surrounding information such as an image captured by an image sensor and vehicle information such as sudden braking information transmitted by a brake may be received as the electrical part information.

The processor 870 may change a predetermined range based on electrical part information (S1930).

For an example, the processor 870 may determine a number of nodes to be included in the one or more predicted routes based on the electrical part information, and change the predetermined range based on the number of nodes. The predetermined range is expanded as the number of nodes increases, but the predetermined range is reduced as the number of nodes decreases.

The processor 870 may adjust the number of nodes included in the predicted route based on a communication intensity, a traffic volume, a type of road (highway, typical road, etc.) and characteristics of road included in the received electrical part information. Accordingly, the predetermined range may be varied.

For example, when there is a possibility of moving to an area with a low communication intensity, a map for the area should be downloaded in advance and thus the predetermined range may be extended.

For another example, when there is a possibility of moving to an area with a high traffic volume, even if the communication intensity is strong, there is a concern that a map may not be received due to a bottleneck phenomenon, and thus the predetermined range is extended.

Meanwhile, when the electrical part information includes location information of an object possibly colliding with the vehicle, the processor 870 may change the predetermined range based on the location information of the object.

Since a predicted route is generated only by a possibility of movement of the vehicle, when there is a possibility of collision by an object located on a road with no possibility of movement, there is no map of the relevant area, and thus there may arise a problem in which an appropriate action cannot be carried out at an appropriate time. When there is an object possibly colliding therewith, a map of the relevant area may be received from a server and provided to electrical parts, thereby more accurately performing the safety function of the vehicle.

Next, the processor 870 may update the predicted route based on the changed predetermined range (S1950). When the predetermined range is widened, a length of the predicted route is extended, and when the predetermined range is reduced, a length of the predicted route is reduced. As the predetermined range is changed, a new predicted route may be generated.

FIG. 20 is a flowchart for explaining an operation in case where there are a plurality of predicted routes.

The processor 870 generates one or more predicted routes on which the vehicle 100 is expected to drive within a predetermined range based on the current location of the vehicle 100. The predicted route includes one main predicted route and a plurality of sub predicted routes.

The processor 870 may selectively provide map data corresponding to the sub predicted routes to the electrical parts according to electrical part information received from at least one of the electrical parts.

For example, when a first condition is satisfied, the processor 870 may provide map data corresponding to the main predicted route to the electrical parts, and when a second condition different from the first condition is satisfied, the processor 870 may provide map data corresponding to the main predicted route and the sub predicted routes to the electrical parts.

The processor 870 determines whether a predetermined condition is satisfied based on electrical part information.

When the predetermined condition is not satisfied, the processor 870 transmits map data corresponding to a main predicted route (S2010). In other words, map data corresponding to a sub predicted route is not transmitted. It is to reduce the computation amount of electrical parts.

When the predetermined condition is satisfied, the processor 870 transmits map data corresponding to the main predicted route and the sub predicted route (S2030). It is to further improve the safety and reliability of the vehicle by allowing computation to be also carried out on the sub predicted route.

FIG. 21 is a flowchart for explaining a method of selecting a layer to be transmitted to electrical parts based on electrical part information.

A map corresponding to the one or more predicted routes is composed of a plurality of layers.

The processor 870 may select one or more layers of the plurality of layers included in the map based on the vehicle driving information, and provide the one or more layers to the electrical parts. In this case, non-selected layers are not provided to the electrical parts.

Specifically, the processor 870 selects at least one of a plurality of layers based on the vehicle driving information (or electrical part information) (S2110). Then, the selected layer is provided as map data to electrical parts (S2130). The at least one layer may vary according to electrical part information received from at least one of the electrical parts.

The processor 870 may control the communication unit to receive the at least one layer of the plurality of layers through a server at the time when a map is received from the server. In other words, non-selected layer may not be received from the server.

A map corresponding to a main predicted route may be composed of n layers and a map corresponding to a sub predicted routes may be composed of m layers smaller than the n. The n and m are natural numbers.

In the case of a main predicted route having the highest possibility of movement, a large number of layers may be included therein to improve safety, and in the case of a sub predicted route having a low possibility of movement, a small number of layers are included therein to reduce the amount of computation.

The processor 870 provides map data corresponding to the main predicted route to the electrical parts when the vehicle is in a manual driving state and provides map data corresponding to the main predicted route and the sub predicted routes to the electrical parts when the vehicle is in an autonomous driving state.

The processor 870 may temporarily provide map data corresponding to the main predicted route and the sub predicted routes to the electrical parts when the vehicle satisfies a predetermined condition in a manual driving state.

A case where the electrical part information satisfies the preset condition may include at least one of a case where a turn signal light is turned on in the manual driving state, a case where an object whose collision possibility is higher than a reference value is searched in the manual driving state, a case where a predetermined distance is left until the vehicle enters an intersection in the manual driving state, and a case where the vehicle invades a lane in the manual driving state.

FIGS. 22A and 22B are exemplary views for explaining an operation of a map providing device when an event occurs.

When the vehicle runs on an ordinary one-lane road, the processor 870 receives information on a main road only and lowers a load of the system and takes measures to ensure safety on a straight road.

If an event occurs in the vicinity of a main road, information of the road on which the event has occurred is additionally received to allow electrical parts to more closely sense the added road. Through this, the resources of the system may be efficiently used, and the length of the predicted road may be adaptively adjusted, thereby enhancing the safety of driving.

The event may be the occurrence of an accident, the detection of an object having a possibility of collision above a predetermined level, the presence or absence of a rotary intersection, the detection of an object located outside the received map, and the like.

On the contrary, when the vehicle enters a highway, it is not necessary to sense roads other than the highway, and thus only information on the main road may be received, thereby improving system efficiency.

FIGS. 23A and 23B are exemplary views for explaining an operation when there is a rotary intersection.

A plurality of predicted routes having the same movement probability may be generated in the case of a rotary intersection. In this case, a main predicted road in which the rotary intersection is determined as a straight section and the rotary intersection continues to rotate may be generated. Accordingly, the processor 870 sets a main predicted road in a direction of escaping the rotary intersection at the rotary intersection, and generates sub predicted roads for all the roads the vehicle is capable of traveling to allow a passenger to drive in his or her desired direction.

The foregoing present disclosure may be implemented as codes (application or software) readable by a computer on a medium written by the program. The control method of the above-described autonomous vehicle may be implemented by codes stored in a memory or the like.

The computer-readable media may include all kinds of recording devices in which data readable by a computer system is stored. Examples of the computer-readable media may include ROM, RAM, CD-ROM, magnetic tape, floppy disk, and optical data storage device, and the like, and also include a device implemented in the form of a carrier wave (for example, transmission via the Internet). In addition, the computer may include a processor or controller. Accordingly, the detailed description thereof should not be construed as restrictive in all aspects but considered as illustrative. The scope of the invention should be determined by reasonable interpretation of the appended claims and all changes that come within the equivalent scope of the invention are included in the scope of the invention.

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