KR102298869B1 - Apparatus for preventing car collision and method thereof - Google Patents

Abstract

The vehicle collision avoidance apparatus according to the embodiment includes a vehicle data detection unit detecting vehicle data for preventing a vehicle collision, a front recognition unit detecting a distance from a vehicle in front of the vehicle, an environment data detection unit detecting environmental data around the vehicle, and a control unit that determines a driving state of the vehicle by using the vehicle data and the environment data, and changes a braking amount according to a distance by using the driving state.

Description

Vehicle collision avoidance device and method

The embodiment relates to a vehicle collision avoidance apparatus and method for alerting a vehicle collision and preventing a vehicle collision.

The conventional forward collision avoidance system performs monitoring of the target vehicle in front to prevent a collision between the vehicle driving ahead and the driving vehicle currently driving, so that the current vehicle speed, the speed of the front vehicle, and the relative distance between the two vehicles, etc. was used to predict the collision time.

For example, the conventional forward collision avoidance system uses a radar sensor to keep an eye on the vehicle ahead or uses a camera sensor to recognize the vehicle in front through an image of the front, and use a Time to Collision (TTC) value at the relative distance from the vehicle in front. By dividing the relative velocity value to calculate the time, the possible collision time was predicted.

Depending on which section of the predetermined threshold section the TTC value calculated in this way is included, a warning about the possibility of a collision is issued or the vehicle brake is applied to induce deceleration.

In addition, the prior art calculates a collision time (TTC) value based on the relative distance and relative speed between the vehicle in front and the vehicle that is currently driving, and checks in which section the calculated TTC value exists according to a specified threshold. Accordingly, the driver was alerted and the vehicle brake was applied.

However, as the driving environment of the vehicle changes, the reliability of the sensor for recognizing the vehicle in front may change. There is a problem that operation cannot be guaranteed.

An object of the embodiment is to provide a vehicle collision avoidance device and method for preventing vehicle collision.

In order to achieve the above or other object, the vehicle collision avoidance apparatus according to the embodiment includes a vehicle data detection unit detecting vehicle data for preventing collision of a vehicle, a front recognition unit detecting a distance from a vehicle in front of the vehicle, and an environment around the vehicle. and an environmental data detection unit configured to detect data, and a control unit configured to determine a driving state of the vehicle by using the vehicle data and the environmental data, and to change a braking amount according to a distance by using the driving state.

The control unit may determine a plurality of driving states, calculate a reliability value corresponding to each of the plurality of driving states, and change a braking amount according to a distance in consideration of the reliability values.

The control unit may change the timing of braking control intervention according to the distance according to the reliability value.

The vehicle data detector may detect the speed of the vehicle as vehicle data.

The environmental data detection unit may detect a rain state around the vehicle, a brightness level around the vehicle, and an external temperature of the vehicle as environmental data.

Further comprising a GPS module for detecting the location of the vehicle, and a communication unit for receiving external environment data corresponding to the location of the vehicle, the control unit may further use the external environment data to determine the driving state of the vehicle.

The external environment data may include temperature, time zone, and weather information of the location of the vehicle.

A GPS module for detecting the location of the vehicle, and a navigation device for storing map data and outputting road data for the location, the control unit may further use the road data to determine the driving state of the vehicle.

The vehicle collision avoidance method includes the steps of detecting a distance of the vehicle to a vehicle in front, detecting vehicle data for preventing collision of the vehicle, detecting environmental data around the vehicle, using the vehicle data and the environment data, determining a driving state of , and changing a braking amount according to a distance by using the driving state.

Determining the driving state of the vehicle includes determining a plurality of driving states, and changing the braking amount according to the distance calculates a reliability value corresponding to each of the plurality of driving states, and considers the reliability values. It may include changing the braking amount according to the distance.

The method may further include changing the braking control intervention timing according to the distance according to the reliability value.

The detecting of the vehicle data may include detecting the speed of the vehicle as the vehicle data.

The detecting of the environmental data may include detecting a rain state around the vehicle, a degree of brightness around the vehicle, and an external temperature of the vehicle as the environmental data.

The method further includes detecting the location of the vehicle, and receiving external environment data corresponding to the location of the vehicle, wherein the determining of the driving state of the vehicle further uses the external environment data to determine the driving state of the vehicle. may include the step of

The external environment data may include temperature, time zone, and weather information of the location of the vehicle.

Detecting the location of the vehicle, and outputting road data for the location, further comprising the step of determining the driving state of the vehicle further using the road data to determine the driving state of the vehicle can

The effect of the vehicle collision avoidance device and the method according to the embodiment will be described as follows.

According to at least one of the embodiments, there is an advantage that a vehicle collision can be prevented.

In addition, according to at least one of the embodiments, there is an advantage in that the impact caused by a vehicle collision can be reduced.

In addition, according to at least one of the embodiments, there is an advantage that a secondary collision with a rear vehicle can be prevented.

Further scope of applicability of the present invention will become apparent from the following detailed description. However, it should be understood that the detailed description and specific embodiments such as preferred embodiments of the present invention are given by way of illustration only, since various changes and modifications within the spirit and scope of the present invention may be clearly understood by those skilled in the art.

1 is a block diagram illustrating an apparatus for preventing vehicle collision according to an embodiment.
2 is a flowchart illustrating a vehicle collision avoidance method according to an embodiment.
3 to 5 are graphs illustrating a relationship between a TTC value and a braking amount according to a vehicle collision avoidance method according to an embodiment.

Hereinafter, the embodiments disclosed in the present specification will be described in detail with reference to the accompanying drawings, but identical or similar components are given the same and similar reference numerals, and overlapping descriptions thereof will be omitted. The suffixes "module" and "part" for the components used in the following description are given or mixed in consideration of only the ease of writing the specification, and do not have a meaning or role distinct from each other by themselves. In addition, in describing the embodiments disclosed in the present specification, if it is determined that detailed descriptions of related known technologies may obscure the gist of the embodiments disclosed in the present specification, the detailed description thereof will be omitted. In addition, the accompanying drawings are only for easy understanding of the embodiments disclosed in the present specification, and the technical spirit disclosed herein is not limited by the accompanying drawings, and all changes included in the spirit and scope of the present invention , should be understood to include equivalents or substitutes.

Terms including an ordinal number, such as first, second, etc., may be used to describe various elements, but the elements are not limited by the terms. The above terms are used only for the purpose of distinguishing one component from another.

When a component is referred to as being “connected” or “connected” to another component, it is understood that the other component may be directly connected or connected to the other component, but other components may exist in between. it should be On the other hand, when it is said that a certain element is "directly connected" or "directly connected" to another element, it should be understood that no other element is present in the middle.

The singular expression includes the plural expression unless the context clearly dictates otherwise.

In the present application, terms such as "comprises" or "have" are intended to designate that a feature, number, step, operation, component, part, or combination thereof described in the specification exists, but one or more other features It should be understood that this does not preclude the existence or addition of numbers, steps, operations, components, parts, or combinations thereof.

1 is a block diagram illustrating an apparatus for preventing vehicle collision according to an embodiment. As shown, the vehicle collision avoidance device may include a vehicle data detection unit 10 , a front recognition unit 18 , an environment data detection unit 20 , a communication unit 30 , a navigation unit 40 , a control unit 50 , and the like. can The components shown in FIG. 1 are not essential for implementing the vehicle collision avoidance apparatus, so the system described herein may have more or fewer components than those listed above.

More specifically, among the components, the vehicle data detection unit 10 detects vehicle data for vehicle collision avoidance control, and the data measured by the vehicle data detection unit 10 is transmitted to the control unit 50 . The vehicle data detection unit 10 includes an accelerator pedal position sensor 11 , a vehicle speed sensor 12 , an acceleration sensor 13 , and a steering angle sensor 14 .

The accelerator pedal position sensor 11 measures the degree to which the driver depresses the accelerator pedal. That is, the accelerator pedal position sensor 11 measures data related to the driver's intention to accelerate.

The vehicle speed sensor 12 may measure the speed of the vehicle.

The acceleration sensor 13 detects the acceleration of the vehicle. The acceleration sensor 13 may be mounted separately from the vehicle speed sensor 12 to directly detect the vehicle acceleration, or to calculate the vehicle acceleration by differentiating the vehicle speed detected by the vehicle speed sensor 12 .

The steering angle sensor 14 detects the steering angle of the vehicle. That is, the steering angle sensor 14 detects a direction in which the vehicle intends to travel.

The front recognition unit 18 detects the distance between the driver's car and the vehicle in front. Various sensors such as a camera and radar may be used as the front recognition unit 18 . For example, when there is a vehicle in front, the radar measures the distance between the vehicle and the preceding vehicle by using ultrasonic waves or a laser, and outputs an electrical signal to the control unit 50 . The radar may use a conventionally known technique.

The environmental data detection unit 20 detects environmental data around the vehicle for vehicle collision avoidance control, and the data measured by the environmental data detection unit 20 is transmitted to the control unit 50 . The environmental data detection unit 20 includes a rain condition sensor 21 , an illuminance sensor 22 , and a temperature sensor 23 .

The rain state sensor 21 operates the wiper when it rains while driving. At this time, the wiper operation state (OFF/INT/LO/HI) is checked and an electrical signal corresponding to each state is transmitted to the control unit 50. print out Alternatively, the rain state sensor 21 may measure the amount of rainfall using a rain sensor and output an electrical signal to the control unit 50 according to the amount of rainfall.

That is, the rain state sensor 21 detects a rain state around the vehicle. The output signal from the rain condition sensor 21 is transmitted to the control unit 50 . The control unit 50 may vary the control intervention timing of the pre-brake, the brake assist, and the active brake in order to secure a braking distance according to the rain condition.

For example, when the degree of precipitation is classified into weak, medium, and strong, the control unit 50 operates a control intervention point such as a warning and pre-fill at an early point if the precipitation is strong.

The illuminance sensor 22 may detect the degree of brightness around the vehicle. An output signal from the illuminance sensor 22 may be transmitted to the control unit 50 . The control unit 50 may vary the timing of control intervention such as the primary warning, the secondary warning, and the pre-fill in order to secure a driver's field of vision and maintain a safe distance according to the brightness level.

For example, the control unit 50 may actuate a control intervention point such as a warning and an MFL fill at an early time when the surroundings of the vehicle are very dark due to night driving.

The purpose of using the rain state sensor 21 and the illuminance sensor 22 is to more accurately determine the surrounding environment while driving the vehicle.

The temperature sensor 23 may sense a temperature around the vehicle.

Next, the communication unit 30 may include one or more modules that enable wireless communication between a vehicle and a wireless communication network or between a vehicle and a network in which the vehicle is located.

The communication unit 30 may receive temperature, time zone, and weather information of an area in which the vehicle is located from an external server. In this case, the location of the vehicle may be received from the GPS 32 .

The GPS module 32 receives radio waves transmitted from GPS satellites and transmits the signals to the communication unit 30 and the navigation unit 40 .

The navigation device 40 is a device that informs the driver of a route to a destination. The navigation unit 40 may include an input/output unit for inputting and outputting information on route guidance, a memory in which map data required for route calculation and data required for guidance are stored, and a controller for executing route search or route guidance.

The control unit 50 serves to determine a control condition of each function of the vehicle collision avoidance device, and to control the alarm and braking.

The control unit 50 may determine the driving state by using the vehicle data and the environment data. The control unit 50 may read the reliability of the forward recognition unit corresponding to the determined driving state from the reliability database 52 . At least one of a control intervention timing and a braking amount may be changed according to the read reliability.

In addition, the control unit 50 may transmit a signal to the HMI 42 to output an alert to the user, and communicate with the braking control unit 60 to control braking of the vehicle.

The braking control unit 60 includes an anti-lock braking system (ABS), a traction control system (TCS), an electric control suspension (ESP), or an electronic stability control (ESC).

Next, a method for preventing a vehicle collision will be described with reference to FIG. 2 .

2 is a flowchart illustrating a vehicle collision avoidance method according to an embodiment. First, the front recognition unit 18 detects the distance between the driver's car and the vehicle in front (S10).

Then, the vehicle data detection unit 10 detects the vehicle data (S11). The vehicle data may include information on the speed of the vehicle, the acceleration of the vehicle, and the steering angle of the vehicle.

Then, the environment data detection unit 20 detects environment data around the vehicle ( S12 ). The environmental data may include information about a rain state around the vehicle, a brightness level around the vehicle, and an external temperature of the vehicle.

Next, the communication unit 30 receives the external data (S14). The external data may include temperature, time zone, and weather information of an area in which the vehicle is located.

Then, the navigation device 40 reads the road data (S16). The navigation device 40 may read information on the type of road on which the vehicle currently travels, the elevation of the road, and whether or not there is a tunnel/bridge with reference to the map data.

The control unit 50 determines the driving state of the vehicle using vehicle data, environment data, external data, and road data (S18). For example, the driving state may be determined using vehicle speed, rainfall amount, snowfall amount, road shape, illuminance, and the like.

If the control unit 50 determines that the illuminance is equal to or higher than a predetermined level by using the environmental data, and determines that the time zone is low and the weather is clear using external data, the driving state may be determined as a sunny day/day state. .

When it is determined that the vehicle speed is higher than or equal to a predetermined level using vehicle data, the control unit 50 may determine the driving state of the vehicle as a medium-high speed driving state.

When it is determined that the vehicle speed is less than a predetermined level using the vehicle data, the control unit 50 may determine the driving state of the vehicle as the low-speed driving state.

If the control unit 50 determines that the amount of precipitation is higher than a predetermined level, determines that the temperature is below zero, and determines that the weather is a snow state using the external data, the driving state is determined as a snow state by using the environmental data. can

When it is determined that the illuminance is less than a predetermined level using the environment data and the tunnel is located at the current location of the vehicle using the road data, the control unit 50 may determine the driving state as the tunnel entry state.

As such, the control unit 50 may determine the current driving state of the vehicle by using the plurality of data.

Also, the control unit 50 may determine a plurality of driving states of the vehicle.

For example, the control unit 50 may determine the driving state as a rainy state and a medium-high speed driving state. Alternatively, the control unit 50 may determine the driving state as a sunny day state and a low-speed driving state.

Next, the control unit 50 reads the reliability of the forward recognition unit corresponding to the driving state from the reliability database 52 ( S20 ).

For example, the reliability database 52 may store the reliability corresponding to the sunny state as a first value and the reliability corresponding to the rainy weather as the second value. In addition, the reliability database 52 may store the reliability corresponding to the medium and high speed driving state as a first value and the reliability corresponding to the low speed driving state as a second value. Also, the reliability database 52 may store the reliability corresponding to the day as a first value and the reliability corresponding to the night as the second value.

Then, the control unit 50 may read the reliability value corresponding to the determined driving state from the reliability database 52 .

Next, according to the reliability value, the control unit 50 transmits a signal to the HMI 42 to output an alarm to the user, and communicates with the braking control unit 60 to control braking of the vehicle ( S22 ).

The control unit 50 may calculate the relative speed by differentiating the measured distance and the distance from the front vehicle detected by the front recognition unit 18 , and may estimate the speed of the front vehicle based on the speed of the traveling vehicle.

In addition, the control unit 50 may calculate a TTC value using the relative distance and the relative speed, and change the control intervention time and braking amount for the alarm by reflecting the reliability value. In this regard, it will be described with reference to FIGS. 3 to 5 .

3 to 5 are graphs illustrating a relationship between a TTC value and a braking amount according to a vehicle collision avoidance method according to an embodiment.

First, FIG. 3 is a graph illustrating a relationship between a TTC value and a braking amount when the driving state is determined to be a day state and a medium-high speed driving state.

Since the reliability value corresponding to the day state is the first value and the reliability value corresponding to the medium and high speed driving state is the first value, when the TTC value is calculated within the period t1 to t2, the braking amount is set to f1, and the TTC value is When calculated within the period t2 to t3, the braking amount may be set to f2, and when the TTC value is calculated within the period t3 to t4, the braking amount may be set to f3.

In addition, the control unit 50 may output a primary alarm when the TTC value is t1, output a secondary alarm when the TTC value is t2, and output a tertiary alarm when the TTC value is t3.

4 is a graph illustrating a relationship between a TTC value and a braking amount when the driving state is determined to be a day state and a low-speed driving state.

Since the reliability value corresponding to the daytime state is the first value and the reliability value corresponding to the low-speed driving state is the second value, when the TTC value is calculated within the period t1 to t2, the braking amount is set to f1, and the TTC value is t2 When calculated within the period from t3 to t3, the braking amount is set to f2' decreased in f2, and when the TTC value is calculated within the period from t3 to t4, the braking amount may be set to f3' increased from f3.

Although the recognition environment of the front recognition unit 18 has a superior reliability value as the first value, the reliability value for the medium and long distances in the low-speed driving state has the second value, so the control unit 50 It is possible to reduce the amount of braking in the period t2 to t3, which is a situation of , to f2'.

In the section t3 to t4, which is a short-distance situation in which reliability is improved, the control unit 50 may increase the braking amount to f3' in order to compensate for the reduced braking amount in the primary braking.

5 is a graph illustrating a relationship between a TTC value and a braking amount when the driving state is determined to be a night state and a low-speed driving state.

Since the reliability value corresponding to the night state is the second value and the reliability value corresponding to the low speed driving state is the second value, when the TTC value is calculated within the period t1 to t2, the braking amount is set to f1, and the TTC value is t2 When calculated within the period from t3' to t3', the braking amount is set to f2' decreased in f2, and when the TTC value is calculated within the period from t3' to t4, the braking amount may be set to f3' increased from f3.

Since the recognition environment of the forward recognition unit 18 has a reliability value of the second value, and the reliability value for a medium distance and a long distance in a low speed driving state has a second value, the control unit 50 is The amount of braking in the period t2 to t3' may be reduced to f2', and the threshold for outputting the third warning may be increased from t3 to t3'.

Also, in the section t3' to t4, which is a short-distance situation in which reliability is improved, the control unit 50 may increase the braking amount to f3' in order to compensate for the reduced braking amount in the primary braking.

As described above, according to the embodiment, it is possible to change the control intervention time by reflecting the surrounding environment data, external data, map data, and the like, and efficiently and reliably prevent collision between vehicles.

The drawings and detailed description of the described invention referenced so far are merely exemplary of the present invention, which are only used for the purpose of describing the present invention, and are used to limit the meaning or the scope of the present invention described in the claims. it is not Therefore, those of ordinary skill in the art can easily select from it and replace it. In addition, those skilled in the art may omit some of the components described herein without degrading performance or add components to improve performance. In addition, those skilled in the art may change the order of the method steps described herein according to the process environment or equipment. Accordingly, the scope of the present invention should be determined by the claims and their equivalents rather than the described embodiments.

10: vehicle data detection unit 20: environmental data detection unit
30: communication unit 40: navigation
50: control unit 60: front recognition unit

Claims (16)

A vehicle data detection unit that detects vehicle data for preventing collision of a vehicle;
a front recognition unit that detects a distance of the vehicle to a vehicle in front;
an environmental data detection unit for detecting environmental data around the vehicle; and
a control unit that determines a driving state of the vehicle by using the vehicle data and the environment data, and changes a braking amount according to the distance by using the driving state,
The control unit determines a plurality of the driving states, calculates a reliability value of the front recognition unit corresponding to each of the plurality of driving states, and changes a braking amount according to the distance in consideration of the reliability values;
and the control unit changes a braking control intervention timing according to the distance according to the reliability value. delete delete According to claim 1,
The vehicle data detection unit detects the vehicle speed as the vehicle data. According to claim 1,
The environment data detection unit detects a rain state around the vehicle, a degree of brightness around the vehicle, and an external temperature of the vehicle as the environment data. According to claim 1,
A GPS module for detecting the location of the vehicle, and
Further comprising a communication unit for receiving external environment data corresponding to the location of the vehicle,
The control unit further uses the external environment data to determine the driving state of the vehicle. 7. The method of claim 6,
The external environment data is a vehicle collision avoidance device including temperature, time zone, and weather information of the location of the vehicle. According to claim 1,
A GPS module for detecting the location of the vehicle, and
And storing map data, further comprising a navigation for outputting road data for the location,
The control unit further uses the road data to determine a driving state of the vehicle. detecting, by a vehicle front recognition unit, a distance from the vehicle in front of the vehicle;
detecting vehicle data for preventing collision of the vehicle;
detecting environmental data around the vehicle;
determining a driving state of the vehicle by using the vehicle data and the environment data;
changing a braking amount according to the distance by using the driving state, and
Determining the driving state of the vehicle includes determining a plurality of the driving states,
The step of changing the braking amount according to the distance comprises:
calculating a reliability value of the front recognition unit corresponding to each of the plurality of driving states, and changing a braking amount according to the distance in consideration of the reliability values,
The method further comprising the step of changing a braking control intervention time according to the distance according to the reliability value. delete delete 10. The method of claim 9,
The detecting of the vehicle data includes detecting the speed of the vehicle as the vehicle data. 10. The method of claim 9,
The detecting of the environmental data includes detecting a rain state around the vehicle, a degree of brightness around the vehicle, and an external temperature of the vehicle as the environmental data. 10. The method of claim 9,
detecting the location of the vehicle; and
Further comprising the step of receiving external environment data corresponding to the location of the vehicle,
The determining of the driving state of the vehicle further includes determining the driving state of the vehicle by further using the external environment data. 15. The method of claim 14,
The external environment data is a vehicle collision prevention method including temperature, time zone, and weather information of the location of the vehicle. 10. The method of claim 9,
detecting the location of the vehicle; and
Further comprising the step of outputting road data for the location,
The determining of the driving state of the vehicle further includes determining the driving state of the vehicle by further using the road data.

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