KR102130941B1 - Apparatus and method for supporting acceleration of vehicle - Google Patents

Abstract

The present invention proposes a vehicle acceleration support apparatus that monitors a change in the behavior of a preceding vehicle to determine a possibility of collision with the preceding vehicle and controls the acceleration of the own vehicle based on the determination. Vehicle acceleration support apparatus according to the present invention includes a monitoring unit for monitoring the behavior change of the preceding vehicle; A collision probability determination unit determining a possibility of collision with the preceding vehicle based on the monitoring result of the preceding vehicle; And an acceleration control unit controlling the acceleration of the own vehicle based on the determination result of the possibility of collision.

Description

Apparatus and method for supporting acceleration of vehicle}

The present invention relates to an apparatus and method for supporting acceleration of a vehicle. More specifically, the present invention relates to an apparatus and method for supporting acceleration of a vehicle equipped with an inter-vehicle distance maintenance system (Smart Cruise Control, Adaptive Cruise Control).

OAC (Overtaking Assist Control) is a system that supports acceleration when the driver intends to change lanes in the Smart Cruise Control (SCC), and detects the driver's intention to change lanes with turn signals.

However, the existing OAC release condition related to the preceding vehicle only reflects signals such as the presence or absence of the preceding vehicle or the distance between the vehicles. Therefore, since the motion of the preceding vehicle is not reflected, acceleration may be maintained even when the preceding vehicle having a long distance between vehicles or suddenly braking suddenly causes a dangerous situation. Therefore, a function of determining the predicted risk by monitoring the behavior change of the preceding vehicle is required.

Korean Patent Publication No. 2008-0062238 proposes a collision avoidance device for a vehicle that drives a braking device by calculating a distance from the obstacle when an obstacle is detected. So this collision avoidance device also does not solve the above-mentioned problem.

The present invention has been devised to solve the above-mentioned problems, and a vehicle acceleration supporting apparatus and method for determining the possibility of collision with a preceding vehicle by monitoring the behavior change of the preceding vehicle and controlling the acceleration of the own vehicle based on this determination It is for the purpose of suggestion.

However, the object of the present invention is not limited to the above-mentioned matters, and other objects not mentioned will be clearly understood by those skilled in the art from the following description.

The present invention was devised to achieve the above object, a monitoring unit for monitoring the behavior change of the preceding vehicle; A collision probability determination unit determining a possibility of collision with the preceding vehicle based on a result of monitoring the preceding vehicle; And an acceleration control unit controlling the acceleration of the own vehicle based on the determination result of the possibility of collision.

Preferably, the monitoring unit monitors a change in the behavior of the preceding vehicle when the magnetic vehicle is being accelerated, and the acceleration control unit stops the magnetic vehicle from continuously accelerating when it is determined that there is a possibility of collision, thereby causing the magnetic Control the vehicle's acceleration.

Preferably, the collision possibility determining unit determines the collision possibility based on the current speed of the subject vehicle, the relative speed of the subject vehicle relative to the preceding vehicle, and the relative distance in consideration of the driving direction of the subject vehicle and the preceding vehicle. Judge.

Preferably, the collision probability determination unit, TTC calculation unit for calculating the TTC (Time To Collision) value by dividing the relative distance by the relative speed; A THW calculator which calculates a time head-way collision (THW) value by dividing the relative distance by the current speed; A collision risk calculator for calculating a collision risk by adding a value obtained by dividing a first parameter value by the TTC value and a second parameter value by the THW value; And a collision risk utilization unit that determines the possibility of the collision based on the collision risk.

Preferably, the vehicle acceleration assist device detects the operation of the direction indicator light when the current speed of the magnetic vehicle is greater than or equal to a first threshold and a distance between vehicles and the preceding vehicle is greater than or equal to a second threshold, thereby accelerating the acceleration of the magnetic vehicle. It is implemented with OAC (Overtaking Assist Control) logic to control.

Preferably, the vehicle acceleration support apparatus further includes a target acceleration determination unit that determines a target acceleration of the own vehicle based on the acceleration of the preceding vehicle obtained as a result of the monitoring, and the acceleration control unit adjusts the target acceleration Control the acceleration of the subject vehicle.

In addition, the present invention is a monitoring step for monitoring the behavior change of the preceding vehicle; A collision probability determination step of determining a possibility of collision with the preceding vehicle based on the monitoring result of the preceding vehicle; And an acceleration control step of controlling acceleration of the own vehicle based on the determination result of the collision possibility.

Preferably, the monitoring step monitors the behavior change of the preceding vehicle when the magnetic vehicle is being accelerated, and the acceleration control step stops the magnetic vehicle from continuously accelerating when it is determined that there is a possibility of collision. Control the acceleration of the subject vehicle.

Preferably, the collision possibility determining step is based on the current speed of the subject vehicle, the relative speed of the subject vehicle relative to the preceding vehicle, and the relative possibility based on the relative distance in consideration of the driving direction of the subject vehicle and the preceding vehicle. Judge

Preferably, the collision possibility determining step includes: a TTC calculating step of dividing the relative distance by the relative speed to calculate a Time To Collision (TTC) value; A THW calculation step of calculating a Time Head-Way Collision (THW) value by dividing the relative distance by the current speed; A collision risk calculation step of calculating a collision risk by summing a value obtained by dividing a first parameter value by the TTC value and a second parameter value by the THW value; And a collision risk utilization step of determining the possibility of the collision based on the collision risk.

Preferably, the vehicle acceleration support method detects the operation of the direction indicator light when the current speed of the magnetic vehicle is greater than or equal to a first threshold and a distance between vehicles and the preceding vehicle is greater than or equal to a second threshold, thereby detecting the acceleration of the magnetic vehicle. Controlled by OAC (Overtaking Assist Control) logic.

Preferably, between the monitoring step and the collision possibility determining step, and a target acceleration determining step of determining the target acceleration of the own vehicle based on the acceleration of the preceding vehicle obtained as a result of the monitoring, the acceleration control step Controls the acceleration of the subject vehicle by adjusting the target acceleration.

The present invention can obtain the following effects by monitoring the behavior change of the preceding vehicle to determine the possibility of collision with the preceding vehicle and controlling the acceleration of the own vehicle based on this determination.

First, since the acceleration is limited by reflecting the driving risk, it is possible to reduce the threat felt by the driver during the OAC acceleration and to prevent the accident in advance.

Second, it is possible to limit the behavior of the system by quantifying the behavior of the preceding vehicle with an index called risk.

1 is a block diagram schematically showing an apparatus for supporting vehicle acceleration according to a preferred embodiment of the present invention.
FIG. 2 is a block diagram showing an internal configuration of the collision possibility determining unit illustrated in FIG. 1.
3 is a conceptual diagram of logic for determining risk of driving according to an embodiment of the present invention.
4 is an exemplary view showing an operation process of the driving risk determination logic illustrated in FIG. 3.
5 is a conceptual diagram of OAC logic according to an embodiment of the present invention.
6 is a flowchart illustrating an operation process of the OAC logic shown in FIG. 5.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. First, when adding reference numerals to the components of each drawing, it should be noted that the same components have the same reference numerals as possible even though they are displayed on different drawings. In addition, in describing the present invention, when it is determined that detailed descriptions of related well-known structures or functions may obscure the subject matter of the present invention, detailed descriptions thereof will be omitted. Further, a preferred embodiment of the present invention will be described below, but the technical spirit of the present invention is not limited to or limited thereto, and can be variously implemented by a person skilled in the art.

1 is a block diagram schematically showing an apparatus for supporting vehicle acceleration according to a preferred embodiment of the present invention.

According to FIG. 1, the vehicle acceleration support apparatus 100 includes a monitoring unit 110, a collision possibility determination unit 120, an acceleration control unit 130, a power supply unit 140, and a main control unit 150.

The monitoring unit 110 performs a function of monitoring the behavior change of the preceding vehicle. The monitoring unit 110 monitors the behavior change of the preceding vehicle when the own vehicle is accelerating.

The collision possibility determining unit 120 performs a function of determining the possibility of collision with the preceding vehicle based on the monitoring result of the preceding vehicle.

The collision possibility determining unit 120 determines a collision possibility based on the current speed of the own vehicle, the relative speed of the own vehicle relative to the preceding vehicle, and the relative distance in consideration of the driving direction of the preceding vehicle and the preceding vehicle.

The collision possibility determining unit 120 may include a TTC calculation unit 121, a THW calculation unit 122, a collision risk calculation unit 123, and a collision risk utilization unit 124 as shown in FIG. 2. . FIG. 2 is a block diagram showing an internal configuration of the collision possibility determining unit illustrated in FIG. 1.

The TTC calculator 121 divides the relative distance by the relative speed and performs a function of calculating a Time To Collision (TTC) value.

The THW calculator 122 divides the relative distance by the current speed, and performs a function of calculating a Time Head-Way Collision (THW) value.

The collision risk calculator 123 performs a function of calculating a collision risk by summing the value obtained by dividing the first parameter value by the TTC value and the second parameter value by the THW value. In the above, the first parameter value and the second parameter value mean arbitrary predetermined values.

The collision risk utilization unit 124 performs a function of determining the possibility of collision based on the collision risk.

See FIG. 1 again.

The acceleration control unit 130 performs a function of controlling the acceleration of the own vehicle based on the determination result of the possibility of collision. When it is determined that there is a possibility of collision, the acceleration control unit 130 stops the acceleration of the own vehicle to control the acceleration of the own vehicle.

The power supply unit 140 performs a function of supplying power to each component constituting the vehicle acceleration support device 100.

The main control unit 150 performs a function of controlling the overall operation of each component constituting the vehicle acceleration support device 100.

The vehicle acceleration assistance device 100 may further include a target acceleration determination unit 160.

The target acceleration determination unit 160 performs a function of determining the target acceleration of the own vehicle based on the acceleration of the preceding vehicle obtained as a result of monitoring by the monitoring unit 110. Accordingly, the acceleration control unit 130 may control the acceleration of the own vehicle by adjusting the target acceleration.

The vehicle acceleration assist device 100 is a device that prevents acceleration of a vehicle in a driving danger situation by reflecting a risk in an overtaking assist control (OAC) logic in a radar-based Smart Cruise Control (SCC) logic. The vehicle acceleration assisting device 100 detects the operation of the direction indicator light when the current speed of the own vehicle is greater than or equal to the first threshold and the distance between the preceding vehicles is greater than or equal to the second threshold and controls the acceleration of the own vehicle (OAC) Overtaking Assist Control) logic.

Next, the OAC logic will be described as an embodiment of the vehicle acceleration support apparatus 100.

The OAC logic monitors the presence or absence of a preceding vehicle, a relative distance to the preceding vehicle, and the like to determine when it will be released after being operated. Sensors for monitoring preceding vehicles include radars, lidars, and cameras.

The operation of OAC is possible only when the SCC is in control. When entering the OAC mode, the activation condition is met when a preceding vehicle exists, the speed of the own vehicle is above a threshold, and the actual distance between the preceding vehicles is maintained above a minimum threshold. At this time, if the driver operates the turn signal, it will finally enter the OAC mode.

After the OAC operates, the determination of the release time is determined by several factors. Basically, if no other interrupt occurs, OAC is operated for the set time. If overtaking is completed and the driver turns off the turn signal or there is no preceding vehicle in the current lane, if the actual inter-vehicle distance becomes smaller than the set minimum inter-vehicle distance, OAC may be canceled by operating the SCC switch in the OAC mode.

3 is a conceptual diagram of logic for determining risk of driving according to an embodiment of the present invention.

The OAC logic is an additional function of the Smart Cruise Control (SCC) that enables the natural vehicle to be overtaken by grasping the driver's intention to change lanes and adjusting the vehicle's target acceleration. In the present invention, it is possible to limit the operation of the system by quantifying the behavior of the preceding vehicle with an index of risk while maintaining the OAC control entry and release conditions.

The input to the driving risk determination logic 300 includes a target acceleration, a relative speed, a relative distance, and an own vehicle speed of the own vehicle. In addition, there is an OAC control cancellation activation flag that is output through the driving risk determination logic 300.

The driving risk determination logic 300 is divided into a part for monitoring the behavior of the preceding vehicle and a part for calculating the collision risk with the preceding vehicle. The part that monitors the behavior of the preceding vehicle monitors the behavior by estimating the acceleration of the preceding vehicle. The part that calculates the risk of collision with the preceding vehicle calculates the risk through Time To Collision (TTC) and Time Head-Way collision (THW).

TTC and THW are respectively calculated according to the following equation.

TTC = d/V _rel

THW = d/V _s

PRE = (C ₁ / TTC) + (C ₂ / THW)

In the above, d denotes a relative distance, and V _rel denotes a relative speed. V _s means the speed of the host vehicle, and PRE means the collision risk. C ₁ and C ₂ are design parameters.

The collision risk can be set based on the upper and lower thresholds based on a number of driver data obtained through experiments. Here, the upper limit is a situation where the driver feels a threat, and indicates a high risk of collision. In this case, OAC mode should be stopped.

In the present invention, a method is proposed in which the concept of being released when the target acceleration exceeds a certain level and the driving risk determination logic before being processed in the OAC logic. A more detailed description will be given with reference to FIGS. 5 and 6.

4 is an exemplary view showing an operation process of the driving risk determination logic illustrated in FIG. 3.

When the driver lights up the turn signal in the presence of a preceding vehicle, the vehicle is accelerated. However, the driver continues to drive without changing lanes. At this time, the risk may increase when the preceding vehicle suddenly brakes.

In the present invention, the collision risk is calculated based on the relative distance, the relative speed, the own vehicle speed, etc. (S410). Thereafter, according to the increase or decrease of the collision risk, the threshold of the release target acceleration is adjusted (S420). If the collision risk increases, increase the threshold of the release target acceleration (①) or advance the OAC release point (③) to release the OAC acceleration, and if the collision risk decreases, lower the threshold (②) or delay the OAC release point (④) ) OAC acceleration is continued (S430 ).

5 is a conceptual diagram of OAC logic according to an embodiment of the present invention.

In the OAC logic 500 that processes the target acceleration in the SCC, the driving risk determination logic 300 is located on the OAC acceleration processing module 520.

The minimum value selection module 510 compares the target acceleration (FCC target acceleration) when there is a preceding vehicle and the target acceleration (FC target acceleration) when there is no preceding vehicle and receives the minimum value as an input of the OAC logic.

The OAC acceleration processing module 520 processes acceleration according to OAC and operates as follows. The operation/release condition determination module 521 determines the operation/release condition of the OAC based on the vehicle signal. At this time, the driving risk determination logic 300 contributes to determining the operation/release conditions of the OAC by calculating the collision risk with the preceding vehicle and providing the result to the operation/release condition determination module 521. The acceleration change amount limiting module 522 determines whether to limit the amount of change in the OAC acceleration based on the result of the operation/release determination.

The target acceleration size limit module 530 determines whether to limit the size of the target acceleration according to the determination of the acceleration change amount limit module 522.

The acceleration override processing module 540 performs processing according to the acceleration override.

The target acceleration change amount limiting module 550 limits the amount of change in the target acceleration based on the processing result of the acceleration override processing module 540.

6 is a flowchart illustrating an operation process of the OAC logic shown in FIG. 5. The flow chart of OAC logic is as follows.

The OAC logic determines whether the SCC is ready (S610). If the current mode is'Activation', switch ACCMode to 1. In the situation where ACCMode is 1, the OAC operating condition is satisfied and the driver turns on the left or right turn indicator (S620). At this time, the OAC checks the operating conditions (S630), and if all are satisfied, acceleration by the OAC starts (S640).

The function of the logic according to the invention takes place while the acceleration of the OAC is operating. When the OAC is operating, the driving risk determination logic determines whether the existing conditions are satisfied (S650), and then compares the threshold value of the unprocessed OAC target acceleration and the output release target acceleration, and the target acceleration is smaller than the threshold of the release target acceleration. If it is determined that the situation is dangerous and operates in the order of releasing the OAC (S660).

Next, a vehicle acceleration support method of the vehicle acceleration support apparatus described in FIGS. 1 and 2 will be described.

First, the monitoring unit 110 monitors the behavior change of the preceding vehicle (monitoring step).

Thereafter, the collision possibility determining unit 120 determines a collision possibility with the preceding vehicle based on the monitoring result of the preceding vehicle (conflict possibility determination step).

The steps for determining the possibility of collision will be described in more detail as follows.

First, the TTC calculator 121 calculates a time to collision (TTC) value by dividing the relative distance in consideration of the driving direction of the preceding vehicle and the own vehicle by the relative speed of the own vehicle compared to the preceding vehicle.

Thereafter, the THW calculator 122 divides the relative distance by the current speed of the own vehicle to calculate a Time Head-Way Collision (THW) value.

Thereafter, the collision risk calculator 123 calculates a collision risk by summing the value obtained by dividing the first parameter value by the TTC value and the second parameter value by the THW value.

Thereafter, the collision risk utilization unit 124 determines the possibility of collision with a preceding vehicle based on the collision risk.

Thereafter, the acceleration control unit 130 controls the acceleration of the own vehicle based on the determination result of the possibility of collision (acceleration control step).

On the other hand, after the monitoring step, the target acceleration determining unit 160 determines the target acceleration of the own vehicle based on the acceleration of the preceding vehicle obtained as a result of monitoring by the monitoring unit 110. Then, the acceleration control unit 130 may control the acceleration of the own vehicle by adjusting the target acceleration.

The fact that all the components constituting the embodiments of the present invention described above are described as being combined or operated as one, the present invention is not necessarily limited to these embodiments.

In addition, all terms, including technical or scientific terms, have the same meaning as generally understood by a person skilled in the art to which the present invention pertains, unless otherwise defined in the detailed description. Commonly used terms, such as predefined terms, should be interpreted as being consistent with the contextual meaning of the related art, and are not to be interpreted as ideal or excessively formal meanings unless explicitly defined in the present invention.

The above description is merely illustrative of the technical idea of the present invention, and those skilled in the art to which the present invention pertains may make various modifications, changes, and substitutions without departing from the essential characteristics of the present invention. will be. Therefore, the embodiments disclosed in the present invention and the accompanying drawings are not intended to limit the technical spirit of the present invention, but to explain, and the scope of the technical spirit of the present invention is not limited by these embodiments and the accompanying drawings. . The scope of protection of the present invention should be interpreted by the claims below, and all technical spirits within the scope equivalent thereto should be interpreted as being included in the scope of the present invention.

Claims (10)

Monitoring unit for monitoring the behavior change of the preceding vehicle;
A collision probability determination unit determining a possibility of collision with the preceding vehicle based on a result of monitoring the preceding vehicle; And
Containing; an acceleration control unit for controlling the acceleration of the own vehicle based on the determination result of the collision possibility,
The collision possibility determining unit determines the collision possibility based on the current speed of the subject vehicle, the relative speed of the subject vehicle relative to the preceding vehicle, and the relative distance in consideration of the driving direction of the subject vehicle and the preceding vehicle. for,
A TTC calculator which divides the relative distance by the relative speed to calculate a Time To Collision (TCC) value;
A THW calculator which calculates a time head-way collision (THW) value by dividing the relative distance by the current speed;
A collision risk calculator configured to calculate a collision risk by adding a value obtained by dividing a first parameter value by the TTC value and a second parameter value by the THW value; And
It includes a collision risk utilization unit for determining the possibility of the collision based on the collision risk,
The vehicle acceleration support apparatus detects the operation of a turn signal when the current speed of the subject vehicle is greater than or equal to a first threshold value and a distance between vehicles and the second vehicle is greater than or equal to a second threshold value, thereby controlling the acceleration of the subject vehicle. Overtaking Assist Control) logic,
The acceleration control unit adjusts the threshold of the release target acceleration according to the increase or decrease in the collision risk, and when the collision risk increases, the threshold of the release target acceleration is increased or the release point of the OAC is advanced to release the acceleration of the OAC. When the collision risk decreases, the threshold of the release target acceleration is lowered or the release time of the OAC is delayed to continue the acceleration of the OAC, and the target acceleration is compared with the output threshold value of the release target acceleration to compare the target When the acceleration is smaller than the threshold of the target acceleration to be released, it is determined that it is a dangerous situation, and the vehicle acceleration assisting device is released. According to claim 1,
The monitoring unit monitors the behavior change of the preceding vehicle when the magnetic vehicle is accelerating,
The acceleration control unit controls the acceleration of the magnetic vehicle by stopping the acceleration of the magnetic vehicle when it is determined that there is a possibility of the collision. delete delete delete According to claim 1,
A target acceleration determination unit that determines a target acceleration of the own vehicle based on the acceleration of the preceding vehicle obtained as a result of the monitoring
Further comprising,
The acceleration control unit controls the acceleration of the subject vehicle by adjusting the target acceleration. A monitoring step of monitoring the behavior change of the preceding vehicle;
A collision probability determination step of determining a possibility of collision with the preceding vehicle based on the monitoring result of the preceding vehicle; And
Including an acceleration control step of controlling the acceleration of the own vehicle based on the determination result of the possibility of collision;
The collision possibility determining step determines the collision possibility based on the current speed of the subject vehicle, the relative speed of the subject vehicle relative to the preceding vehicle, and the relative distance in consideration of the driving direction of the subject vehicle and the preceding vehicle. In order to,
A TTC calculation step of dividing the relative distance by the relative speed to calculate a Time To Collision (TCC) value;
A THW calculation step of calculating a Time Head-Way Collision (THW) value by dividing the relative distance by the current speed;
A collision risk calculating step of calculating a collision risk by adding a value obtained by dividing a first parameter value by the TTC value and a second parameter value by the THW value; And
Including a collision risk utilization step of determining the possibility of the collision based on the collision risk;
Vehicle acceleration support method, OAC (OAC) for controlling the acceleration of the magnetic vehicle by detecting the operation of the turn signal when the current speed of the magnetic vehicle is greater than or equal to the first threshold and the distance between the preceding vehicles is greater than or equal to the second threshold Overtaking Assist Control) logic,
In the acceleration control step, the threshold of the release target acceleration is adjusted according to the increase or decrease in the collision risk, and when the collision risk increases, the threshold of the release target acceleration is increased or the release time of the OAC is advanced to release the acceleration of the OAC. When the collision risk decreases, the threshold of the release target acceleration is lowered or the release time of the OAC is delayed to continue the acceleration of the OAC, and the threshold value of the released target acceleration is compared with the target acceleration Vehicle acceleration support method characterized in that when the target acceleration is less than the threshold of the release target acceleration is determined to be a dangerous situation and release the OAC. The method of claim 7,
The monitoring step monitors the behavior change of the preceding vehicle when the subject vehicle is accelerating,
The acceleration control step, when it is determined that there is a possibility of the collision, stops the acceleration of the magnetic vehicle to control the acceleration of the magnetic vehicle. delete delete

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