KR20200058642A - Vehicle and method for controlling thereof - Google Patents

Abstract

A vehicle of the present invention acquires position information of an obstacle based on information acquired by a driving situation information acquisition unit; determines whether there is a risk of collision with the obstacle based on the position information of the obstacle; determines a necessary action based on the position information of the obstacle if it is determined that there is a risk of collision with the obstacle; determines a driver′s intention to operate a pedal based on information acquired by an intention information acquisition unit; restricts and controls an acceleration amount by a preset ratio when pressure information of an accelerator pedal is received when the determined necessary action is braking; restricts and controls a braking force by a preset ratio when pressure information of a brake pedal is received when the determined necessary action is accelerating; and outputs a warning corresponding to a faulty pedal operation if the determined driver′s intention to operate the pedal is different from the determined necessary action. The vehicle of the present invention can prevent collision with an obstacle by not allowing an operation for pressure of an accelerator pedal caused by mal-operation of a driver.

Description

Vehicle and its control method {VEHICLE AND METHOD FOR CONTROLLING THEREOF}

The present invention relates to a vehicle for preventing collision with an obstacle and a control method therefor.

Vehicles are machines that drive wheels for the purpose of transporting people or cargo, and move on roads.

Recently, driver assistance technologies for driver convenience are under development. These driver assisting technologies use at least one of an ultrasonic sensor, an image sensor, a laser sensor, and a rider sensor to recognize information related to driving of the vehicle and obstacles around the vehicle, and control the operation of the vehicle based on the recognized information Or, the recognized information is provided to the driver through an alarm.

When an obstacle around the vehicle is recognized by an alarm, the driver operates the steering wheel to change the driving direction or presses the brake pedal to brake.

At this time, the driver was embarrassed or nervous, pressing the accelerator pedal instead of the brake pedal, or having a problem of incorrectly manipulating the direction and angle of the steering wheel. Due to this, there is a problem that it collides with the recognized obstacle or collides with another obstacle by not operating the steering wheel in an appropriate amount.

One aspect provides a vehicle and a control method for limiting control of the operation of the brake pedal and the accelerator pedal according to the driver's misoperation in the danger of collision with an obstacle and guiding the misoperation.

Another aspect provides a vehicle and a control method for grasping the intention of the driver and guiding the driver with information corresponding to the operating state of the brake pedal and the accelerator pedal.

Another aspect provides a vehicle for adjusting the weight of collision risk based on the type of road and a control method thereof.

A vehicle according to an aspect includes: a driving situation information acquiring unit that acquires information corresponding to a driving situation; An intention information acquisition unit that acquires information corresponding to the driver's intention; And obtaining the position information of the obstacle based on the information obtained from the driving situation information acquisition unit, determining whether there is an obstacle and a collision risk based on the position information of the obstacle, and determining whether an obstacle and a collision risk exist if the obstacle is present. Determine the necessary action based on the position information, determine the driver's intention to operate the pedal based on the information obtained from the intention information acquisition unit, and if the determined driver's intention to operate the pedal is different from the determined required action, the pedal may be operated incorrectly. A control unit to determine; And a sound output unit outputting a warning corresponding to a pedal misoperation.

The driving situation acquiring unit of the vehicle according to an aspect includes a distance detecting unit that detects information on a distance from an obstacle, and a speed detecting unit that detects a driving speed, and the control unit communicates with the obstacle based on the distance to the obstacle and the driving speed. Obtain at least one of a relative distance, a relative speed, and an estimated collision time, and determine whether an obstacle and a moving hazard exist based on at least one of the obtained relative distance, the relative speed, and the estimated collision time.

The driving situation acquiring unit of the vehicle according to an aspect includes a distance detecting unit that detects information on a distance from an obstacle, and a speed detecting unit that detects a driving speed, and the control unit communicates with the obstacle based on the distance to the obstacle and the driving speed. Obtaining an obstacle and an obstacle based on at least one of a relative distance, a relative speed, and a risk corresponding to a relative distance from the obtained obstacle and a risk corresponding to the obtained relative speed and a risk corresponding to the obtained estimated collision time. Determine if there is a risk of dispatch.

According to an aspect, the driving situation acquiring unit of the vehicle further includes a location receiving unit that receives location information about the current location, and the control unit checks the type of the road corresponding to the received location information and weights corresponding to the identified type of road. Check and adjust at least one risk based on the identified weights.

The vehicle intention information acquiring unit according to an aspect includes a first pressure detecting unit detecting a pressure applied to the brake pedal, and a second pressure detecting unit detecting a pressure applied to the accelerator pedal, and the control unit includes a first pressure detecting unit and a first pressure detecting unit. 2 When pressure information is received from any of the pressurization detection units, it is determined that the driver intends to operate the pedal.

The control unit of the vehicle according to an aspect limits and controls the acceleration amount by a preset ratio when pressure information is received from the second pressure detection unit when the determined necessary operation is the braking operation.

The control unit of the vehicle according to one aspect switches and controls the operation mode of the accelerator pedal when the determined necessary operation is the braking operation, so that the braking force is generated.

The control unit of the vehicle according to an aspect of the control mode changes the operation mode of the accelerator pedal, and when pressure information is received from the first pressure detection unit, the operation mode of the accelerator pedal is returned to control to perform acceleration control.

The control unit of the vehicle according to one aspect limits control of the braking force by a preset ratio when pressure information is received from the first pressure detection unit when the determined necessary operation is an acceleration operation.

The control unit of the vehicle according to an aspect performs limit release control of the braking force when pressure information is received from the second pressure detection unit during limit control of the braking force.

The intention information obtaining unit of the vehicle according to an aspect includes a steering angle detection unit that detects a steering angle of the steering wheel, and when the steering angle information is received through the steering angle detection unit when there is an obstacle and a collision risk, the controller determines that a driver's intention is to be avoided. .

The intention information acquisition unit of the vehicle according to an aspect includes an image acquisition unit that acquires an image of the driver, and the control unit recognizes the driver's eye from the driver's image and determines whether the driver is focused based on the recognized eye position When it is determined that the driver is in a concentrated state, the intention to operate the pedal is determined.

The vehicle according to one aspect further includes a display unit for outputting a warning corresponding to a pedal misoperation.

A vehicle according to another aspect includes a driving situation information acquiring unit that acquires information corresponding to a driving situation; An intention information acquisition unit that acquires information corresponding to the driver's intention; And obtaining the position information of the obstacle based on the information obtained from the driving situation information acquisition unit, determining whether there is an obstacle and a collision risk based on the position information of the obstacle, and determining whether an obstacle and a collision risk exist if the obstacle is present. Determine the necessary action based on the location information, determine the intention of the driver's pedal operation based on the information obtained from the intention information acquisition unit, and operate by the driver if the determined driver's intention to operate the pedal is different from the determined intention It includes a control unit for controlling the output generated by the pedal.

The vehicle's intention information acquiring unit according to another aspect includes a first pressure detection unit that detects a pressure applied to a brake pedal, and a second pressure detection unit that detects a pressure applied to an accelerator pedal, and the control unit includes a first pressure detection unit and a first pressure detection unit. 2 When pressure information is received from any of the pressurization detection units, it is determined that the driver intends to operate the pedal.

The control unit of the vehicle according to another aspect limits and controls the acceleration amount by a preset ratio when pressure information is received from the second pressure detection unit when the determined necessary operation is the braking operation.

The control unit of the vehicle according to another aspect switches the control mode of the accelerator pedal when the determined required action is the braking action to generate the braking force, and controls the operation mode of the accelerator pedal during changeover control, the pressure information from the first pressure detection unit When is received, the operation mode of the accelerator pedal is returned to control to perform acceleration control.

The control unit of the vehicle according to another aspect, when pressure information is received from the first pressure detection unit when the determined necessary operation is an acceleration operation, limits and controls the braking force by a preset ratio, and controls the braking force by limiting the pressure from the second pressure detection unit When the information is received, the braking force limit release control is performed.

The vehicle control method according to another aspect acquires location information of an obstacle based on information obtained from a driving situation information acquisition unit, determines whether an obstacle and a collision risk exist based on the location information with the obstacle, and an obstacle When it is determined that there is a collision risk, the required operation is determined based on the location information of the obstacle, the driver's intention to operate the pedal is determined based on the information obtained from the intention information acquisition unit, and the determined necessary operation is the braking operation. When pressure information of the accelerator pedal is received, the amount of acceleration is limitedly controlled by a preset ratio, and when pressure information of the brake pedal is received when the determined necessary operation is an acceleration operation, the braking force is limitedly controlled by a preset ratio, and the determined driver's If the intention to operate the pedal is different from the determined required action, a warning corresponding to a malfunction of the pedal is output.

The control method of the vehicle further includes switching and controlling the operation mode of the accelerator pedal when the determined required operation is the braking operation, so that a braking force is generated.

Determining whether an obstacle and a moving hazard exists is based on the distance to the obstacle and the driving speed to obtain at least one of a relative distance to the obstacle, a relative speed, and an estimated collision time, and a relative distance to the acquired obstacle and a relative speed And determining whether there is an obstacle and a moving hazard based on at least one of the estimated collision time.

Determining whether there is an obstacle and a moving hazard is based on the type of road corresponding to the vehicle's current location information, the weight corresponding to the identified type of road, and based on the distance to the obstacle and the driving speed. Obtain a relative distance from an obstacle, a relative speed and an estimated collision time, and at least one of a risk corresponding to the relative distance from the acquired obstacle, a risk corresponding to the obtained relative speed, and a risk corresponding to the obtained estimated collision time And adjusting the identified at least risk based on the identified weights.

Outputting a warning includes outputting at least one of sound, message, and vibration.

The present invention can prevent the collision with the obstacle by not performing an operation for the pressure of the accelerator pedal due to a driver's operation mistake made before the collision with the obstacle.

In addition, according to the present invention, when a required operation and a pressurization state of a brake pedal or an accelerator pedal are different, the driver can recognize an operation mistake by himself or herself by guiding the driver with information about a pedal misoperation, thereby inducing normal pedal operation. can do.

The present invention can reduce collision accidents with obstacles by actively controlling in a back road or an alleyway by adjusting weights for collision risk according to the type of road.

The present invention enables organic mutual complementation between the driver and the vehicle.

As described above, the present invention can improve the quality and the productability of a vehicle having a collision prevention function, further increase the user's satisfaction, improve the user's convenience, reliability and vehicle safety, and secure the product's competitiveness. have.

1 is an exemplary interior view of a vehicle according to an embodiment.
2 is a control configuration diagram of a vehicle according to an embodiment.
3 is a detailed configuration diagram of a control unit of a vehicle according to an embodiment.
4A and 4B are control flowcharts of a vehicle according to an embodiment.
5 is an exemplary timing diagram of operation of each component describing a control sequence of a vehicle according to an embodiment.

The same reference numerals refer to the same components throughout the specification. This specification does not describe all elements of the embodiments, and overlaps between general content or embodiments in the technical field to which the present invention pertains are omitted. The term 'part, device' used in the specification may be implemented in software or hardware, and according to embodiments, a plurality of 'parts, devices' may be implemented as one component, or a single 'part, device' may be used. It is also possible to include the components of the.

Throughout the specification, when a part is "connected" to another part, this includes not only a direct connection but also an indirect connection, and an indirect connection includes connecting through a wireless communication network. do.

Also, when a part “includes” a certain component, this means that other components may be further included, rather than excluding other components, unless otherwise specified.

Terms such as first and second are used to distinguish one component from other components, and the component is not limited by the above-mentioned terms.

Singular expressions include plural expressions, unless the context clearly has an exception.

In each step, the identification code is used for convenience of explanation. The identification code does not describe the order of each step, and each step can be executed differently from the specified order unless a specific order is clearly stated in the context. have.

Hereinafter, working principles and embodiments of the present invention will be described with reference to the accompanying drawings.

1 is an exemplary interior view of a vehicle according to an embodiment.

The vehicle 100 includes a body having an exterior and interior, and a chassis in which mechanical devices necessary for driving are installed as the rest of the body.

The exterior of the vehicle body includes a front panel, a bonnet, a roof panel, a rear panel, front and rear left and right doors, and window glass provided to be opened and closed on the front and rear left and right doors.

As shown in FIG. 1, the interior 110 of the vehicle body includes a seat on which the occupant sits, a dashboard, a center fascia, and a head unit.

Inside the vehicle, the steering wheel 111 of the steering device for adjusting the driving direction, the brake pedal 112 pressed by the user according to the user's braking intention, and the user's acceleration intention An accelerator pedal 113 is provided. In addition, depending on the type of vehicle, a clutch pedal may be further provided inside the vehicle.

The vehicle further includes a vehicle terminal 114 for user convenience.

The vehicle terminal 114 may be an audio video navigation device (AVN) that performs an audio function, a video function, and a navigation function. In addition, the vehicle terminal 114 may further perform at least one of a broadcast function (DMB function) and a radio function.

Such a vehicle terminal can display an image of at least one function selected by a user.

In addition, the vehicle terminal 114 may display images in the front, rear, left, and right directions in the autonomous driving mode, and also display the location of the obstacle.

The vehicle terminal 114 may be installed on a dashboard in a buried or mounted manner.

The vehicle terminal 114 may include a display panel as a display unit, and may further include a touch panel as an input unit.

That is, the vehicle terminal 114 may include only a display panel, and may include a touch screen in which a touch panel is integrated in the display panel.

When the vehicle terminal 114 is implemented only with a display panel, a button displayed on the display panel may be selected using an input unit provided in the center fascia.

When implemented as a touch screen, the vehicle terminal 114 may directly receive a user's operation command through the touch panel.

The vehicle terminal 114 displays a map image within a predetermined range from the current location of the vehicle when the navigation function is selected, and displays map information matching the route information from the current location to the destination when a destination is input.

The vehicle terminal 114 may output collision information while performing a navigation function.

For example, the collision information may include road type information, direction information requiring attention, and obstacle type information.

The vehicle terminal 114 may display collision information using screen colors, characters, and emoticons of the screen.

The car lane 100 may further include an input unit 115 for receiving operation commands of various functions.

The input unit 115 may be provided at the head unit and the center fascia, and may include at least one physical button such as an operation on / off button for various functions, a button for changing a set value of various functions, and the like.

For example, the input unit 115 may receive any one of a plurality of warning sounds as a collision warning sound, and may receive any one of a plurality of colors as a collision warning light, and the color of a pedal misoperation warning sound or indicator light. Can be input.

The input unit 115 may further include a jog dial (not shown) or a touch pad (not shown) for inputting a movement command and a selection command of a cursor displayed on the display unit of the vehicle terminal 114.

Here, the jog dial or the touch pad may be provided in a center fascia or the like.

The car lane 100 is provided in the head unit, and further includes a display unit 116 that displays information on functions being performed in the vehicle, information input by the user, information about obstacles, collision guidance information, and an operation mode of the accelerator pedal. It can contain.

The display unit 116 can also display control amount information of the brake pedal and the accelerator pedal.

The display unit 116 may display collision information with an obstacle and display misoperation information of the pedal.

The display unit 116 may include at least one of a light provided on the side mirror, a light provided on the cluster, and a light provided on the interior of the vehicle body.

The sound output unit 117 warns of a collision with an obstacle, warns a danger of drowsiness of the driver, and outputs warning information for warning a danger of a pedal malfunction.

The sound output unit 117 can also guide the change of the operation mode of the accelerator pedal.

The sound output unit 117 may include a speaker that outputs a sound such as a warning sound or a guide sound.

The vehicle is provided on a seat, a brake pedal, and an accelerator pedal, and may further include a vibration device (not shown) for reporting a danger.

The undercarriage of the vehicle is a frame for supporting the vehicle body, the wheels disposed at the front, rear, left and right, and the power unit for applying driving force to the front, rear, left, and right wheels. A braking device for applying braking force to the front, rear, left, and right wheels and a suspension device for adjusting the damping force of the vehicle may be provided.

The vehicle 100 may include various safety devices for passenger safety and convenience.

The vehicle stabilizer includes a collision prevention device for preventing collisions with obstacles around the vehicle, a warning device for notifying a dangerous situation such as a collision, and an airbag control device for safety of the occupant such as a driver in the event of a vehicle collision. , Electronic Stability Control (ESC) that controls the attitude of the vehicle when accelerating or cornering the vehicle, and various types of safety devices such as ABS (Anti-lock Brake System) to prevent the wheels from locking during sudden braking. There are.

The warning device is the Lane Departure Warning System (LDWS) that signals the departure of the lane, the drowsiness warning device that informs the driver that the driver is drowsy, and the blind spot that signals the danger of collision with other vehicles located in the left and right lanes of the lane. Includes a warning device (Blind Spot Warning System: BSW, BSA or BSD), a Forward Collision Warning System (FCWS, Back Warning System: BWS) that alerts you of the danger of collision with other vehicles located in front of your lane. Can be.

2 is a control configuration diagram of a vehicle according to an embodiment.

The vehicle includes a driving situation information acquisition unit 120, an intention information acquisition unit 130, a control unit 140, a storage unit 141, a braking device 150, a steering device 160, and a power unit 170. .

The driving situation information acquiring unit 120 acquires driving situation information about a surrounding situation of the vehicle.

Here, the driving situation information may include a driving warning situation and information related to the driving warning situation.

The driving situation information acquiring unit includes a first image acquiring unit 121 that acquires an image of a vehicle surroundings, a distance detecting unit 122 that detects an obstacle around the vehicle and detects a distance from the detected obstacle, and a vehicle It may include a position receiving unit 123 for receiving the current position of, and a speed detecting unit 124 for detecting the driving speed of the host vehicle.

The first image acquisition unit 121 acquires an image of a road on which the vehicle travels. The first image acquisition unit 121 may acquire an image of a road in front of the vehicle.

The first image acquisition unit 121 further includes at least one of a front camera for acquiring an image in front of the vehicle, a left camera for acquiring images on the left and right sides of the vehicle, and a rear camera for acquiring images at the rear of the vehicle. It is also possible.

That is, the first image acquiring unit 121 photographs and photographs the environment outside the host vehicle at the current position of the host vehicle, in particular, the road information on which the vehicle travels and the obstacles on the front, left and right sides of the surrounding vehicle. The information is converted into an electrical signal, image information corresponding to the converted electrical signal is obtained, and the obtained image information is transmitted to the controller 140.

The first image acquisition unit 121 is a camera, and may include a CCD or CMOS image sensor, and recognizes three-dimensional space such as KINECT (RGB-D sensor), TOF (Structured Light Sensor), stereo camera, etc. It may also include a sensor.

The first image acquisition unit 121 may be provided on the front window glass inside the vehicle to be provided to photograph the outside of the vehicle, or provided in the room mirror inside the vehicle to be provided to photograph the outside of the vehicle, to be exposed to the outside It may be provided on the roof panel.

The first image acquisition unit 121 may be a rear camera or a black box camera, or a camera of an autonomous driving control device provided for autonomous driving.

The distance detection unit 122 may be provided on at least one panel of the front panel, roof panel, and rear panel of the vehicle.

The distance detection unit 122 detects the presence or absence of an obstacle in the front, rear, left, and right directions based on the location of the host vehicle. Here, the location may include distance and direction.

More specifically, the distance detecting unit 122 includes obstacles located outside the subject vehicle, for example, a front vehicle traveling in front of the subject vehicle, a stationary object such as structures installed around the road, and other vehicles approaching in the opposite lane. Etc. are detected. That is, the distance detection unit 122 outputs detection information of obstacles located in the front, rear, and left and right sides of the host vehicle.

The distance detection unit may include a radar sensor or a light detection and ranging (Lidar) sensor.

A radar sensor is a sensor that detects the position and distance of an object using reflected waves generated by radiation of radio waves when transmitting and receiving in the same place.

The LiDAR (Light Detection And Ranging) sensor is a non-contact distance detection sensor using the laser radar principle.

Since the detection accuracy of the lateral direction is higher than that of the radar (RaDAR: Radio Detecting And Ranging) sensor, the accuracy of the process of determining whether a passage exists in the front may be increased.

Here, the laser may be a single laser pulse.

The distance detector 122 may also include an ultrasonic sensor or a radar sensor.

The ultrasonic sensor detects a signal that is reflected by an object and then returns after generating ultrasonic waves for a certain time.

The ultrasonic sensor may be used to determine the presence or absence of obstacles such as pedestrians within a short range.

The location receiving unit 123 receives location information corresponding to the current location of the vehicle.

The position receiving unit 123 may include a Global Positioning System (GPS) receiver.

Here, the Global Positioning System (GPS) receiver includes an antenna module and a signal processor that receives signals from a plurality of GPS satellites.

The antenna module may be provided on an antenna provided on the exterior of the vehicle.

The signal processing unit includes software for acquiring a current location using distance and time information corresponding to location signals of a plurality of GPS satellites, and an output unit for outputting the location information of the acquired vehicle.

The speed detection unit 124 is for detecting the driving speed of the host vehicle, and the speed detection unit 124 may include a plurality of wheel speed sensors respectively provided on a plurality of wheels of the vehicle, and an acceleration sensor for detecting acceleration of the vehicle It may include.

The intention information acquisition unit 130 acquires intention information for recognizing the driver's intention.

Here, the driver's intention is expressed by the driver's conscious behavior or unconscious behavior, and may include the driver's intention to operate the pedal and the intention to avoid, and may include the driver's gaze.

The intention information acquisition unit 130 may include a second image acquisition unit 131, a first pressure detection unit 132, a second pressure detection unit 133, and a steering angle detection unit 134.

The second image acquisition unit 131 acquires an image of the driver.

The second image acquisition unit 131 may acquire an image of the driver's face and gaze from among the driver's images.

The second image acquisition unit 131 is a camera, and may include a CCD or CMOS image sensor.

The second image acquisition unit 150 may be provided on the front window glass, but may be provided on the window glass inside the vehicle, or may be provided on the room mirror inside the vehicle.

The first pressure detection unit 132 detects the pressure applied to the brake pedal 112 and outputs pressurization information corresponding to the detected pressure.

The first pressure detection unit 132 may include at least one of a pressure sensor and a position sensor.

The second pressure detection unit 133 detects the pressure applied to the accelerator pedal 113 and outputs pressure information corresponding to the detected pressure.

The second pressurization detection unit 133 may include at least one of a pressure sensor and a position sensor.

The steering angle detection unit 134 detects the steering angle of the steering wheel for recognizing the driving direction of the vehicle, and outputs steering angle information corresponding to the detected steering angle.

The steering angle detection unit 134 may include an angular velocity sensor that detects the steering angular velocity of the steering wheel, and may include a yaw rate sensor that detects the yaw moment of the vehicle.

The vehicle may further include a torque detection unit (not shown) that detects the steering torque applied to the steering wheel or the steering torque output from the steering device 160.

The vehicle may include a braking force detection unit (not shown) that detects braking force generated by the vehicle.

The braking force detection unit may include a pressure detection unit that detects the hydraulic pressure of the braking device 150.

The controller 140 recognizes whether there is a collision or not based on the driving information obtained from the driving information acquiring unit 120, and operates a pedal based on the intention information obtained from the intention information acquiring unit 130. The driver's intention for at least one of the intention and the avoidance intention may be recognized, and a direction and an object viewed by the driver may be recognized.

More specifically, the control unit 140 receives the image signal obtained from the first image acquisition unit 121 and performs signal processing of the received image signal, but changes the size and format to improve the speed of signal processing, It is possible to perform an image quality improvement operation.

The controller 140 performs clearing processing and noise removal processing on the image signal to generate image information and recognizes lanes and obstacles based on the generated image information.

In addition, the control unit 140 extracts objects from the image information as an obstacle by applying vision technologies for decomposing the object from the image information.

The control unit 140 may identify the size and location of the obstacle based on the image information and calculate the location and trajectory of the obstacle to distinguish whether the obstacle is a bicycle, a pedestrian, a sign, a traffic light, or another vehicle.

The control unit 140 clusters the point data detected by the distance detection unit 122 to recognize shape information and location information of the obstacle. In addition, the control unit 140 may distinguish the type of the obstacle based on the shape information of the obstacle.

That is, the controller 140 may recognize shape information and location information of the obstacle from the amount of the direction, distance, and point between the host vehicle and the obstacle.

When the obstacle is recognized, the control unit 140 may correct shape information and location information of the obstacle detected by the distance detection unit 122 based on the image information detected by the first image acquisition unit 121.

As such, the control unit 140 acquires and acquires location information of at least one obstacle based on at least one of the image information acquired by the first image acquisition unit 121 and the detection information detected by the distance detection unit 122. Based on the location information of the at least one obstacle, it is possible to acquire the location information of the obstacle with respect to the obstacle of the warning object having a collision risk.

The control unit 140 controls operation of at least one of the display unit 116, the sound output unit 117, and the vehicle terminal 114 so that collision warning information is output based on the location information of the obstacle to be alerted among the location information of the obstacle. do. Here, the location information of the obstacle may include distance information and direction information of the obstacle. The direction information of the obstacle may be determined based on the position of the vehicle.

Based on the position information of the obstacle, the control unit 140 recognizes whether the situation requires braking, acceleration, or steering.

The control unit 140 may recognize the position of the obstacle and the type of the obstacle existing in the front, rear, left, and right based on the position of the host vehicle, and may recognize the location of the obstacle and the type of the obstacle that may cause collision with the host vehicle.

When performing the navigation function, the control unit 140 checks current location information and destination information, searches for route information from the current location to the destination based on the identified destination information and current location information, and based on the searched route information and map information. Controls the display of navigation information with matching routes on the map.

The control unit 140 checks the type of the road currently being driven based on the navigation information and the current location information while driving, and checks a weight corresponding to the identified type of road. Here, the weight is a weight for the collision risk.

The types of roads include expressways, general roads, special roads, wide-area roads, local roads, roads, islands, and old roads. School zones, silver zones, back roads, and alleyways are more.

The weight may be lower as the road size increases. That is, the smaller the road, the greater the weight.

For example, the weight of the composition may be higher than the weight of the highway, and the weight of the back road may be higher than the weight of the highway.

The highways, general roads, special roads, wide area roads, local roads, roads, islands, and roads may have the same weight. And, the weights of the school zone, the silver zone, the back road, and the alleyways may be the same.

At this time, the weight of the school zone, the silver zone, the back road, and the alleyway may be higher than the weight of the highway, the general road, the special road, the wide area road, the local road, the road, the island road, and the road.

That is, in the case of a back road or an alleyway, and also a school zone or a silver zone, since there are many objects to be careful of, the control unit 140 increases the weight of the collision risk in the back road or an alleyway, the school zone, or the silver zone.

The control unit 140 may set the type of the obstacle in which a collision risk exists based on the searched route information, and may determine the collision risk based on the set type of the obstacle, and provides guidance information about the type of the obstacle. It is also possible to print.

For example, the controller 140 may control the operation of the sound output unit to output guide information that the road to be entered after 5 minutes is a residential street alleyway and be careful of collision with pedestrians.

The control unit 140 obtains the driving speed of the host vehicle based on the detection information detected by the speed detection unit 124.

The control unit 140 obtains a distance from the obstacle based on the detection information detected by the distance detection unit, and obtains and obtains a relative distance and a relative speed from the obstacle based on the obtained traveling speed of the vehicle and the distance from the obstacle Based on the relative distance and the relative speed of the obstacle, a predicted collision time (TTC) between the host vehicle and the obstacle can be obtained.

The controller 140 may determine whether a collision risk exists based on at least one of a relative distance from an obstacle, a relative speed, and an estimated collision time.

For example, the controller 140 may determine that a collision risk exists if the relative distance to the obstacle is less than or equal to the reference relative distance, and if the relative speed of the obstacle is greater than or equal to the reference relative speed, there may be determined that a collision risk exists. If the estimated collision time is less than the reference time, it can be determined that a collision risk exists.

In addition, the controller 140 may obtain a collision risk based on at least one of a relative distance from an obstacle, a relative speed, and an estimated collision time.

That is, the vehicle may store a collision risk corresponding to a relative distance from an obstacle, a collision risk corresponding to a relative speed with an obstacle may be stored, and a danger risk corresponding to an estimated collision time may be stored. have.

In addition, the control unit 140 checks the collision risk based on at least one of the relative distance from the obstacle, the relative speed, and the estimated collision time, checks the weight corresponding to the type of road, and then checks the collision risk based on the confirmed weight It is also possible to adjust.

For example, if the type of road is a back road or an alleyway, the control unit 140 may increase the identified collision risk by a predetermined size, and if the type of the road is a high-speed road, reduce the identified collision risk by a predetermined size.

The controller 140 may recognize the driver's face based on the image information acquired by the second image acquisition unit 131, recognize the driver's gaze from the recognized face, and track the recognized gaze in real time.

The controller 140 may recognize the direction the driver is looking at based on the driver's gaze, and may recognize an object viewed by the driver based on the image information of the road obtained from the first image acquisition unit 121 Do.

In addition, the controller 140 may predict the concentration of the driver based on the driver's gaze. Here, the concentration degree means a concentration state corresponding to whether the driver concentrates. In addition, the focused state may include a forward gaze state.

That is, if it is determined that the driver is staring ahead, the controller 140 may transmit the focused state 1 as a flag, and if it is determined that the driver is staring to the right, the focused state 0 may be sent as a flag.

The controller 140 may determine the driver's intention to operate the pedal based on the pressure information detected by the first pressure detection unit 132 and the pressure information detected by the second pressure detection unit 133.

The control unit 140 may obtain a pressurization speed of the brake pedal 112, a magnitude of pressure applied to the brake pedal, and a pressurization position of the brake pedal from the pressure information detected by the first pressurization detection unit 132 and the brake pedal It is possible to obtain the pressurized acceleration of the brake pedal 112 from the change in the pressurized speed of.

Here, the pressure information detected by the first pressure detection unit 132 may be braking information operated by the driver.

The control unit 140 may obtain a pressurizing speed of the brake pedal 112 from a change in the magnitude of the pressure applied to the brake pedal corresponding to a change in time, and the pressurization position of the brake pedal based on the magnitude of the pressure applied to the brake pedal Can be obtained.

In addition, the vehicle further includes a first position detection unit (not shown) disposed adjacent to the brake pedal, and the control unit 140 determines the pressing position of the brake pedal based on the detection information detected by the first position detection unit (not shown). It is also possible to acquire.

The control unit 140 may recognize the driver's intention to operate the pedal based on at least one of the pressurization speed, the magnitude of the pressurization, the pressurization position, and the pressurization acceleration of the brake pedal.

The control unit 140 may obtain a pressurizing speed of the accelerator pedal, a pressurizing acceleration of the accelerator pedal, and a pressurizing position of the accelerator pedal from the pressure information detected by the second pressurization detecting unit 133 and recognize a position change amount of the accelerator pedal Can be.

Here, the pressure information detected by the second pressurization detection unit 133 may be acceleration information manipulated by the driver.

The control unit 140 may obtain a pressurizing speed of the accelerator pedal based on a change in the magnitude of the pressure applied to the accelerator pedal corresponding to a change in time, and adjust the pressing position of the accelerator pedal based on the magnitude of the pressure applied to the accelerator pedal. Can be obtained.

The control unit 140 may obtain a position change amount of the accelerator pedal based on the change in the pressing position corresponding to the time change.

In addition, the vehicle further includes a second position detection unit (not shown) disposed adjacent to the accelerator pedal 113, and the control unit 140 is configured to generate an accelerator pedal based on the detection information detected by the second position detection unit (not shown). It is also possible to obtain a pressurized position.

The controller 140 may recognize a driver's intention to operate the pedal based on at least one of a pressurization speed of the accelerator pedal 113, a pressurization acceleration of the accelerator pedal, a pressurization position of the accelerator pedal, and a position change amount of the accelerator pedal.

The control unit 140 obtains the steering angle of the steering wheel 111 based on the detection information detected by the steering angle detection unit 134. At this time, the control unit 140 may also acquire the steering acceleration based on the obtained steering angle.

The control unit 140 may also obtain the steering angular speed of the steering wheel 111 based on the detection information detected by the steering angle detection unit 134. At this time, the control unit 140 may also acquire the steering angle based on the obtained steering angular velocity.

The control unit 140 may also acquire the steering torque based on the detection information detected by the torque detection unit (not shown).

The controller 140 may recognize a driver's steering intention (ie, an intention to avoid) based on at least one of a steering angle, a steering angular speed, and a steering torque of the steering wheel 111.

The controller 140 adjusts the collision risk obtained based on the weight corresponding to the type of road. That is, if the type of road is a back road or an alleyway, the control unit 140 may increase the risk of collision according to an increase in weight so that active control is induced.

The control unit 140 recognizes an obstacle in the image acquired by the first image acquisition unit, checks the recognized obstacle location, and based on the identified obstacle location and the obstacle location corresponding to the detection information detected by the distance detection unit By doing so, it is possible to determine the overlap and offset of the obstacles with a risk of collision among the plurality of obstacles.

The controller 140 may determine whether a collision risk exists or not based on a collision prediction time and a preset reference time.

The control unit 140 recognizes at least one of the steering speed, steering direction, and steering angle of the steering wheel 111 from the detection information detected by the steering angle detection unit 134. Here, the detection information may be steering angle information.

In addition, the control unit 140 may further recognize the steering angular speed of the steering wheel from the steering angle information and recognize the steering torque.

The controller 140 may determine a driver's steering intention based on at least one of a steering speed, a steering direction, a steering angle, a steering angular speed, and a steering torque of the steering wheel.

The controller 140 may determine the driver's intention to evade based on the position information of the obstacle and the steering angle information.

The control unit 140 controls the warning output based on the position of the obstacle.

If it is determined that a danger of collision with an obstacle exists, the controller 140 controls the warning output.

The controller 140 controls the warning output when it is determined that there is no intention to avoid while there is a collision risk with the obstacle, and stops the warning output when it is determined that there is an intention to avoid.

The controller 140 determines whether a braking operation is required or an acceleration operation is required based on the location information of the obstacle. That is, the controller 140 may determine a required operation based on the location information of the obstacle.

The control unit 140 performs an appropriate response to the collision risk based on the determined necessary operation, the pressure information detected by the first pressure detection unit 132, and the pressure information detected by the second pressure detection unit 133. I can judge.

When the required operation is the braking operation, the controller 140 determines that it is an appropriate response when the braking information is received, and when the necessary operation is the acceleration operation, determines that it is an appropriate response.

When the steering information corresponding to the position information of the obstacle is received, the control unit 140 may determine that there is an intention to avoid.

The control unit 140 controls acceleration limitation of the accelerator pedal when acceleration information is received when the required operation is the braking operation, switches the operation mode of the accelerator pedal, and controls the warning output.

For example, when controlling the acceleration limit of the accelerator pedal, the control unit 140 may limit the throttle to 30%.

When switching the operation mode of the accelerator pedal, the control unit 140 may control the braking device to generate a braking force.

When the braking information is received in a state in which the operation mode is switched when the required operation is the braking operation, the control unit 140 returns control of the operation mode of the accelerator pedal, stops and controls the warning output, and also releases and controls the acceleration limit of the accelerator pedal. .

The control unit 140 may control the power unit 170 so that an acceleration force is generated when the operation mode of the accelerator pedal is returned and controlled.

When the braking information is received when the required operation is an acceleration operation, the control unit 140 controls the braking limit of the brake pedal and controls the warning output, determines whether the acceleration information is received, and releases the braking restriction when it is determined that the acceleration information has been received. Control and also stop control of warning output.

When controlling the braking limit of the brake pedal, the control unit 140 may limit the braking force generated by the braking device to 30%.

When controlling the warning output, the controller 140 may control the operation of the sound output unit such that at least one of a melody, a buzzer, and a guide voice is output.

When controlling the warning output, the control unit 140 may control the color of the display unit and the vehicle terminal to be changed or flashed.

When controlling the warning output, the control unit 140 may control the volume of the warning sound based on the distance from the obstacle.

The control unit 140 may also control a lamp (not shown) or a warning device to warn the driver or pedestrian of another vehicle.

In addition, the control unit 140 determines whether the driver's intention to operate the pedal exists based on the detection information detected by the first and second pressurization detection units, and when it is determined that the driver has an intention to operate the pedal, the braking operation is performed based on the position information of the obstacle. It is also possible to determine whether it is a necessary situation or whether an acceleration operation is required, and whether a proper response is performed by determining whether a function of the pedal operated by the driver and a required operation are in agreement.

The control unit 140 notifies the primary danger to the driver by lighting and controlling the warning light provided in the cluster or the side mirror, and visually warning the light by lighting the warning light while controlling the vibration of the seat belt (not shown) to the secondary danger to the driver It is also possible to inform.

As shown in FIG. 3, the control unit 140 may obtain image information obtained from the first image acquisition unit 121, detection information detected by the distance detection unit 122, and location information and speed received by the location reception unit 123. Based on the detection information detected by the detection unit 124, the collision recognition unit 141 that recognizes an obstacle and recognizes a collision with the recognized obstacle, and the image information obtained by the second image acquisition unit 131, the first pressing force It includes a driver intention recognition unit 142 for recognizing the driver's intention based on the detection information detected by the detection unit 132, the second pressure detection unit 133, the speed detection unit 124 and the steering angle detection unit 134 Can be.

In addition, the controller 140 may determine whether an acceleration operation is necessary based on collision recognition information with the obstacle recognized by the collision recognition unit 141 and driver intention information recognized by the driver intention recognition unit 142 ( 143), a braking necessity determining unit 144 for determining whether a braking operation is necessary, and an operation mode switching determining unit 145 for determining whether the operation mode of the accelerator pedal needs to be switched and returned.

The collision recognition unit 141, the driver intention recognition unit 142, the acceleration necessity determination unit 143, the braking necessity determination unit 144, and the operation mode switching determination unit 145 are provided as separate processors. Can be. At this time, the collision recognizing unit 141, the driver intention recognizing unit 142, the acceleration necessity determining unit 143, the braking necessity determining unit 144, and the operation mode switching determining unit 145 communicate with each other through communication. Can transmit and receive.

In addition, as shown in FIG. 2, the collision recognition unit 141, the driver intention recognition unit 142, the acceleration necessity determination unit 143, the braking necessity determination unit 144, and the operation mode switching determination unit ( 145) may also be provided as a single processor.

The control unit 140 is a memory (not shown) that stores data for an algorithm or a program that reproduces the algorithm for controlling the operation of components in the vehicle, and a processor that performs the above-described operation using the data stored in the memory. (Not shown). At this time, the memory and the processor may be implemented as separate chips, respectively. Alternatively, the memory and the processor may be implemented as a single chip.

The control unit 140 may be an electronic control unit (ECU) that controls driving of the vehicle, and may be any one of a microcomputer, a CPU, and a processor.

The storage unit 140a includes a first reference pressure speed, a first reference pressure size, a first reference position change amount, a first reference pressure acceleration, a second reference pressure speed, and a second reference position change amount to determine a driver's intention to operate the pedal. , The second reference pressure acceleration is stored.

The storage unit 140a may store first to seventh predetermined time periods for determining a driver's intention to operate the pedal. Here, the first to seventh predetermined times may be the same as each other, or may be different from each other. In addition, some of the first to seventh predetermined time periods may be the same or only some of the time periods may be different.

The storage unit 140a may further store a reference relative distance, a reference relative speed, and a reference time for determining whether there is a collision risk.

The storage unit 140a may further store a collision risk corresponding to the relative distance, a collision risk corresponding to the relative speed, and a collision risk corresponding to the estimated collision time.

The storage unit 140a may further store weights corresponding to types of roads.

The storage unit 140a may further store a reference relative distance for each weight, a reference relative speed, and a reference time.

The storage 140a may also store the type information of the obstacle and the type of warning sound corresponding to the distance information from the obstacle, and the size of the warning sound corresponding to the distance information of the obstacle.

The storage unit 140a may further store a reference relative distance, a reference relative speed, and a reference time for each type of obstacle.

The storage unit 140a includes flash memory, read only memory, erasable programmable read only memory (EPROM), and volatile memory such as S-RAM and D-RAM. Non-volatile memory, such as Electrically Erasable Programmable Read Only Memory (EEPROM), may be included.

The storage unit 140a may be provided integrally with the control unit 140.

The storage unit 140a of the vehicle may be a memory implemented in a separate chip from the processor associated with the controller 140, or may be implemented in a single chip with the processor.

Non-volatile memory devices such as cache, read only memory (ROM), programmable ROM (PROM), erasable programmable ROM (EPROM), electrically erasable programmable ROM (EPMROM), and flash memory Or it may be implemented as at least one of a volatile memory device such as random access memory (RAM) or a storage medium such as a hard disk drive (HDD) or CD-ROM, but is not limited thereto.

The braking device 150 causes the braking force to be generated in each of the plurality of wheels based on the command of the control unit 140.

The braking device 150 may include a master cylinder, a wheel cylinder, and a brake shoe or pad.

The braking device 150 frictionally moves the inside or the outside of the brake shoe or pad by transmitting the hydraulic pressure generated in the master cylinder to each wheel cylinder constantly, and transmitting the hydraulic pressure to the brake shoe or pad using the wheel cylinder to compress the drum or disc. To generate a braking force.

The braking device 150 may perform a pre-fill function and a variable brake assist system (BAS) function.

The steering device 160 is a device for assisting power as a means for ensuring the stability of the steering state by reducing the steering force of the steering wheel (steering).

The steering device includes a hydraulic type that generates a steering force using hydraulic pressure, and an electric type that facilitates steering of a driver using a rotational force of a motor.

The electric steering device is a column-driven C-MDPS that rotates the steering shaft inside the steering column by using a motor disposed in the steering column between the steering wheel and the gearbox to transmit the rotational force of the steering wheel to the driver, and a tie. It may be divided into a rack-driven R-MDPS or the like that operates in the same manner as a hydraulic steering device using a motor disposed in a portion connected to a rod (rack gear).

The power unit 170 is a device that supplies power to the wheel, and may include a power generating device that generates a driving force required for driving and adjusts the generated driving force, and a power transmission device that receives the generated power and transmits the generated power to the wheel. have.

For example, the power unit 170 may be an engine, or a motor, and may include both an engine and a motor.

The vehicle may further include a vehicle terminal 114, an input unit 115, a display unit 116, and a sound output unit 170.

The vehicle terminal 114, the display unit 116, and the sound output unit 170 may be used as a warning device for warning the danger of collision with an obstacle.

In addition, the input unit 115 may be used as an input device for setting warning information for warning a danger of collision with an obstacle.

The vehicle terminal 114, the input unit 115, the display unit 116 and the sound output unit 170 are described in the description of FIG. 1, the vehicle terminal 114, the input unit 115, the display unit 116 and Description of the sound output unit 170 will be omitted.

In addition, the warning device may include at least one of a warning light provided on the side mirror, a warning light provided on the cluster, and a warning light provided on the interior of the vehicle body.

The warning device may further include a vibration device (not shown) provided in the seat belt, or may further include a vibration device (not shown) provided in the driver's seat (ie, seat).

4A and 4B are control flowcharts of a vehicle according to an embodiment, which will be described with reference to FIG. 5. Here, FIG. 5 is an example of an operation timing of each component describing a control sequence of a vehicle according to an embodiment.

When the vehicle 100 is turned on and the navigation mode of the vehicle terminal is selected, the vehicle 100 checks the current location and displays a map matching the current location through the vehicle terminal.

The vehicle 100 displays a map matched with the current location while checking the current location in real time while driving.

When the destination information is input, the vehicle 100 checks current location information and destination information, searches for route information from the current location to the destination based on the identified destination information and current location information, and based on the searched route information and map information. By displaying the navigation information matching the route on the map through the vehicle terminal. At this time, the vehicle terminal is also displayed to match the current location on the map.

The vehicle 100 detects image information obtained by the first image acquisition unit 121 while driving, detection information detected by the distance detection unit 122, location information received by the location reception unit 123, and speed detection unit 124. Based on the detected detection information, driving situation information is acquired (201).

More specifically, the vehicle receives the image signal detected by the first image acquisition unit 121 and performs signal processing of the received image signal, but changes the size and format to improve the speed of signal processing, and improves image quality You can do it.

As described above, the vehicle recognizes an obstacle from the image information by applying vision technologies that generate image information by performing a clearing process and a noise removal process on the image signal and decompose an object from the generated image information.

In addition, the vehicle acquires the size and location information of the recognized obstacle, and obstacles such as bicycles, pedestrians, signs, traffic lights, walls, guardrails, street trees, street lights, and other vehicles based on the acquired location and size information of the obstacles. It is also possible to acquire the type of.

The vehicle recognizes the lane and recognizes the own lane on which the own vehicle travels based on the recognized lane, and it is also possible to obtain the position information of obstacles in front, left, and rear of the own vehicle based on the recognized lane.

The vehicle 100 detects an obstacle by scanning the surroundings of the child vehicle, that is, the front and left and right sides, based on the detection information detected by the distance detector 122. In addition, the vehicle can detect obstacles by scanning the rear.

The vehicle 100 clusters the signal detected by the distance detector 122 into point data to obtain shape information and location information of an obstacle. Here, clustering of point data includes connecting points adjacent to each other based on the direction, distance, and amount of points between the host vehicle and the obstacle.

As described above, the vehicle 100 may acquire information about obstacles located in the vicinity by clustering point data.

It is also possible for the vehicle to obtain the type of obstacle based on the shape information of the obstacle.

In addition, when determining whether there is a risk of collision with an obstacle, the vehicle checks the current location, checks the type of the road at the confirmed current location, checks the weight corresponding to the identified type of road, and blocks the obstacle based on the identified weight Criteria for determining the risk of collision with the team should be adjusted.

In addition, the vehicle may output guide information for collision prevention based on route information and a type of road. For example, the vehicle may output information indicating that 'the road to be entered after 5 minutes is a residential street alleyway and be careful of collision with pedestrians'. Here, outputting the guide information may include outputting the voice through the sound output unit.

The vehicle determines whether there is an obstacle and a collision risk (202).

The configuration for determining the existence of a collision risk with an obstacle will be described in more detail.

The vehicle acquires the traveling speed of the host vehicle based on the detection information detected by the speed detector, and acquires at least one of the relative distance and the relative speed of the obstacle based on the obtained traveling speed of the host vehicle and the distance to the obstacle, It is determined whether there is an obstacle and a collision risk based on at least one of the obtained relative distance and relative speed.

More specifically, the vehicle determines that there is a danger of collision with the obstacle if the relative distance to the obstacle is less than or equal to the reference relative distance.

In addition, the vehicle determines that there is a danger of collision with the obstacle if the relative speed of the obstacle is greater than the reference relative speed.

If the vehicle satisfies at least one of a condition in which the relative distance to the obstacle is less than or equal to the reference relative speed, and a condition in which the relative speed of the obstacle is greater than or equal to the reference relative speed, it is possible to determine that there is a danger of collision with the obstacle.

In addition, the vehicle acquires a time to collision (TTC) between the host vehicle and the obstacle based on the relative distance and the relative speed of the acquired obstacle, and if the estimated collision time is less than the reference time, the danger of collision with the obstacle It is also possible to judge that this exists.

If the vehicle satisfies at least one of a condition in which the relative distance to the obstacle is less than or equal to the reference relative distance, a condition in which the relative speed of the obstacle is greater than or equal to the reference relative speed, and a condition in which the estimated collision time obtained is less than or equal to the reference time, an obstacle and a collision risk exist. It is also possible to judge.

As another example, when determining whether a vehicle is in danger of collision with an obstacle, the vehicle may include at least one of a danger corresponding to a relative distance from the obstacle, a danger corresponding to a relative speed with the obstacle, and a danger corresponding to an estimated time of collision with the obstacle. Check, check the current location, check the type of road at the current location identified, check the weight corresponding to the identified road type, adjust the collision risk with obstacles based on the identified weight, and adjust the collision risk It is also possible to judge that a collision risk exists if is above the reference risk.

In addition, when checking the risk of collision with an obstacle, the vehicle has a risk corresponding to the correlation between the relative distance and the speed of the obstacle, a risk corresponding to the correlation between the relative speed with the obstacle and the estimated time of collision, and a collision with the obstacle. It is also possible to check at least one of the risks corresponding to the correlation between the time and the relative distance, and it is also possible to check the risk corresponding to the correlation between the relative distance from the obstacle, the relative speed and the expected collision speed.

As another example, when determining whether a vehicle is in danger of collision with an obstacle, the vehicle checks a weight corresponding to the type of road, and checks at least one of a reference relative distance, a reference relative speed, and a reference time corresponding to the identified weight, and the obstacle If the relative distance of the obstacle is below the reference relative distance, it is determined that there is a risk of collision with the obstacle, and if the relative speed of the obstacle is greater than the reference relative speed, it is determined that there is a risk of collision with the obstacle. It is also possible to judge that there are obstacles and dangers of collision.

For example, if a vehicle is a back road or an alleyway, it is determined that there is a collision risk when the relative distance to the obstacle is closer based on the reference relative distance reduced by a certain distance compared to the reference relative distance of the highway, or the reference of the highway Based on the reference relative speed increased by a certain speed relative to the relative speed, it is determined that a collision risk exists when the relative speed with the obstacle is faster, or an obstacle based on the reference time reduced by a certain time compared to the reference time on the highway When the expected collision time with the is shorter, it is possible to determine that a collision risk exists.

If the next vehicle determines that there is a danger of collision with an obstacle, the image information obtained from the second image acquisition unit 131, the first pressure detection unit 132, the second pressure detection unit 133, the speed detection unit 124, and the steering angle Based on each detected information detected by the detection unit 134, the driver's intention information is obtained (203), and based on the obtained driver's intention information, it is determined (504) whether there is an intention to avoid an obstacle where a collision risk exists. .

At this time, the vehicle may output a warning when it is determined that there is no intention to avoid while there is a danger of collision with an obstacle, and stop output of the warning when it is determined that there is an intention to avoid.

The configuration for obtaining the driver's intention information will be described in more detail.

The vehicle checks the position of the obstacle to be avoided and checks at least one reference steering information among a reference steering angle, a reference steering angular velocity, and a reference steering torque corresponding to the position information on the identified obstacle position.

Here, the reference steering angle corresponding to the position information of the obstacle may be a value previously obtained by experiment, and the reference steering angular velocity corresponding to the position information of the obstacle may also be a value obtained by experiment and stored in advance, and the position information of the obstacle The reference steering torque corresponding to may also be a value obtained by experiment and stored in advance.

The vehicle checks at least one of the steering angle, steering angular speed, and steering torque corresponding to the steering wheel operation information, and compares the identified steering information with the reference steering information to determine whether there is an intention to avoid.

Here, the steering wheel operation information may be a steering angle detected when the steering wheel is operated, a steering angular speed detected when the steering wheel is operated, or a steering torque detected when the steering wheel is operated.

In addition, the vehicle can also obtain the steering angle speed from the detected steering angle, and it is also possible to obtain the steering angle from the steering angle speed.

More specifically, the vehicle compares the obtained steering angle corresponding to the operation of the steering wheel with the reference steering angle, and if the obtained steering angle is greater than or equal to the reference steering angle, it is determined that there is an intention to avoid.

The vehicle compares the obtained steering angular velocity corresponding to the operation of the steering wheel with the reference steering angular velocity, and if the obtained steering angular velocity is greater than or equal to the reference steering angular velocity, it is determined that there is an intention to avoid.

The vehicle compares the obtained steering torque corresponding to the operation of the steering wheel with the reference steering torque, and if the obtained steering torque is greater than or equal to the reference steering torque, it is determined that there is an intention to avoid.

In addition, the vehicle may also determine whether there is an intention of avoiding the driver when it is determined that the steering wheel operation signal is received and when the steering wheel operation signal is received.

If it is determined that there is no intention to evade, the next vehicle determines whether the driver is focused (205) and outputs a warning (206) if it is determined that the driver is not focused.

More specifically, the vehicle may recognize the driver's face based on the image information obtained by the second image acquisition unit 131, recognize the driver's gaze from the recognized face, and track the recognized gaze in real time. .

The vehicle can recognize the direction the driver is looking based on the driver's gaze, and it is also possible to recognize the object viewed by the driver based on the image information of the road obtained from the first image acquisition unit 121.

The vehicle can predict the concentration of the driver based on the driver's gaze. Here, the concentration degree means a concentration state corresponding to whether the driver concentrates. In addition, the focused state may include a forward gaze state.

Accordingly, the vehicle may determine that the driver is in the focused state when it is determined that the driver is looking forward, and may determine that the driver is not focused when it is determined that the driver is looking in a different direction than the front. At this time, the vehicle may output a message 'Please keep an eye on the front' through a display or a vehicle terminal, or may output a voice 'Please keep an eye on the front' through a sound output unit.

If the driver is in a concentrated state, the vehicle determines a necessary operation to be performed by the driver based on the position information of the obstacle, and determines whether a pedal intention exists based on the driver's intention information.

For example, if it is determined that the vehicle is located at the rear of the vehicle of the obstacle where the danger of collision exists, it may be determined that acceleration is required as a necessary action, and it is necessary when it is determined that the vehicle is located in front of the vehicle of the obstacle where the danger of collision exists. It can be determined that braking is necessary by the operation.

Determining whether there is an intention to operate the pedal may determine that there is an intention to operate the pedal when pressure information is received from the accelerator pedal 113 or pressure information is received from the brake pedal 112. The intention of the driver to operate the pedal will be described in more detail.

The vehicle may determine that a braking intention exists when pressure information is received from the accelerator pedal 113 or pressure information is received from the brake pedal 112 in a situation in which a braking operation is required. If pressure information is received from 113, or pressure information is received from the brake pedal 112, it may be determined that an intention to accelerate exists.

Here, the pressure information of the brake pedal and the pressure information of the accelerator pedal may be pedal intention information operated by the driver.

More specifically, when the pressure information is received from the brake pedal 112, the vehicle may determine that there is an intention to operate the pedal.

When the pressure information detected by the first pressure detection unit 132 is received, the vehicle acquires a pressure level corresponding to the received pressure information, and if the pressure level (bar) of the obtained brake pedal is equal to or greater than a preset first reference pressure level It can be determined that there is an intention to operate the pedal.

In addition, the vehicle may determine that there is an intention to operate the pedal when the time at which the pressure of the brake pedal is maintained at a predetermined pressure level or higher is equal to or greater than the first predetermined time.

When the vehicle receives the pressure information detected by the first pressurization detection unit 132, the pressure change according to the time is checked to obtain the pressurization speed of the brake pedal 112, and the obtained pressurization speed of the brake pedal (mm / s) When is equal to or greater than a preset first reference pressure, it may be determined that an intention to operate the pedal exists.

In addition, the vehicle may determine that there is an intention to operate the pedal if the time at which the pressurizing speed (mm / s) of the brake pedal is maintained above the preset first reference pressurizing speed is equal to or greater than the second predetermined time.

When the vehicle receives the pressure information detected by the first pressurization detecting unit 132, it checks the change in the pressurization speed according to the change in time to obtain the pressurization acceleration of the brake pedal, and the obtained pressurization speed of the brake pedal (mm / s) When is equal to or greater than a preset first reference pressure, it may be determined that an intention to operate the pedal exists.

In addition, the vehicle may determine that there is an intention to operate the pedal if the time at which the pressurizing speed (mm / s) of the brake pedal is maintained at a preset first reference pressure or higher is equal to or greater than a third predetermined time.

The vehicle may acquire a pressurized position of the brake pedal based on the magnitude of the pressure applied to the brake pedal.

In addition, the vehicle may further include a first position detection unit (not shown) disposed adjacent to the brake pedal, and it is also possible to obtain a press position of the brake pedal based on the detection information detected by the first position detection unit (not shown). .

At this time, the vehicle may determine that there is an intention to operate the pedal when the change amount (mm) of the position of the brake pedal is greater than or equal to the preset first reference position change amount.

In addition, the vehicle may determine that the intention to operate the pedal exists when the amount of time (mm) of the change in the position of the brake pedal is maintained above the preset first reference position change amount is greater than or equal to the fourth predetermined time.

As such, the vehicle may recognize the driver's intention to operate the pedal based on at least one of the pressurizing speed of the brake pedal, the magnitude of the pressure, the pressing position, and the pressing acceleration.

Also, when pressure information is received from the accelerator pedal 113, the vehicle may determine that there is an intention to operate the pedal.

When the vehicle receives pressure information applied to the accelerator pedal, the vehicle may acquire a pressurizing speed of the accelerator pedal based on a change in the magnitude of the pressure applied to the accelerator pedal corresponding to a time change, and the pressurizing speed of the obtained accelerator pedal 113 If (mm / s) is equal to or greater than a preset second reference pressure, it may be determined that there is an intention to operate the pedal.

The vehicle may determine that there is an intention to operate the pedal if the time at which the pressurization speed (mm / s) of the accelerator pedal 113 is maintained above the preset second reference pressurization speed is greater than or equal to the fifth predetermined time.

The vehicle obtains the pressurizing acceleration of the accelerator pedal 113 based on the pressurizing speed change corresponding to the change in time, and the pedal if the obtained pressurizing acceleration (mm / s2) of the accelerator pedal 113 is equal to or greater than a preset second reference pressurizing acceleration It can be judged that there is an intention to operate.

The vehicle may determine that the intention to operate the pedal exists if the time at which the pressurizing acceleration (mm / s2) of the accelerator pedal 113 is maintained above the preset second reference pressurizing acceleration is equal to or greater than the sixth predetermined time.

The vehicle can acquire the position of the accelerator pedal based on the magnitude of the pressure applied to the accelerator pedal.

The vehicle further includes a second position detection unit (not shown) disposed adjacent to the accelerator pedal 113, and the control unit 140 presses the accelerator pedal based on the detection information detected by the second position detection unit (not shown). It is also possible to acquire a location.

The vehicle may acquire a position change amount of the accelerator pedal based on a change in the position of the accelerator pedal corresponding to a time change, and the obtained change amount (mm) of the position of the accelerator pedal 113 is greater than or equal to a preset second reference position change amount If it is, it can be determined that there is an intention to operate the pedal.

The vehicle may determine that there is an intention to operate the pedal if the amount of time (mm) of the position change of the accelerator pedal 113 is maintained above the preset second reference position change amount is equal to or greater than the seventh predetermined time.

In this way, the vehicle can determine the intention to operate the pedal based on at least one of a pressurizing speed of the accelerator pedal, a pressing acceleration of the accelerator pedal, and a position change amount of the accelerator pedal.

That is, if the vehicle determines that the determined necessary operation is the braking operation (208), determines whether the brake pedal has been operated (209), and if it is determined that the brake pedal has not been operated, determines that the accelerator pedal has been operated by the driver and accelerates by accelerator operation. Limits and outputs a warning 210.

In other words, although the driver intended to operate the pedal, it can be determined that the pedal operated by the driver is not a brake pedal, but an accelerator pedal due to a driver's mistake. Accordingly, the vehicle limits the driving force of the vehicle generated by the accelerator pedal.

That is, the vehicle can limit the acceleration of the vehicle by limiting the amount of acceleration that can be accelerated by the accelerator pedal to a preset ratio of 30%. Here, limiting the acceleration amount to 30% may include limiting the throttle to 30%.

In addition, the vehicle can limit the maximum acceleration amount of the vehicle, and it is also possible to limit the acceleration amount for each pressure applied to the accelerator pedal.

It is also possible to output a warning to increase the volume of the engine rotational speed (RPM) when the pressure applied to the accelerator pedal is greater than the set pressure, so that the driver is aware that the accelerator pedal is being operated.

To output a warning, press the accelerator pedal through the sound output section. It is also possible to output a voice saying 'Please take your foot off the accelerator pedal'.

To output a warning, use at least one of the display unit and the vehicle terminal, and press the accelerator pedal. It is also possible to print the message 'Please take your foot off the accelerator pedal'.

Outputting the warning may include outputting a vibration through the seat of the driver's seat or a seat belt.

Then, the vehicle switches 211 the operation mode of the accelerator pedal. That is, the vehicle can convert the operation by the operation of the accelerator pedal to the operation for performing braking.

Here, switching the operation mode of the accelerator pedal may include shifting control of the accelerator pedal to the vehicle, and may include informing the driver.

At this time, the vehicle may control the braking device so that the braking force is generated based on the pressure information applied to the accelerator pedal.

The vehicle determines whether the brake pedal is operated by the driver in a state in which the operating mode of the accelerator pedal is switched (212), and when the brake pedal is operated by the driver, the operation mode of the accelerator pedal is returned (213).

That is, the vehicle can convert the operation by operating the accelerator pedal into an operation for accelerating. At this time, the vehicle may control the power unit to generate an acceleration force based on the pressure information applied to the accelerator pedal.

Here, returning the operation mode of the accelerator pedal may include shifting control of the operation of the accelerator pedal to the driver.

The vehicle can release the acceleration limit by pressing the accelerator pedal and stop the warning output.

When the vehicle determines that the determined necessary operation is an acceleration operation (214), it determines whether the accelerator pedal has been operated (215), and if it is determined that the accelerator pedal has not been operated, the driver determines that the brake pedal has been operated and brakes by brake pedal operation. Limit and print a warning (216).

In other words, although the driver intended to operate the pedal, it can be determined that the pedal operated by the driver is not an accelerator pedal, but a brake pedal caused by a driver's mistake. Accordingly, the vehicle limits the braking force of the vehicle generated by the brake pedal.

That is, the vehicle can limit the braking of the vehicle by limiting the braking force that can be braked by the brake pedal to 30%, which is a preset ratio.

In addition, the vehicle can limit the maximum braking force of the vehicle, and it is also possible to limit the braking force for each pressure applied to the brake pedal.

To output a warning, 'press the brake pedal through the sound output. It is also possible to output the voice 'Please take your foot off the brake pedal'.

To output the warning, use at least one of the display unit and the vehicle terminal to 'press the brake pedal. It is also possible to print the message 'Please take your foot off the brake pedal'.

Outputting the warning may include outputting a vibration through the seat of the driver's seat or a seat belt.

The vehicle determines whether the accelerator pedal is operated by the driver in the state of outputting a warning (217) and releases the braking restriction (218) when it is determined that the accelerator pedal is operated by the driver.

That is, the vehicle can convert the operation by operating the brake pedal into an operation for performing braking. At this time, the vehicle may control the braking device so that the braking force is generated based on the pressure information applied to the brake pedal.

In summary, as shown in FIG. 5, the vehicle determines the driver's intention to operate the pedal (Section A), outputs a warning about the pedal misoperation (Section B), and switches the operation mode (Section C). Then, when the driver recognizes the pedal misoperation and operates the pedal corresponding to the required operation (section D), the limit control may be released and the operation mode may be returned (section E).

During section A, if the driver is in a concentrated state in the presence of an obstacle and a collision risk, the vehicle determines whether to avoid, and if it is determined that there is no intention to avoid, determines whether a braking operation is necessary and an accelerator when it is determined that a braking operation is necessary. By determining whether pressure information is received from the pedal or brake pedal, it is possible to determine the driver's intention in the event of a collision.

When the vehicle determines that the accelerator pedal is operated in a situation in which a braking operation is required during section B, the vehicle outputs a warning about a malfunction of the pedal and performs acceleration limitation.

The vehicle determines whether the operation of the accelerator pedal is maintained while outputting a warning about a pedal misoperation during section C. If it is determined that the operation of the accelerator pedal is maintained, a braking force is generated by switching the operation mode of the accelerator pedal. . Inform the driver.

During section D, the vehicle determines whether the operation of the accelerator pedal is maintained in the state of outputting a warning about the pedal misoperation. At this time, if it is determined that the operation of the accelerator pedal is released, the braking force is maintained and the warning output is stopped.

During the E section, if it is determined that the brake pedal is pressurized, the vehicle returns to the operation mode of the accelerator pedal so that an acceleration force is generated in response to the pressurization of the accelerator pedal.

It is also possible for the vehicle to inform the primary danger by warning lights of clusters or side mirrors, to perform visual warnings with warning lights, and to output vibrations through the seat belt at the same time.

In addition, the vehicle can always maintain the brake in a pre-fill state, which enables immediate braking.

In addition, when an extremely dangerous situation in which it is difficult to avoid collision with an obstacle occurs, the vehicle automatically decelerates within a certain limit (Pre brake), activates a variable brake assist system (BAS) function according to the risk, and activates the seat belt. It is also possible to pull the driver's body into close contact with the seat.

Meanwhile, the disclosed embodiments may be implemented in the form of a recording medium that stores instructions executable by a computer. Instructions may be stored in the form of program code, and when executed by a processor, may generate program modules to perform operations of the disclosed embodiments. The recording medium may be embodied as a computer-readable recording medium.

The computer-readable recording medium includes all kinds of recording media storing instructions that can be read by a computer. For example, there may be a read only memory (ROM), a random access memory (RAM), a magnetic tape, a magnetic disk, a flash memory, and an optical data storage device.

The disclosed embodiments have been described with reference to the accompanying drawings as described above. Those skilled in the art to which the present invention pertains have different forms from the disclosed embodiments without changing the technical spirit or essential features of the present invention. It will be understood that the invention can be practiced with. The disclosed embodiments are illustrative and should not be construed as limiting.

100: vehicle 111: steering wheel
112: brake pedal 113: accelerator pedal
120: driving situation information acquisition unit 130: intention information acquisition unit

Claims (23)

A driving situation information obtaining unit that acquires information corresponding to the driving situation;
An intention information acquisition unit that acquires information corresponding to the driver's intention; And
Obtain position information of an obstacle based on information obtained from the driving condition information acquisition unit, determine whether there is a collision risk with the obstacle based on the position information with the obstacle, and determine that there is a collision risk with the obstacle When it is determined, a necessary operation is determined based on the location information of the obstacle, a driver's intention to operate the pedal is determined based on the information obtained from the intention information obtaining unit, and the determined driver's intention to operate the pedal and the determined required operation If it is different, the control unit determines that the pedal is misoperated; And
A vehicle including a sound output unit outputting a warning corresponding to the pedal misoperation. According to claim 1,
The driving situation acquiring unit includes a distance detecting unit that detects information on the distance to the obstacle, and a speed detecting unit that detects the traveling speed,
The control unit acquires at least one of a relative distance, a relative speed, and an estimated collision time with the obstacle based on a distance and a traveling speed from the obstacle, and the obtained relative distance, relative speed, and expected collision time with the obstacle And determining whether there is an obstacle and a moving hazard based on at least one. According to claim 1,
The driving situation acquiring unit includes a distance detecting unit that detects information on the distance to the obstacle, and a speed detecting unit that detects the traveling speed,
The control unit acquires a relative distance, relative speed, and an estimated collision time with respect to the obstacle based on a distance and a traveling speed from the obstacle and a risk corresponding to the obtained relative distance from the obstacle and the obtained relative speed. And determining whether there is an obstacle and a moving hazard based on at least one of a corresponding risk and a risk corresponding to the obtained collision prediction time. The method of claim 3,
The driving situation acquiring unit further includes a location receiving unit for receiving location information about the current location,
The control unit further comprises: checking the type of the road corresponding to the received location information, checking a weight corresponding to the identified type of road, and adjusting the at least one risk based on the identified weight vehicle. According to claim 1,
The intention information acquisition unit includes a first pressure detection unit for detecting the pressure applied to the brake pedal, and a second pressure detection unit for detecting the pressure applied to the accelerator pedal,
The control unit, when the pressure information is received from any one of the first pressure detection unit and the second pressure detection unit, the vehicle comprising determining that the driver intends to operate the pedal. The method of claim 5, wherein the control unit,
And when the pressure information is received from the second pressing force detection unit when the determined required operation is the braking operation, the vehicle comprising limiting the acceleration amount by a preset ratio. The method of claim 5, wherein the control unit,
A vehicle that includes a control mode for switching the operation mode of the accelerator pedal to generate a braking force when the determined necessary operation is a braking operation. The method of claim 7, wherein the control unit,
A vehicle comprising, during switching control of the operation mode of the accelerator pedal, when pressure information is received from the first pressure detection unit, controlling the operation mode of the accelerator pedal to perform acceleration control. The method of claim 5, wherein the control unit,
And when the determined necessary operation is an acceleration operation, when the pressure information is received from the first pressurization detection unit, controlling the braking force by a preset ratio. The method of claim 9, wherein the control unit,
A vehicle comprising, during limit control of the braking force, performing restriction release control of the braking force when pressure information is received from the second pressure detecting unit. According to claim 1,
The intention information obtaining unit includes a steering angle detection unit that detects a steering angle of the steering wheel,
When the steering angle information is received through the steering angle detection unit when there is a danger of collision with the obstacle, the control unit determines that a driver's intention to avoid exists. According to claim 1,
The intention information acquisition unit includes an image acquisition unit that acquires the image of the driver,
The control unit, the vehicle including the driver's eyes in the image of the driver and determining whether the driver is in a focused state based on the recognized position of the eye, and determining the intention to operate the pedal when the driver is determined to be in a focused state. According to claim 1,
And a display unit configured to output a warning corresponding to the pedal misoperation. A driving situation information obtaining unit that acquires information corresponding to the driving situation;
An intention information acquisition unit that acquires information corresponding to the driver's intention; And
Obtain position information of an obstacle based on information obtained from the driving condition information acquisition unit, determine whether there is a collision risk with the obstacle based on the position information with the obstacle, and determine that there is a collision risk with the obstacle When it is determined, a necessary operation is determined based on the location information of the obstacle, a driver's intention to operate the pedal is determined based on the information obtained from the intention information obtaining unit, and the determined driver's intention to operate the pedal and the determined required operation If it is different, the vehicle includes a control unit for limiting the output generated by the pedal operated by the driver. The method of claim 14,
The intention information acquisition unit includes a first pressure detection unit for detecting the pressure applied to the brake pedal, and a second pressure detection unit for detecting the pressure applied to the accelerator pedal,
The control unit, when the pressure information is received from any one of the first pressure detection unit and the second pressure detection unit, the vehicle comprising determining that the driver intends to operate the pedal. The method of claim 15, wherein the control unit,
And when the pressure information is received from the second pressurization detection unit when the determined necessary operation is the braking operation, the vehicle comprising limiting the acceleration amount by a preset ratio. The method of claim 15, wherein the control unit,
When the determined necessary operation is the braking operation, the operation mode of the accelerator pedal is switched to control the braking force to be generated, and during the control operation of the operation mode of the accelerator pedal, when pressure information is received from the first pressure detection unit, the accelerator A vehicle comprising controlling an operation mode of a pedal to return to perform acceleration control. The method of claim 15, wherein the control unit,
When the determined necessary operation is an acceleration operation, when pressure information is received from the first pressure detection unit, the braking force is limitedly controlled by a preset ratio, and during the limit control of the braking force, when pressure information is received from the second pressure detection unit The vehicle comprising the control of lifting the limit. Obtain the position information of the obstacle based on the information obtained from the driving situation information acquisition unit,
It is determined whether there is a danger of collision with the obstacle based on the location information with the obstacle,
When it is determined that there is a danger of collision with the obstacle, a necessary operation is determined based on the location information of the obstacle,
Based on the information obtained from the intention information acquisition unit to determine the driver's intention to operate the pedal,
When pressure information of the accelerator pedal is received when the determined necessary operation is the braking operation, the amount of acceleration is limitedly controlled by a preset ratio,
When pressure information of the brake pedal is received when the determined necessary operation is an acceleration operation, the braking force is limitedly controlled by a preset ratio,
And outputting a warning corresponding to a pedal misoperation if the determined driver's intention to operate the pedal is different from the determined required operation. The method of claim 19,
And controlling the operation mode of the accelerator pedal to generate a braking force when the determined necessary operation is a braking operation. The method of claim 19, wherein determining whether there is an obstacle and a moving hazard exists,
Obtain at least one of a relative distance from the obstacle, a relative speed, and an estimated collision time based on the distance from the obstacle and the driving speed,
And determining whether there is an obstacle and a moving hazard based on at least one of the obtained relative distance, relative speed, and expected collision time with the obstacle. The method of claim 19, wherein determining whether there is an obstacle and a moving hazard exists,
Check the type of road corresponding to the current location information of the vehicle,
Check the weight corresponding to the identified type of road,
Obtaining a relative distance from the obstacle, a relative speed and an estimated collision time based on the distance from the obstacle and the driving speed,
Confirming at least one of a risk corresponding to a relative distance from the obtained obstacle, a risk corresponding to the obtained relative speed, and a risk corresponding to the estimated expected collision time,
And adjusting the identified at least risk based on the identified weight. The method of claim 19, wherein outputting the warning,
A method of controlling a vehicle comprising outputting at least one of sound, message and vibration.

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