KR102125322B1 - Apparatus and Method for Rear Collision Avoiding, and Vehicle Control Apparatus with the same - Google Patents

Abstract

The present embodiment relates to a vehicle control device or a rear collision prevention device, and after a rear emergency braking function is released by a driver's braking input in an operation such as reverse parking, an engine operation, a vehicle after the rear emergency braking function release time Optimal setting of the re-operation condition to perform the re-operation of the rear emergency braking function based on the moving speed, the vehicle moving distance, the distance from the initial stop position to the obstacle after release, etc., thereby ensuring both convenience and stability of the driver can do.

Description

Apparatus and Method for Rear Collision Avoiding, and Vehicle Control Apparatus with the same}

The present invention relates to a vehicle rear collision prevention apparatus and method, and more particularly, to a technique for setting a re-operation condition after disabling the vehicle rear collision prevention apparatus and re-operating the rear collision prevention function accordingly.

Recently, due to the improvement of vehicle control technology, various driver assistance systems (DAS) have been developed, and among these DAS systems, the steering angle or braking force of the vehicle is controlled regardless of the driver's intention to secure vehicle stability or convenience. The ability to increase is being developed.

Among these DAS systems, there is a rear collision prevention system or a rear emergency braking system (R-AEB) that automatically brakes a vehicle without driver intervention when a rear collision is predicted when the vehicle is retracted.

When such a rear collision prevention or rear emergency braking system is used, stability can be secured by preventing collision with an unidentified obstacle existing in the rear in the reverse parking process.

The rear collision avoidance or rear emergency braking system operates automatically in the reverse shifting state and a constant speed range, and the braking force is independent of the driver control if there is no braking input from the driver until the distance to the rear obstacle reaches the control start threshold distance. And control the vehicle to stop at the stop position, which is the position where the distance from the rear obstacle reaches the first threshold.

In addition, the rear collision avoidance or rear emergency braking system may be designed to release the automatic braking function, that is, the rear emergency braking system function, when there is a braking input of a driver in a process in which automatic braking control is performed.

For example, in reverse parking, there may be a case where the rear emergency braking system has to stop at a more advanced position than the set stop position due to the narrowness of the parking space, and accordingly, the driver can operate the emergency braking system through the braking pedal operation. Can be unlocked.

However, if there is no clear regulation on the conditions for reactivation of the emergency braking system again after the emergency braking system is released, there is a possibility of causing inconvenience to the driver.

In this background, the object according to an embodiment of the present invention, after the rear emergency braking function is released by the driver's braking input in the rear emergency braking system or the rear collision prevention device, restarting the rear emergency braking system By setting conditions, it is to provide a method for securing both convenience and stability of the driver.

Another object of the present invention, after the rear emergency braking function is released by the driver's braking input in an operation such as reverse parking, whether the engine operates, the vehicle moving speed after the release point of the rear emergency braking function, the vehicle moving distance, after the release The present invention is to provide a method for securing both convenience and stability of a driver by optimally setting a re-operation condition for performing a re-operation of a rear emergency providing function based on a distance from an initial stop position to an obstacle.

In order to achieve the above object, the present invention in one aspect, in order to detect a rear obstacle, an image sensor for capturing image data with a field of view outside the vehicle rear and sensing data for detecting a distance to a rear obstacle in the vehicle It includes a rear sensor including one or more of the non-image sensor, and a controller for controlling the behavior of the vehicle to prevent collision with the rear obstacle, wherein the controller is a processor that processes one or more of the image data and sensing data Including, the controller performs an automatic braking by applying a braking force to the vehicle when a collision with a rear obstacle is imminent, deactivating the automatic braking control when there is a braking input by the driver during the automatic braking operation, and deactivating the automatic braking control After the point of view, it is operated to restart the automatic braking control by determining the re-operation of the automatic braking control based on one or more of the engine operating state, the vehicle moving speed, the vehicle moving distance, and the distance from the initial stop position to the obstacle after release. Provide a possible vehicle control device.

At this time, the controller automatically adjusts the braking force to the vehicle based on one or more of the detected distance to the rear obstacle and the collision prediction time (TTC) with the rear obstacle, and during braking control of the automatic controller A function release control unit for deactivating the function of the automatic braking control unit when there is a braking input from the driver, and an engine operating state, vehicle moving speed, vehicle moving distance, and obstacles at an initial stop position after being released after the deactivation time of the automatic braking control unit And a re-operation control unit determining a re-operation of the automatic braking control unit based on one or more of the separation distances and restarting the automatic braking control unit.

At this time, the automatic braking control unit automatically meets when at least one of the distance condition that the distance to the rear obstacle reaches the control start threshold distance and the time condition that the collision prediction time to the rear obstacle reaches the control start threshold TTC is satisfied. After braking is started, when there is no braking input from the driver, a braking force is applied irrespective of driver control to control the vehicle to stop at a stop position, which is a position at which the distance from the rear obstacle reaches the first threshold.

In addition, the re-operation control unit includes a first condition in which engine OFF occurs at least once after the deactivation time of the automatic braking control unit, and a vehicle moving speed reaches a re-operation speed threshold after the deactivation time of the automatic braking control unit. The second condition, the third condition in which the moving distance of the vehicle reaches the re-operation moving distance threshold after the deactivation time of the automatic braking control unit, and the first stop position to the rear obstacle after the deactivation time of the automatic braking control unit When the distance satisfies one or more of the fourth condition that is equal to or greater than the re-operation separation distance threshold, the re-operation of the automatic braking control unit may be determined.

In addition, the re-operation speed threshold of the second condition may be 5 km/s, the re-operation movement distance threshold of the third condition is 3 meters, and the re-operation separation distance threshold of the fourth condition may be 1 meter. have.

According to another embodiment of the present invention, the automatic braking control unit for automatically applying braking power to the vehicle based on the distance from the rear sensor of the vehicle to the rear obstacle detected or the collision prediction time (TTC) with the rear obstacle, and the automatic When the release condition of at least one of the driver's braking input and the driver's acceleration input is satisfied during braking control of the braking control unit, the function release control unit deactivating the function of the automatic braking control unit, and the engine operating state after the deactivation time of the automatic braking control unit, A rear collision including a re-operation control unit determining a re-operation of the automatic braking control unit based on one or more of a vehicle moving speed, a vehicle moving distance, and a distance from an initial stop position to an obstacle after release, and restarting the automatic braking control unit. Prevention devices (R-AEB) can be provided.

In another embodiment of the present invention, an automatic braking control step of automatically applying a braking force to a vehicle based on at least one of a distance from a rear sensor of a vehicle to a rear obstacle detected by the vehicle and a collision prediction time (TTC) with the rear obstacle, and , A function release control step of deactivating the automatic braking control function when there is a braking input of the driver during the braking control of the automatic control step, and an engine operating state, vehicle moving speed, vehicle moving distance after the deactivation time of the automatic braking control function, Provides a method for preventing rear collision, including a re-operation control step of determining the re-operation of the automatic braking control unit based on at least one of the separation distances from the initial stop position to the obstacle after the release, and restarting the automatic braking control unit. Can be.

In addition, according to another embodiment, one of an image sensor disposed in a vehicle and having a field of view outside the vehicle and capturing image data and a non-image sensor disposed in the vehicle to capture sensing data to detect one of objects around the vehicle And an integrated control unit including a processor for processing at least one of image sensor captured by the image sensor and sensing data captured by the non-image sensor, wherein the integrated control unit includes the image oath. Automatic braking is performed by applying a braking force to a vehicle when a collision with a rear obstacle is imminent, at least in part, by using at least partially one of image data processing captured by and processing of sensing data captured by the non-image sensor, If there is a braking input from the driver during the automatic braking operation, the automatic braking control is deactivated.After the deactivation of the automatic braking control, the engine operating state, vehicle moving speed, vehicle moving distance, and separation distance from the initial stop position to the obstacle after release Provided is a vehicle control device operable to determine the re-operation of the automatic braking control based on one or more of the re-operating the automatic braking control.

According to an embodiment of the present invention as will be described below, after the rear emergency braking function is released by the driver's braking input in the rear emergency braking system or the rear collision prevention device, restarting the rear emergency braking system By setting the conditions, it is possible to secure both convenience and stability of the driver.

More specifically, after the rear emergency braking function is canceled by the driver's braking input in an operation such as reverse parking, the engine operates, the vehicle moving speed after the rear emergency braking function is released, the vehicle moving distance, and the first stop after release By optimally setting the re-operation condition for performing the re-operation of the rear emergency braking function based on the distance from the position to the obstacle, etc., it is possible to secure both the convenience and stability of the driver.

1 is a view for explaining the operating principle of the rear emergency braking system to which the present embodiment is applied.
2 is a description of a situation to which the present embodiment is applied, and shows a situation in which a reverse parking is performed in a parking area located at the rear.
FIG. 3 shows a case where the rear emergency braking system which is separated from FIG. 1 is operated in the same state as in FIG. 2.
4 is a flowchart of the reverse parking process of FIG. 3.
5 is a block diagram for each function of the vehicle control apparatus and the rear collision prevention apparatus according to the present embodiment.
6 is a schematic flowchart of a rear collision prevention method according to the present embodiment.
7 is a detailed flowchart of a method for preventing rear collision according to the present embodiment.

Hereinafter, some embodiments of the present invention will be described in detail with reference to exemplary drawings. In adding reference numerals to the components of each drawing, the same components may have the same reference numerals as possible even though they are displayed on different drawings. In addition, in describing the present invention, when it is determined that detailed descriptions of related well-known structures or functions may obscure the subject matter of the present invention, detailed descriptions thereof may be omitted.

In addition, in describing the components of the present invention, terms such as first, second, A, B, (a), and (b) may be used. These terms are only for distinguishing the component from other components, and the essence, order, order, or number of the component is not limited by the term. When a component is described as being "connected", "coupled" or "connected" to another component, the component may be directly connected to or connected to the other component, but different components between each component It will be understood that the "intervenes" may be, or each component may be "connected", "coupled" or "connected" through other components.

1 is a view for explaining the operating principle of the rear emergency braking system to which the present embodiment is applied.

As shown in FIG. 1, in the rear emergency braking (hereinafter, also referred to as R-AEB) system, it operates when the vehicle speed is 0 or higher in the reverse shift gear state, and uses a rear sensor mounted on the rear of the vehicle to the rear obstacle. The distance and collision prediction time (Time-To-Collision; TTC) are measured.

When the distance to the rear obstacle and/or TTC falls within the warning area, the driver is alerted. When the distance to the rear obstacle and/or TTC falls into the emergency braking area, braking is automatically performed even if there is no braking input from the driver. .

That is, when only the distance to the rear obstacle is referenced, a warning is performed when the distance to the rear obstacle reaches d2, and automatic braking is started when d1 is reached.

In this way, in the R-AEB system, when there is a rear obstacle when reversing the vehicle, warning and automatic braking are performed to prevent rear collision.

FIG. 2 is a description of a situation in which the present embodiment is applied, and shows a situation in which the vehicle is parked backward in a parking area located at the rear, and FIG. 3 is a rear emergency braking system separated from FIG. 1 being operated in the same state as in FIG. 2. It shows the case.

On the other hand, when the R-AEB system is in operation, and when retreating to park the vehicle in the retracted parking space PA as shown in FIG. 2, the edge of the retracted parking space even without entering the parking space By measuring the distance from the protruding area, emergency braking can be performed without entering the desired parking space.

As shown in FIG. 3, when the vehicle reaches the emergency braking start position P1 during reverse parking, the R-AEB system automatically applies braking force and stops at the emergency braking stop position P2.

However, if the driver drives manually, in order to park in the designated parking space, the driver starts braking at the driver's braking start position P1' and consequently stops at the driver's braking stop position P2'.

In this way, the vehicle may be automatically braked by the R-AEB system even when the driver does not reach the desired stop position during reverse parking, which may cause inconvenience to the driver.

This case is not generated only in the retracted parking space as shown in FIG. 2, but may also occur when the other vehicle is parked on both sides or when the parking space needs to be completed by entering deep into the rear even if it is a normal parking space.

On the other hand, in the general R-AEB system, when the R-AEB system function is activated, that is, when the automatic braking force is applied, when the driver's braking input is the driver's acceleration input, the R-AEB function is deactivated or released. Can be.

For example, in a state in which the automatic braking force is applied between the automatic braking start position P1 and the automatic braking stop position P2 in the reverse state as illustrated in FIG. 3, a driver braking input may be generated due to an action such as a driver pressing the brake pedal, or the like. When there is a driver acceleration input due to acts such as depressing an accelerator pedal, the R-AEB system recognizes that the driver does not want the emergency automatic braking, and accordingly deactivates or deactivates the R-AEB function.

As such, if the R-AEB function is maintained in a deactivated or released state, a problem that prevents a rear collision from occurring may occur, and for this purpose, an R-AEB that starts operation again after the R-AEB function is released. Re-operation conditions must also be set.

On the other hand, in the general R-AEB system, as the basic operating condition of the R-AEB, the first condition in the reverse state and the second condition in which the vehicle speed is 0 or more are set, and if only the first condition and the second condition are satisfied, the R-AEB Can restart.

As described above, it is common for the R-AEB operating condition to be the same as the R-AEB re-operation condition after the R-AEB function is released, which may cause inconvenience to the driver.

That is, in the state as shown in FIG. 3, the driver wishes to enter the driver's desired braking position P2', which is the desired stationary position. The automatic braking starts at the automatic braking start position P1 by the R-AEB operation and the automatic braking stop position. Since the vehicle is stopped at P2, the driver applies a driver braking force or driver acceleration input between positions P1 to P2, and accordingly the R-AEB function is released.

In this state, the driver intends to stop the vehicle at the driver's braking stop position P2' as shown in FIG. 3 by moving forward a certain distance and then back again, or immediately backing further.

However, when the R-AEB function is released and then re-backed or re-backed up, the R-AEB operation is started again, so that a problem that a driver cannot enter the desired driver braking stop position P2' may occur.

FIG. 4 is a flowchart of the reverse parking process of FIG. 3, and this phenomenon will be described in detail.

First, a rear object is detected using a rear sensor (S410), and it is determined whether an R-AEB operation is started by comparing the distance to the rear obstacle with a reference value (S420).

When the R-AEB start condition is satisfied, the R-AEB operates by applying an automatic braking force (S430), and determines whether a driver braking input is generated in that state (S440), and the R-AEB function when there is a driver braking input. Disable or deactivate (S450)

In this state, the driver attempts to advance and re-reverse to enter the driver's braking stop position as shown in FIG. 3 (S460), and when re-reverse is in progress, a reverse gear shift state and a vehicle speed of 0 or higher are detected (S460). , Therefore, the R-AEB system restarts (S480) and proceeds to step S410 accordingly.

Of course, if an R-AEB release condition such as a driver's braking input does not occur in the course of the R-AEB operation, the vehicle stops at the automatic braking stop position (S490).

As such, by not setting the R-AEB re-operation condition separately after the R-AEB function is released, a problem that the driver cannot enter the desired rear position may occur.

5 is a block diagram for each function of the vehicle control apparatus and the rear collision prevention apparatus according to the present embodiment.

The vehicle control apparatus according to the present embodiment is largely configured to include a rear sensor 510 that detects a rear obstacle, and a rear collision prevention device 600 that performs release and re-operation control of automatic braking according to the present embodiment. Can be.

The rear sensor 510 is a sensor that is mounted on the rear or side rear of the vehicle and detects a distance, a position, a relative speed, etc. to a rear object, and includes an ultrasonic sensor, a radar sensor, a lidar sensor, and a camera sensor. Can be.

Also, an image sensor that can be used as one of the rear sensors may be a vehicle image sensor represented by a camera, an image system, or a vision system. Such a vehicle image sensor may include a front camera having a vehicle front as a field of view, a rear camera having a vehicle rear as a field of view, and a rear camera having a vehicle side or rear side as a field of view. One or more of the directional cameras may be selectively included, and in this embodiment, a rear camera or a rear camera may be included.

Such a camera performs a function of capturing image data of a vehicle and delivering it to a processor or controller, and the vision system or image sensor according to the present embodiment processes an ECU or image processor having a function of processing captured image data and displaying it on a display, etc. Can hold more

In addition, a vision system or an image sensor in the present embodiment may further include an appropriate data link or communication link, such as a vehicle network bus, for data transmission or signal communication from the camera to the image processor.

In addition, the vehicle to which the present embodiment is applied may further include a non-image sensor such as a radar sensor or an ultrasonic sensor.

The non-image sensor is disposed in a vehicle and functions to capture sensing data in order to detect one of the objects around the vehicle. Specifically, the non-image sensor transmits electromagnetic waves such as radar or ultrasonic waves, and the target object Refers to a sensor that calculates information such as distance and location to a target object by receiving and analyzing a reflected signal.

The radar sensor transmits a high-frequency radar signal of several tens of GHz, receives a reflected signal that is reflected and received from an object, the period between the reception point and the transmission point of the received reflection signal, the distance from the phase change of electromagnetic waves to the object, It means a sensor that calculates angle, relative speed, etc.

The radar sensor or radar system used in the present invention includes at least one radar sensor unit, for example, a front detection radar sensor mounted on the front of the vehicle, a rear radar sensor mounted on the rear of the vehicle, and a side mounted on each side of the vehicle. It may include one or more of a direction or a backside detection radar sensor. Such a radar sensor or a radar system analyzes a transmission signal and a reception signal to process data, and accordingly can detect information about an object, and may include an electronic or control unit (ECU) or processor. Data transmission or signal communication from the radar sensor to the ECU can use a communication link such as a suitable vehicle network bus.

The radar sensor includes one or more transmit antennas for transmitting radar signals and one or more receive antennas for receiving reflected signals received from objects.

On the other hand, the radar sensor according to the present embodiment may adopt a multi-dimensional antenna array and a multiple input multiple output signal transmission/reception method to form a virtual antenna opening larger than an actual antenna aperture.

For example, to achieve horizontal and vertical angular precision and resolution, a two-dimensional antenna array is used. When using a 2D radar antenna array, signals are transmitted and received by two scans (time multiplexed) separately horizontally and vertically, and MIMO can be used separately from 2D radar horizontal and vertical scans (time multiplexed).

More specifically, the radar sensor according to the present embodiment adopts a two-dimensional antenna array configuration composed of a transmitting antenna unit including a total of 12 transmitting antennas (Tx) and a receiving antenna unit including 16 receiving antennas (Rx). It is possible to have a total of 192 virtual receive antenna arrangements.

At this time, the transmission antenna unit is provided with three transmission antenna groups including four transmission antennas, the first transmission antenna group being spaced a predetermined distance in the vertical direction from the second transmission antenna group, and the first or second transmission antenna group The third transmission antenna group and a certain distance (D) in the horizontal direction may be spaced apart.

In addition, the reception antenna unit may include four reception antenna groups including four reception antennas, and each reception antenna group is arranged to be spaced apart in a vertical direction, and the reception antenna unit is a first transmission antenna spaced apart in the horizontal direction. It may be disposed between the group and the third transmit antenna group.

Further, in another embodiment, the antennas of the radar sensors are arranged in a two-dimensional antenna array, for example, each antenna patch has a Rhombus arrangement, thereby reducing unnecessary side lobes.

Alternatively, the two-dimensional antenna array may include a V-shape antenna array in which a plurality of radiation patches are arranged in a V shape, and more specifically, may include two V-shaped antenna arrays. At this time, a single feed is performed at the vertex of each V-shaped antenna array.

Alternatively, the two-dimensional antenna array may include an X-shape antenna array in which a plurality of radiation patches are arranged in an X-shape, and more specifically, may include two X-shape antenna arrays. At this time, a single feed is made to the center of each X-shaped antenna array.

In addition, the radar sensor according to the present embodiment may use a MIMO antenna system in order to realize detection accuracy or resolution in vertical and horizontal directions.

More specifically, in the MIMO system, each transmission antenna may transmit signals having independent waveforms that are distinguished from each other. That is, each transmit antenna transmits a signal of an independent waveform distinguished from other transmit antennas, and each receive antenna can determine from which transmit antenna the reflected signal reflected from the object is transmitted due to the different waveforms of these signals. have.

In addition, the radar sensor according to the present embodiment may include a radar housing accommodating a circuit board and a circuit including a transmitting/receiving antenna, and a radome constituting an external appearance of the radar housing. At this time, the radome is made of a material capable of reducing the attenuation of the transmitted and received radar signals, and the radome may be composed of a front and rear bumper, grille, side body or external surface of a vehicle component.

That is, the radom of the radar sensor may be disposed inside a vehicle grille, bumper, body, or the like, and is disposed as a part of parts constituting the exterior surface of the vehicle, such as a vehicle grille, bumper, and body, thereby improving vehicle aesthetics. It can provide the convenience of mounting a radar sensor.

The ultrasonic sensor also refers to a sensor that emits ultrasonic waves having a frequency greater than that of sound waves and receives/analyzes a reflected signal reflected from an object, thereby calculating a distance, an angle, and a relative speed to the object.

Since such a radar sensor or an ultrasonic sensor can be widely used as a sensor of a vehicle, detailed description thereof will be omitted.

In the present specification, the rear collision prevention device may be used in the same sense as the R-AEB system or R-AEB device, and may be expressed as a controller or an integrated control unit in this embodiment.

That is, the controller according to the present embodiment includes a rear image including at least one of an image sensor capturing image data with a field of view outside the vehicle rear and a non-image sensor capturing sensing data for sensing a distance to a vehicle rear obstacle. And a processor that processes one or more of the image data and sensing data from a sensor.

In addition, the controller or the integrated control unit according to the present embodiment receives and processes information of various vehicle sensors, or mediates the transmission and reception of sensor signals, and the function of performing a re-operation of automatic braking for preventing rear collisions according to the present embodiment. It may be implemented as an integrated control unit (Domain Control Unit; DCU) provided by integrating and the like, but is not limited thereto.

The controller or the integrated control unit controls the behavior of the vehicle to prevent collision with the rear obstacle. When the collision with the rear obstacle is imminent, the vehicle is provided with braking force to perform automatic braking, and the driver's braking input during the automatic braking operation In this case, the automatic braking control is deactivated, and after the deactivation point of the automatic braking control, automatic braking is performed based on one or more of the engine operating state, vehicle moving speed, vehicle moving distance, and separation distance from the initial stop position to the obstacle after release. It is operable to determine the re-operation of the control to re-operate the automatic braking control.

The rear collision avoidance device 600 or the controller or the integrated control unit according to this embodiment largely includes an automatic braking control unit 610 that performs R-AEB control, and a function release control unit that deactivates or releases the R-AEB function in a release condition ( 620) and the re-operation control unit 630 to re-activate the R-AEB function when the re-operation condition is determined after determining whether the R-AEB re-operation condition is satisfied.

Hereinafter, each component constituting the rear collision prevention device 600 according to the present embodiment will be described in detail.

The automatic braking control unit 610 is based on one or more of a distance from a rear sensor 510 including one or more of an image sensor or a non-image sensor to a detected rear obstacle and a collision prediction time (TTC) with the rear obstacle. Performs an R-AEB operation that automatically applies braking force to the vehicle.

Specifically, the automatic braking control unit 610 satisfies at least one of a distance condition in which the distance to the rear obstacle reaches the control start threshold distance and a time condition in which the collision prediction time to the rear obstacle reaches the control start threshold TTC. In the case of starting the automatic braking, if there is no braking input by the driver, the braking force is applied irrespective of the driver control to control the vehicle to stop at the stop position, which is the position where the distance from the rear obstacle reaches the first threshold. .

That is, the automatic braking control unit 610 is independent of the braking input of the vehicle driver when one or more of the conditions of the distance to the rear obstacle is less than a certain level and the collision prediction time to the rear obstacle is less than a certain level is satisfied. The vehicle automatically starts braking, and controls the vehicle to stop at the automatic braking stop position by applying a constant braking force.

Meanwhile, the function release control unit 620 performs a function of deactivating the automatic braking control unit function when a release condition of at least one of a driver's braking input and a driver's acceleration input is satisfied during braking control of the automatic braking control unit 610.

The release condition of the automatic control function is preferably a driver's braking input, but is not limited thereto, and may be a driver's acceleration input or a command for forcibly canceling the automatic braking control.

On the other hand, the re-operation control unit 630 is the engine operating state, the vehicle moving speed, the vehicle moving distance after the time when the automatic braking control unit is deactivated or released by the function release control unit 620 to the obstacle at the initial stop position after release. It is determined whether the re-operation condition of the automatic braking control is satisfied based on one or more of the distances, and when the re-operation condition is satisfied, the automatic braking control unit 510 is re-operated.

The re-operation control unit 630 includes a first condition in which engine OFF occurs at least once after the deactivation time of the automatic braking control unit, and a vehicle moving speed after the deactivation time of the automatic braking control unit reaches a re-operation speed threshold. 2 conditions, the third condition in which the accumulated travel distance of the vehicle reaches the re-operation travel distance threshold after the deactivation time of the automatic braking control section, and the distance from the initial stop position to the rear obstacle after the deactivation time of the automatic braking control section. When one or more of the fourth conditions exceeding the re-operation distance threshold is satisfied, the re-operation of the automatic braking control unit may be determined.

Hereinafter, four re-operation conditions according to the present embodiment will be described in detail as follows.

First, the re-operation control unit 630 reactivates the R-AEB function only when the engine OFF satisfies the first condition that occurs once or more times after the deactivation time of the automatic braking control unit.

Such a first condition is considered to be a state in which it is not necessary to further perform forward and re-reverse or simple re-reverse, as shown in FIG. 3, when the ignition is turned off more than once after the R-AEB is released and then the ignition is turned on again. It is possible to restart the R-AEB.

In addition, the re-operation control unit 630 re-activates the R-AEB function only when the second condition that the vehicle movement speed reaches the re-operation speed threshold after the deactivation time of the automatic braking control unit is satisfied.

When the vehicle is moved forward or re-backed after the R-AEB function is canceled, the vehicle moves only at a level that corrects the parking position as shown in FIG. 3, so the vehicle moving speed is above a certain level, that is, above the re-operation speed threshold. In this case, the R-AEB is restarted because it can be regarded as not in the state shown in FIG. 3.

At this time, it is preferable that the reoperation speed threshold for determining the second condition is 5 km/s.

That is, the re-operation speed threshold according to the second condition is a threshold for determining whether to perform fine vehicle movement control after R-AEB release, and may be set to a constant vehicle speed Akm/s, but several simulation results In the driver's manual vehicle control in the environment as shown in FIG. 3, considering the fact that the vehicle speed is 5 km/s or less, the threshold for re-operation speed is determined to be 5 km/s.

In addition, the re-operation control unit 630 reactivates the R-AEB function only when the third condition that the vehicle travel distance reaches the re-operation travel distance threshold value after the deactivation time of the automatic braking control unit is reached.

When the vehicle is moved forward or re-backed up after the R-AEB function is released, the vehicle moves only to the extent that the driver corrects the parking position as shown in FIG. 3, so the moving distance of the vehicle is greater than a certain value, that is, the re-operation moving distance threshold If it is abnormal, it can be seen that it is not in the state shown in FIG. 3, so that the R-AEB is restarted.

At this time, it is preferable that the re-operation movement distance threshold for determining the third condition is 3 m.

That is, the re-operation movement distance threshold according to the third condition is a threshold for determining whether to perform fine vehicle movement control after R-AEB release, and may be set to a constant movement distance Bm (meter). As a result of the simulation, the driver's manual vehicle control in the environment as shown in FIG. 3 considers that the vehicle moving distance does not exceed 3 m, and determines the re-operation moving distance threshold to 3 m.

In this third condition, the re-operational movement distance threshold may be an accumulated movement distance accumulated after the R-AEB function is released, but is not limited to the first forward or first backward operation after R-AEB function release. It may be based on the distance traveled once to the stop position.

In addition, the re-operation control unit 630 restarts the R-AEB function only when the distance from the initial stop position to the rear obstacle satisfies the fourth condition greater than or equal to the re-operation separation distance threshold after the deactivation time of the automatic braking control unit. Activate it.

2 and 3, the position where the driver first stops after releasing the R-AEB by further applying the braking input while the R-AEB function is operating is likely to have a distance below the rear obstacle.

That is, if the automatic braking stop position stopped by the R-AEB (P2 in FIG. 3) is assumed to be A meter spaced from the rear obstacle, the first stop state after driver intervention by FIGS. 2 and 3, that is, FIG. It is obvious that the driver's braking stationary position P2' of 3 is a position where the distance from the rear obstacle is less than A meter.

Therefore, after the R-AEB function is released, if the position where the driver first stops by manually controlling the vehicle is greater than a certain distance from the rear obstacle, that is, the re-operation separation distance threshold, a condition in which the R-AEB function may be restarted It is to grasp.

At this time, it is preferable that the re-operation separation distance threshold is 1 meter (m).

That is, the re-operation separation distance threshold according to the fourth condition is a threshold value that is set by assuming that the driver stops near the rear obstacle more than a certain distance after R-AEB release, and is set to a constant separation distance Cm (meter). Although it can be set, the first stop position by the driver's manual vehicle control in the environment as shown in FIG. 3 as a result of several simulations, considering that the separation distance from the rear obstacle does not exceed 1 m, restarts according to the fourth condition The separation distance threshold was determined to be 1 m.

In this case, the re-operation separation distance threshold in the fourth condition may be based on a position initially stopped by reversing after R-AEB function release, but is not limited thereto, and is advanced without a stop after R-AEB function release or It may be based on the position at which the vehicle is first stopped by forward and reverse.

Meanwhile, the re-operation control unit 630 may re-operate the R-AEB function when one of the above-described first and fourth internal conditions is satisfied, but is not limited thereto. If the above conditions are simultaneously satisfied, the R-AEB function may be reactivated.

For example, in order to carefully determine the re-operation, it is the same as in the case of re-operating the R-AEB function only when the second condition and the third condition are simultaneously satisfied.

Meanwhile, the automatic braking control unit 610, the function release control unit 620, and the re-operation control unit 630 included in the vehicle control device or the rear collision prevention device 600 according to the present embodiment as described above are in this embodiment. It can be implemented as a vehicle control device or some modules constituting the R-AEB system or some modules of the ECU therefor.

Some of the modules or ECUs constituting the vehicle control device or the R-AEB system may include a storage device such as a processor and a memory, a computer program capable of performing a specific function, and the above-described automatic braking control unit 610, The function release control unit 620 and the re-operation control unit 630 may be implemented as software modules capable of performing each unique function.

Since such software can be sufficiently coded by those skilled in the art from the matters described herein, a description of specific software types will be omitted.

As described above, when the vehicle control device or the rear collision prevention device according to the present embodiment is used, after the rear emergency braking function is released by the driver's braking input in an operation such as reverse parking, whether the engine operates or not, the rear emergency braking function Convenience of the driver by optimally setting the re-operation condition to perform the re-operation of the rear emergency braking function based on the vehicle moving speed after the release point, the vehicle moving distance, and the distance from the initial stop position to the obstacle after release. And stability.

6 is a schematic flowchart of a rear collision prevention method according to the present embodiment.

The rear collision prevention method according to the present embodiment is largely, a step (S650) of detecting a rear obstacle using a vehicle rear sensor, a distance to a rear obstacle detected by the rear sensor of the vehicle, and a collision prediction time with the rear obstacle ( TTC) based on one or more of the automatic braking control step (S652) for automatically applying a braking force to the vehicle, and a function release control step of deactivating the automatic braking control function when there is a braking input of the driver during braking control of the automatic control step (S654), and after the deactivation of the automatic braking control function, the engine operation state, the vehicle moving speed, the vehicle moving distance, after release, the automatic braking control unit restarts based on one or more of the separation distance from the initial stop position to the obstacle. And a re-operation control step (S656) of re-operating the automatic braking control unit.

7 is a detailed flowchart of a method for preventing rear collision according to the present embodiment.

According to the rear collision prevention method according to the present embodiment, the R-AEB operation is started by first detecting a rear object using a rear sensor (S712) and comparing the distance to the rear obstacle and the collision prediction time (TTC) with a reference value. It is determined whether or not. (S714)

When the R-AEB start condition is satisfied, the R-AEB operates by applying an automatic braking force (S716), and determines whether a driver braking input occurs in that state (S718), and the R-AEB function when there is a driver braking input. Disable or deactivate (S720)

In this state, the driver continuously attempts to reverse or advance and re-reverse to enter the driver's braking stop position as shown in FIG. 3, wherein the re-operation control unit 630 according to the present embodiment has the first to fourth conditions It is determined whether or not the re-operation condition is satisfied (S722).

That is, after the deactivation point of the automatic braking control function, the first to fourth conditions as described above based on the engine operating state, the vehicle moving speed, the vehicle moving distance, the distance from the initial stop position to the obstacle after release, and the like. When it is determined that the same re-operation condition is satisfied, the R-AEB function is reactivated.

Thereafter, after determining whether the vehicle speed is 0 or more in the reverse gear state (S724), the R-AEB operation is reactivated (S726) and proceeds to step S712, whereby the vehicle is finally stopped at the automatic braking stop position (S728).

As described above, when the vehicle control device or the rear collision prevention device according to the present embodiment is used, after the rear emergency braking function is released by the driver's braking input in an operation such as reverse parking, engine operation, rear emergency braking function Convenience of the driver by optimally setting the re-operation condition to perform the re-operation of the rear emergency braking function based on the vehicle moving speed after the release point, the vehicle moving distance, and the distance from the initial stop position to the obstacle after release. It has the effect of securing both and stability.

The above description and the accompanying drawings are merely illustrative of the technical spirit of the present invention, and those of ordinary skill in the art to which the present invention pertains combine configurations in a range that does not depart from the essential characteristics of the present invention. , Various modifications and variations such as separation, substitution and change will be possible. Therefore, the embodiments disclosed in the present invention are not intended to limit the technical spirit of the present invention, but to explain, and the scope of the technical spirit of the present invention is not limited by these embodiments. The scope of protection of the present invention should be interpreted by the claims below, and all technical spirits within the equivalent range should be interpreted as being included in the scope of the present invention.

Claims (9)

A rear sensor including at least one of an image sensor for capturing image data with a field of view outside the vehicle and a non-image sensor for capturing sensing data for detecting a distance to an obstacle around the vehicle, to detect a rear obstacle; And,
Includes a controller that controls the behavior of the vehicle to prevent collision with rear obstacles,
The controller includes a processor that processes one or more of the image data and sensing data,
The controller performs automatic braking by applying a braking force to the vehicle when a collision with a rear obstacle is imminent, deactivates automatic braking control when there is a braking input from a driver during an automatic braking operation, and the automatic braking control is switched to inactive. The first condition in which the accumulated moving distance of the vehicle after the start point is greater than or equal to the re-operation moving distance threshold value, and the distance from the position at which the vehicle first stopped to the rear obstacle after the point when the automatic braking control was switched to inactive is the re-operation separation distance threshold. A vehicle control device operable to re-operate the automatic braking control by determining a re-operation of the automatic braking control when one or more of the second conditions above the value is satisfied. According to claim 1,
The controller,
An automatic braking control unit that automatically applies braking power to the vehicle based on at least one of a sensed distance to the rear obstacle and a collision prediction time (TTC) with the rear obstacle;
A function release control unit for deactivating the function of the automatic braking control unit when there is a braking input by the driver during the braking control of the automatic braking control unit;
Re-operation of the automatic braking control unit is determined based on at least one of a moving distance of the vehicle after the deactivation time of the automatic braking control unit and a separation distance from an initial stop position to an obstacle after release, and a restart of re-operating the automatic braking control unit Vehicle control device comprising a; operation control unit. According to claim 2,
The automatic braking control unit performs automatic braking when at least one of the distance condition that the distance to the rear obstacle reaches the control start threshold distance and the time condition that the collision prediction time to the rear obstacle reaches the control start threshold TTC is satisfied. Disclosed is to control the vehicle to stop at an automatic braking stop position, where the distance from the rear obstacle reaches the first threshold value by applying a braking force regardless of driver control. Vehicle control device. According to claim 1,
The re-operation movement distance threshold of the first condition is 3 meters, and the re-operation separation distance threshold of the second condition is 1 meter. From the rear sensor of the vehicle to the detected rear obstacle, including one or more of an image sensor that captures image data with a field of view outside the rear of the vehicle and a non-image sensor that captures sensing data to detect the distance to the vehicle rear obstacle. An automatic braking control unit that automatically applies braking power to the vehicle based on one or more of a collision prediction time (TTC) with a distance and a rear obstacle;
A function release control unit for deactivating the function of the automatic braking control unit when there is a braking input by the driver during the braking control of the automatic braking control unit;
The first condition in which the accumulated travel distance of the vehicle after the automatic braking control unit is switched to the inactive state is equal to or greater than the re-operation moving distance threshold, and at the position where the vehicle first stops after the automatic brake control unit is switched to the inactive state Including when the distance to the rear obstacle satisfies one or more of the second conditions above the re-operation separation distance threshold value, determining the re-operation of the automatic braking control unit and restarting the automatic braking control unit; Rear collision prevention device characterized by. An automatic braking control step of automatically applying a braking force to the vehicle based on at least one of a distance from the rear sensor of the vehicle to the detected rear obstacle and a collision prediction time (TTC) with the rear obstacle;
A function release control step of deactivating an automatic braking control function when there is a braking input of a driver during braking control of the automatic braking control step;
The first condition in which the accumulated travel distance of the vehicle after the point at which the automatic braking control is switched to deactivation is equal to or greater than the re-operation moving distance threshold, and the rear obstacle at the position at which the vehicle first stops after the point at which the automatic braking control is deactivated And a re-operation control step of determining a re-operation of the automatic control and re-operating the automatic braking control when the distance to the vehicle satisfies one or more of the second conditions that are equal to or greater than the re-operation separation distance threshold. How to avoid rear collisions. The method of claim 6,
In the automatic braking control step, when the distance to the rear obstacle reaches the control start threshold distance and one or more of the conditions under which the collision prediction time to the rear obstacle reaches the control start threshold TTC, automatic braking is satisfied. Disclosed is to control the vehicle to stop at an automatic braking stop position, where the distance from the rear obstacle reaches the first threshold value by applying a braking force regardless of driver control. Rear collision avoidance method. The method of claim 6,
A method for preventing rear collisions, wherein the re-operation distance threshold of the first condition is 3 meters and the re-operation separation distance threshold of the second condition is 1 meter. A vehicle control device for preventing rear collisions, the vehicle control device comprising:
A sensor unit disposed in the vehicle and having at least one of an image sensor having a field of view outside the vehicle and capturing image data and a non-image sensor disposed in the vehicle to capture sensing data to detect one of objects around the vehicle;
An integrated control unit including a processor for processing one or more of image data captured by the image sensor and sensing data captured by the non-image sensor;
It includes,
The integrated control unit at least partially uses one or more of image data processing captured by the image sensor and processing of sensing data captured by the non-image sensor to provide a braking force to the vehicle when a collision with a rear obstacle is imminent. Automatic braking is performed, and if there is a braking input from the driver during the automatic braking operation, the automatic braking control is deactivated, and the accumulated moving distance of the vehicle after the point when the automatic braking control is switched to deactivation is equal to or greater than the re-operation moving distance threshold. Automatic braking control when the first condition and the distance from the vehicle's first stopping position to the rear obstacle after the automatic braking control is deactivated satisfy at least one of the second conditions above the re-operation separation distance threshold. Vehicle operation control device characterized in that it is operable to determine the re-operation of the automatic braking control operation again.

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