KR102246682B1 - Apparatuses and Methods for steering torque - Google Patents

Abstract

The present invention relates to a technology for controlling steering torque. More specifically, the present invention relates to a technology for controlling steering torque based on the situation of another vehicle existing in the blind spot of the own vehicle. In the steering torque control apparatus of the present invention, a camera and a radar provided in the own vehicle Another vehicle detection unit that detects other vehicles in the blind spot using (radar) or a lidar, a relative speed calculation unit that calculates the relative speed of the other vehicle, and a relative speed, determines the possibility of collision when changing lanes. An apparatus and method comprising a control unit for increasing the assist amount of the steering device when it is determined that there is no possibility of collision based on the collision determination unit and the possibility of collision, and reducing the assist amount of the steering device when it is determined that there is a possibility of collision. to provide.

Description

BACKGROUND OF THE INVENTION 1. Apparatuses and Methods for Steering Torque

The present invention relates to a technology for controlling steering torque. More specifically, the present invention relates to a technology for controlling a steering torque based on a situation of a vehicle running in an adjacent lane.

In general, a vehicle is equipped with a steering torque control device for the driver to easily manipulate the vehicle.

Such a steering torque control device performs an operation by a steering device operated by a driver. However, if a driver who does not recognize a vehicle existing in the blind spot changes lanes, there may be a risk of a vehicle accident.

In addition, even if it is not present in the blind spot, if it is difficult for the driver to recognize the vehicle in the next lane due to the surrounding environment, there is a problem that a risk of a vehicle accident may exist.

Against this background, it is an object of the present invention, in one aspect, to provide a steering torque control apparatus and method for controlling steering torque so that a driver of a vehicle can safely change lanes.

In order to achieve the above object, in one aspect, the present invention is a steering torque control device, another vehicle for detecting another vehicle in the blind spot using a camera, a radar or a lidar provided in the own vehicle. If it is determined that there is no possibility of collision based on the possibility of collision and the collision determination unit that determines the possibility of collision when changing lanes based on the relative speed and the relative speed calculation unit that calculates the relative speed between the vehicle detection unit and other vehicles, There is provided a steering torque control device including a control unit that increases the assist amount and decreases the assist amount of the steering device when it is determined that there is a possibility of a collision.

In another aspect, the present invention, in the steering torque control method, using a camera, radar or lidar provided in the own vehicle to detect another vehicle in the blind spot and calculating the relative speed of the other vehicle Based on the relative speed calculation step and the relative speed, when it is determined that there is no possibility of collision based on the collision determination step and the possibility of collision when changing lanes, the amount of assist of the steering system is increased, and there is a possibility of collision. If determined, it provides a steering torque control method including a control step of reducing the assist amount of the steering device.

As described above, according to the present invention, by using the image device provided in the vehicle to detect other vehicles in the blind spot, determine the possibility of collision when changing lanes, and control the assist amount of the steering device, the lane can be safely controlled. It has the effect of being able to change it.

1 is a diagram showing the configuration of a steering torque control apparatus according to an embodiment of the present invention.
2 is a diagram illustrating an example for explaining the operation of a relative speed calculation unit according to an embodiment of the present invention.
3 is a diagram illustrating an example for explaining an operation of a collision determination unit according to another embodiment of the present invention.
4 is a diagram illustrating an example for explaining an operation of a controller according to an embodiment of the present invention.
5 is a view for explaining the overall operation of the steering torque control device according to an embodiment of the present invention.
6 is a view for explaining the overall operation of the steering torque control device according to another embodiment of the present invention.
7 is a view for explaining the overall operation of the steering torque control device according to another embodiment of the present invention.
8 is a flowchart illustrating a method for controlling a steering torque according to an exemplary embodiment of the present invention.

Hereinafter, some embodiments of the present invention will be described in detail through exemplary drawings. In describing the constituent elements 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 nature, order, or order 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 or connected to that other component, but another component between each component It will be understood that elements may be “connected”, “coupled” or “connected”.

1 is a diagram showing the configuration of a steering torque control apparatus according to an embodiment of the present invention.

The steering torque control apparatus according to an embodiment of the present invention uses a camera, a radar, or a lidar provided in the own vehicle to detect the other vehicle in the blind spot, and the relative speed between the other vehicle and the other vehicle. If it is determined that there is no possibility of collision based on the possibility of collision and the collision determination unit that determines the possibility of collision when changing lanes based on the calculated relative speed calculation unit and the relative speed, the assist amount of the steering system is increased, and the possibility of collision is reduced. If it is determined that there is, a control unit for reducing the assist amount of the steering device may be included.

Referring to FIG. 1, a steering torque control apparatus 100 according to an embodiment of the present invention uses a camera, a radar, or a lidar provided in an own vehicle to detect another vehicle in a blind spot. It may include a vehicle detection unit 110.

Vehicles can detect blind spots using cameras, radar, and lidar devices. Briefly, the object recognition method using a camera device measures color information of an object using a camera device, and recognizes the measured color information by distinguishing it. An object recognition method using a radar device emits a microwave with a short wavelength and recognizes the existence of an object using the microwave reflected from the object and returned. In addition, the object recognition method using a rider emits a laser beam having a property close to a radio wave, and recognizes the existence of an object using the laser beam reflected from the object and returned.

The steering torque control apparatus 100 according to an embodiment of the present invention may include a relative speed calculation unit 120 that calculates a relative speed of another vehicle.

In detail, the relative speed calculation unit 120 may calculate the relative speed using a distance to another vehicle recognized for each time by using a camera, a radar, or a rider. Since it was measured using a camera, radar, or rider provided in the own vehicle, the measured distance has a relative relationship. Therefore, the method of calculating the relative speed can be calculated by calculating the difference between the measured distance (D2) after a certain time (dt) has passed from the first measured distance (D1), and then dividing by dt. .

The steering torque control apparatus 100 according to an embodiment of the present invention may include a collision determination unit 130 that determines a possibility of a collision when a lane is changed based on a relative speed.

For example, the collision determination unit 130 determines that there is no possibility of collision when the relative speed calculated by the relative speed calculation unit 120 is less than or equal to the threshold value, and when the calculated relative speed exceeds the threshold value, there is a possibility of collision. It can be judged as. If the threshold value is set to 0, when the relative speed is less than 0, the distance between the own vehicle and the other vehicle may be maintained or increased, which means that the own vehicle and the other vehicle cannot collide. The above-described threshold value can be calculated by experiment.

In contrast, when the relative speed exceeds 0, the distance between the own vehicle and the other vehicle may be reduced, which means that the own vehicle and another vehicle may collide.

As another example, the distance calculation unit calculates the relative distance between the other vehicle and the own vehicle, and the collision determination unit 130 uses the relative distance calculated by the distance calculation unit and the relative speed calculated by the relative speed calculation unit 120. Thus, the collision time it takes to collide with another vehicle is calculated. The collision time can be calculated by dividing the relative distance by the relative speed. When the calculated collision time exceeds a specific time, the collision determination unit 130 may determine that there is no possibility of collision, and if the collision time is less than a specific time, it may determine that there is a possibility of collision. The specific time described above can be calculated by experimentation.

As another example, after the distance calculation unit calculates the relative distance between the other vehicle and the own vehicle, and the speed measurement unit measures the speed of the own vehicle, the collision determination unit 130 determines the relative distance and the relative distance calculated by the distance calculation unit. By using the relative speed calculated by the speed calculation unit 120, a collision time required to collide with another vehicle is calculated. The collision time can be calculated by dividing the relative distance by the relative speed. The collision determination unit 130 determines that there is no possibility of collision when the calculated collision time exceeds a specific time. When the collision time is less than a specific time, the collision determination unit 130 estimates the lane change time using the speed of the own vehicle measured by the speed measurement unit, and if the estimated lane change time is less than the calculated collision time, the possibility of collision is reduced. It can be determined that there is no. If the estimated lane change time is greater than or equal to the calculated collision time, it may be determined that there is a possibility of collision.

If the collision determination unit 130 determines that there is no possibility of a collision, the steering torque control apparatus 100 according to an embodiment of the present invention increases the amount of assist current of the steering device, and the collision determination unit 130 has a possibility of collision. If it is determined that it may include a control unit 140 for reducing the amount of assist current of the steering device.

For example, if the collision determination unit 130 determines that there is no possibility of collision, the controller 140 may increase the amount of assist current of the steering device by increasing the output value of the steering detection sensor or the input value of the controller. If the collision determination unit 130 determines that there is a possibility of collision, the control unit 140 may reduce the amount of assist current of the steering device by reducing the output value of the steering detection sensor or the input value of the controller.

As another example, if the collision determination unit 130 determines that there is no possibility of collision, the control unit 140 may increase the amount of assist current of the steering device by increasing the input value of the steering detection sensor. If the collision determination unit 130 determines that there is a possibility of collision, the control unit 140 may reduce the amount of assist current of the steering device by reducing the input value of the steering detection sensor.

2 is a diagram illustrating an example for explaining the operation of a relative speed calculation unit according to an embodiment of the present invention.

The situation of FIG. 2 is a situation in which the own vehicle 210 and the other vehicle 220 in the blind spot are driving on the road. In (A), the host vehicle 210a and the other vehicle 220a in the blind spot have a distance difference D1 of 230a. In (B) after a certain period of time (dt) in (A) has a distance difference (D2) of 230b between the own vehicle 210a and the other vehicle 220b in the blind spot.

Referring to FIG. 2, as shown in Equation 1, the relative speed calculator calculates the difference between D1 and D2, and calculates the division by dt, thereby calculating the relative speed.

This is a relative speed, not an absolute speed, because D1 and D2 are in a relative relationship because the distance difference calculated by the device provided in the host vehicle is in a relative relationship.

The steering torque control apparatus according to another embodiment of the present invention further includes a distance calculation unit that calculates a relative distance between another vehicle and an own vehicle, and the collision determination unit includes the calculated relative distance and the relative speed calculated by the relative speed calculation unit. The speed is used to calculate the collision time it takes to collide with another vehicle. When the calculated collision time exceeds a preset specific time, the collision determination unit may determine that there is no possibility of collision, and when the collision time is less than the specific time, the collision determination unit may determine that there is a possibility of collision.

The collision time taken to collide with another vehicle can be calculated by dividing the relative distance calculated by the distance calculation unit by the relative speed calculated by the relative speed calculation unit. The specific time is a value that can be calculated by the experimental data, and can be calculated by applying the average time it takes for the vehicle to change lanes and the variance of the experimental data.

That is, if the collision time exceeds a specific time, the own vehicle and the other vehicle can meet after the specific time, and the own vehicle can complete the lane change before the collision.

On the other hand, when the collision time is less than a specific time, the own vehicle and the other vehicle can meet within a specific time, and the own vehicle may collide with another vehicle during a lane change.

3 is a diagram illustrating an example for explaining an operation of a collision determination unit according to another embodiment of the present invention.

The steering torque control apparatus according to another embodiment of the present invention further includes a distance calculation unit that calculates a relative distance between another vehicle and the own vehicle, and a speed measurement unit that measures the speed of the own vehicle, and the collision determination unit, the calculation The collision time required to collide with other vehicles is calculated using the calculated relative distance and the relative speed calculated by the relative speed calculation unit. When the calculated collision time exceeds a predetermined specific time, the collision determination unit determines that there is no possibility of collision. When the collision time is less than the specific time, the collision determination unit estimates the lane change time using the speed measured by the speed measurement unit. If the estimated lane change time is less than the calculated collision time, the collision determination unit determines that there is no possibility of collision. If the estimated lane change time is longer than the calculated collision time, the collision determination unit determines that there is a possibility of collision.

Referring to FIG. 3, the collision determination unit according to another embodiment of the present invention calculates a collision time by dividing the relative distance between the other vehicle and the own vehicle by the relative speed of the other vehicle (S300). The collision determination unit compares the calculated collision time with a specific time (S310). The specific time is a value that can be calculated by the experimental data, and can be calculated by applying the average time it takes for the vehicle to change lanes and the variance of the experimental data.

If the collision time exceeds a specific time in step S310, the collision determination unit may determine that there is no possibility of collision when the own vehicle changes lanes (S320). Since this means that the lane change of the host vehicle is completed before the calculated collision time when the lane is changed, it can be determined that there is no possibility of a collision.

If the collision time is less than a specific time in step S310, the collision determination unit estimates the lane change time using the speed of the own vehicle (S330). The method of estimating the lane change time is by estimating the moving distance when changing lanes by applying the average value and variance of the experimental data on the moving distance when the vehicle is changing lanes, and dividing the estimated moving distance by the speed of the own vehicle. The lane change time can be estimated.

The collision determination unit compares the lane change time and the collision time calculated in step S300 (S340). If the lane change time is less than the collision time, the collision determination unit determines that there is no possibility of a collision when the own vehicle changes lanes (S320). This means that a collision is expected after the host vehicle completes the lane change, and thus it may be determined that there is no possibility of a collision. If the lane change time is greater than or equal to the collision time in step S340, the collision determination unit determines that there is a possibility of collision when the own vehicle changes lanes (S350). This means that a collision is expected while the own vehicle is changing lanes, and thus it can be determined that there is a possibility of a collision.

The collision determination unit according to another exemplary embodiment of FIG. 3 compares a time taken to collide with another vehicle in a blind spot, a preset specific time, and a time taken for the own vehicle to change lanes (S310 and S340). If the lane change time is shorter than the time taken to collide, the collision determination unit determines that there is no possibility of a collision of the own vehicle (S320), and if the lane change time takes the same or more time as the collision time, the collision determination unit A step of determining that there is a possibility of collision of (S350) is shown.

On the other hand, the collision determination unit according to another embodiment compares only the time taken to collide with another vehicle in the blind spot with a preset specific time. The specific time is a value that can be calculated by experimental data on the time it takes for the vehicle to change lanes, and can be calculated by applying the average and variance values of the experimental data. According to another embodiment, the collision determination unit determines the possibility of a vehicle collision without performing the steps S330 and S340.

In contrast, the collision determination unit according to an embodiment compares only the relative speeds of the other vehicle and the own vehicle existing in the blind spot with a preset threshold. The threshold value is the relative speed required for the own vehicle to change lanes without colliding with other vehicles in the blind spot, and this threshold value can be calculated from experimental data.

The collision determination unit according to an embodiment does not perform the steps of S330 and S340, and calculates a relative speed other than the step S300 of calculating the collision time, and the calculated opponent other than the step S310 of comparing the collision time with a specific time. Comparing the speed and the threshold is performed.

Since the step S300 of calculating the collision time calculates the relative speed and calculates the collision time using the calculated relative speed and the relative distance, there are more calculation steps than the step of calculating the relative speed. Due to the increased calculation, the calculation speed in step S300 may be slowed, and the possibility of errors in the calculation may increase. On the other hand, since it is highly dependent on the calculated threshold, an error may be made in determining the possibility of a collision by the collision determination unit.

For example, in a state in which the threshold value of the collision determination unit according to an embodiment is set to 0, the possibility of collision is determined. At this time, if the collision determination unit determines that there is no possibility of collision, the host vehicle changing lanes does not collide with another vehicle. However, even if the collision determination unit determines that there is a possibility of collision, the own vehicle that changes lanes may not collide with another vehicle. This is because the distance between the own vehicle and the other vehicle and the lane change time of the own vehicle are not considered.

4 is a diagram illustrating an example for explaining an operation of a controller according to an embodiment of the present invention.

4 shows the relationship between the steering angle operated by the driver and the motor of the electronic steering system (EPS).

Referring to FIG. 4, the steering detection sensor recognizes a steering angle manipulated by a driver. However, due to the limitation of the detection range of the steering detection sensor or structural reasons, the steering detection sensor does not directly receive the steering angle and receives a gain value passing through the gain value. For example, if the steering detection sensor has a recognition range of -180 degrees to 180 degrees, if the user manipulates a steering angle of -200 degrees, the steering detection sensor recognizes -180 degrees or the steering detection sensor may malfunction. If the user manipulates the steering angle of 200 degrees, similarly as above, it may be recognized as 180 degrees or the steering detection sensor may malfunction.

Such an error can be prevented by using the gain. In a situation where the same steering detection sensor as above has a recognition range of -180 degrees to 180 degrees, if the gain value is set to 0.5, the steering detection sensor can recognize a steering angle of -360 degrees to 360 degrees. However, in such a case, it can be applied to control by amplifying the output value of the steering detection sensor by 2 times or by applying 2 times to the input value of the controller that recognizes the output value of the steering detection sensor.

For example, if the user manipulates the steering wheel at 360 degrees, the steering sensor detects it at 180 degrees by 0.5 gain. Therefore, if the output value of the steering sensor is doubled or the input value of the controller is doubled, the 360 degree manipulated by the user can be recognized.

Applying the above, the controller (MCU) generates a signal for manipulating the power stage by using the output value of the steering sensor according to the steering angle manipulated by the user. Eventually, the power stage generates an assist current corresponding to the controller, and the EPS motor operates as much as this assist current, allowing the user to easily operate the steering wheel.

In the above-described system, if the gain value is maintained but the output value of the steering sensor is doubled, or when double is applied to the input value of the controller, the assist current amount of the steering device is doubled, so that lane change can be quickly performed. . On the other hand, if the gain value is maintained but the output value of the steering sensor is increased by 0.5 times or 0.5 times is applied to the input value of the controller, the assist current amount of the steering device is increased by 0.5 times, so that lane change can be performed slowly.

Accordingly, if the collision determination unit according to an embodiment of the present invention determines that there is no possibility of collision, the controller may increase the amount of assist current of the steering apparatus by increasing the output value of the steering detection sensor or the input value of the controller. On the contrary, if the collision determination unit determines that there is a possibility of collision, the control unit decreases the output value of the steering detection sensor or the input value of the controller, thereby reducing the assist amount of the steering device.

In the above-described system, if the gain value is doubled and the output value of the steering detection sensor and the input value of the controller are maintained, the amount of assist current of the steering device is doubled, so that lane change can be quickly performed. On the other hand, if the gain value is 0.5 times and the output value of the steering sensor and the input value of the controller are maintained, the assist current amount of the steering device is 0.5 times, so that lane change can be performed slowly.

Therefore, when it is determined that there is no possibility of collision in the collision determination unit according to an embodiment of the present invention, the control unit increases the assist amount of the steering device by increasing the input value of the steering detection sensor, and when it is determined that there is a possibility of collision, the control unit By reducing the input value of the steering detection sensor, it is possible to reduce the assist amount of the steering device.

In the above description, since the input value of the steering detection sensor is adjusted when the gain value is adjusted, it can be said that the input value adjustment and the gain value adjustment of the steering detection sensor are effective in terms of the same.

5 is a view for explaining the overall operation of the steering torque control device according to an embodiment of the present invention.

The other vehicle detection unit detects another vehicle in the blind spot using a camera, a radar, or a lidar provided in the own vehicle (S500). By installing a camera, a radar, or a lidar to detect a blind spot that is not visible to the driver, an object including other vehicles existing in the blind spot can be detected.

The object including the other vehicle detected by the other vehicle detection unit is detected at regular time intervals, and the relative speed between the object including the other vehicle and the own vehicle is calculated (S510). When the other vehicle detected by the other vehicle detection unit is located at a distance of D1 based on the own vehicle, and the other vehicle detected by the other vehicle detection unit after a certain time (dt) is located at a distance of D2 based on the own vehicle, Equation 1 Can be applied to calculate the relative speed.

The probability of collision is determined by comparing the calculated relative speed with a preset threshold (S520). The threshold value is a value that can be calculated by experimental data. If the threshold value is calculated as 0, if it is determined that there is no possibility of collision in step S520, the host vehicle and the other vehicle do not collide.

However, if it is determined that there is a possibility of collision in step S520, the own vehicle and the other vehicle may not collide depending on the situation. This may occur because the distance relationship between the own vehicle and the other vehicle and the time relationship due to the relative speed are not applied.

Although the other vehicle and the own vehicle do not collide, the threshold value may be set to a negative value other than 0 in order to reduce an error of determining that there is a possibility of collision in step S520. This can be established by data analysis.

If it is determined that there is a possibility of collision in step S520, the control unit reduces the assist amount (S530). A method of reducing the assist amount may be that the control unit decreases the output value of the steering sensor or the input value of the controller. Alternatively, the control unit may decrease the input value of the steering sensor. By reducing the amount of assist, it is possible to slow down the lane change of the own vehicle.

If it is determined that there is no possibility of collision in step S520, the control unit increases the assist amount (S540). The method of increasing the assist amount may be that the controller increases the output value of the steering sensor or the input value of the controller. Alternatively, the control unit may increase the input value of the steering sensor. By increasing the amount of assist, it is possible to quickly change lanes of the own vehicle.

6 is a view for explaining the overall operation of the steering torque control device according to another embodiment of the present invention.

Referring to FIG. 6, steps S600 and S610 perform the same operations as steps S500 and S510 of FIG. 5. The relative distance calculation unit calculates a relative distance between the other vehicle and the own vehicle detected in step S600 (S620). When the radar is used in step S600, the relative distance calculation unit may calculate the relative distance using information of the wavelength of the emitted microwave and the time taken to receive after being reflected. When the rider is used in step S600, the relative distance calculation unit may calculate the relative distance by using the movement information of the emitted laser beam and the time taken until reception after being reflected. In contrast, when the camera is used in step S600, the relative distance calculator may measure the distance using the captured image. The relative distance calculator may know the distance by using the proportional relationship of the distance based on a point in the image that has known the distance in advance. By collecting the relative speed calculated in step S610 and the relative distance information calculated in step S620, the collision determination unit may calculate a collision time required for the own vehicle and the other vehicle to collide (S630). The collision determination unit can calculate the collision time by dividing the relative distance by the relative speed. The collision determination unit determines the possibility of collision by comparing the collision time calculated in step S630 with a specific time previously input (S640). For example, a specific time input in advance may be calculated by applying an average and a variance based on time data for the vehicle to change lanes. In detail, when A, which is five pieces of time data, is {10, 11, 9, 8, 12}, the average value is 10 and the variance is 2. If B, which is another five time data, is {10, 8, 12, 14, 6}, the average value is 10 and the variance is 8. In the case of A, the specific time can be 11, and in the case of B, the specific time can be 14. The specific time calculated previously is a value calculated by adding 0.5 times the variance to the average time. The rules for calculating a specific time can be determined by research. However, the specific time must exist in a proportional relationship to the average value and the variance, respectively.

Steps S650 and S660 operate in the same manner as steps S530 and S540 of FIG. 5, so that the control unit may decrease or increase the assist amount.

7 is a view for explaining the overall operation of the steering torque control device according to another embodiment of the present invention.

Referring to FIG. 7, operations S700 to S740 of the steering torque control apparatus according to another embodiment of the present invention operate in the same manner as operations S600 to S640 of FIG. 6. However, if it is determined that there is no possibility of collision in step S740, the speed measuring unit measures the speed of the own vehicle (S760). The method of measuring the speed of the own vehicle is to measure using a speed sensor present in the own vehicle, or by detecting a fixed object at regular time intervals using a camera, radar, or rider provided in the own vehicle, and the detected fixed object. The speed can be measured using the relationship with the object and a certain amount of time. Briefly, a tree is measured with the vehicle's side camera at time t0 to obtain the distance value (D0) between the vehicle and the tree, and the same tree is measured with the same side camera at time t1 after dt time. The distance value (D1) is obtained. The speed measurement unit can calculate the vehicle speed by dividing D0-D1 by dt. Of course, since D0 and D1 are the distances to the trees on the side of the vehicle, the speed measurement unit must calculate the angle formed by the D0 distance line and the D1 distance line to calculate the correct speed. The collision determination unit estimates the lane change time using the vehicle speed calculated in step S760 and the estimated lane change distance (S770). The method of estimating the lane change distance can be estimated by experimental data on the lane change time. As an example, the above-described method of calculating a specific time may be applied. It is determined once more whether there is a possibility of collision by comparing the estimated lane change time and the collision time in step S770 (S780). If the lane change time is less than the collision time, it is determined that there is no possibility of a collision, and if the lane change time is more than the collision time, it may be determined that there is a possibility of collision.

In step S780, even if it is determined that there is no possibility of collision in step S740, there may be a possibility of collision according to a specific time referenced in step S740. Step S780 may be a step for filtering out a case where there is a possibility of collision, but it is determined that there is no possibility of collision in step S740.

However, steps S760 to S780 may be performed between steps S740 and S750 according to a specific time referenced in step S740.

In detail, if the specific time is set to 11 using the experimental data of {10, 11, 9, 8, 12} and the collision time is calculated as 12 in step S730, it is determined that there is no possibility of collision in step S740. do. However, when the speed of the own vehicle is low and the lane change time reaches 13, it will collide with another vehicle when changing lanes. That is, steps S760 to S780 should be performed when it is determined as NO in step S740.

In contrast, if the collision time is calculated as 10 in step S730, it will be determined that there is a possibility of collision in step S740. However, when the speed of the own vehicle is high and the lane change time reaches 9, the own vehicle that changes lanes will not collide with other vehicles in the blind spot. That is, steps S760 to S780 should be performed when it is determined as YES in step S740.

The steering torque control apparatus according to an embodiment of the present invention may turn on or off operations of another vehicle detection unit, a relative speed calculation unit, a collision determination unit, and a control unit according to a signal input by a driver.

When changing lanes, the driver of the vehicle may feel a steering feeling different from usual by the steering torque control apparatus according to an embodiment of the present invention. Depending on the driver, the above-described other steering feeling may be unpleasant. A driver who wants to feel the same steering feel in any situation can turn off the steering torque control device of the present invention by inputting a signal using a button switch. In contrast, a driver who wants to safely change lanes even though he feels a different steering feeling than usual can turn on the steering torque control apparatus of the present invention by inputting a signal using a button switch.

Hereinafter, a method of controlling a steering torque, which is an operation performed by the steering torque control apparatus described with reference to FIGS. 1 to 7, will be briefly described.

8 is a diagram illustrating a flowchart of a method for controlling a steering torque according to an embodiment of the present invention.

In the steering torque control method according to an embodiment of the present invention, the other vehicle detection step of detecting another vehicle in a blind spot may be performed using a camera, a radar, or a lidar provided in the host vehicle (S800).

For example, when a camera is used in the detection of another vehicle, the other vehicle may be detected using color information of an image captured by the camera. If there are black and red colors in the image captured by the camera device, the camera device can detect the red color as a vehicle. This is only a simple example, and additional color information may be used to increase the accuracy of vehicle detection.

When using a radar in the detection stage of another vehicle, a beam with a wavelength of 3 [m/wave] and a period of 2 [s/wave] is fired, and if the beam is received after 6 seconds, it is detected that there is another vehicle at a distance of 4.5m. can do. This is only a simple example, and information of a large number of received beams may be used to increase the accuracy of vehicle detection. When using a rider, it can be detected similarly to when using a radar. However, since the rider uses laser light rather than microwave, there is only a difference according to wavelength and period.

The steering torque control method according to an embodiment of the present invention may perform a relative speed calculation step of calculating the relative speed of another vehicle (S810).

For example, if the camera was used in the detection stage of another vehicle, it was detected that a red vehicle was located at a distance of 3m from the rear of the own vehicle at time t0, and the same red vehicle was detected at the time t1 after 1 second. If it is detected that it is located at a distance of 1m from the rear of the own vehicle, applying Equation 1, the relative speed of the other vehicle can be calculated as 2 [m/s].

The method of measuring the distance using a camera device can measure the distance by using the positional relationship with a point in the image for which the distance value is known in advance.

When a radar or a rider is used in the other vehicle detection step, the relative speed can be calculated in the same way as the calculation step of calculating the relative speed using a camera.

In the steering torque control method according to an embodiment of the present invention, based on the relative speed calculated in step S810, a collision determination step of determining the possibility of a collision when a lane is changed may be performed (S820). When the calculated relative speed is compared with a preset threshold value and the relative speed is less than or equal to the threshold value, the collision determination step determines that there is no possibility of collision. If the relative speed exceeds the threshold value, the collision determination step determines that there is a possibility of collision. If the threshold is set to 0 in advance, the other vehicle and the own vehicle cannot collide if the relative speed is less than 0. Also, if the relative speed exceeds 0, the other vehicle and the own vehicle may collide.

In the steering torque control method according to an embodiment of the present invention, if it is determined that there is no possibility of collision based on the possibility of collision, the amount of assist of the steering device is increased, and when it is determined that there is a possibility of collision, the amount of assist of the steering device is reduced. It is possible to perform a control step that makes it possible to perform.

If it is determined that there is no possibility of a collision in step S820, the assist amount of the steering device may be increased in the control step S830 to speed up the lane change of the host vehicle. On the contrary, if it is determined that there is a possibility of a collision in step S820, the assist amount of the steering device may be reduced in the control step S830 to slow the lane change of the host vehicle.

A specific method of increasing the assist amount in the control step S830 is to increase the output value of the steering detection sensor or the input value of the controller. Alternatively, the assist amount may be increased by increasing the input value of the steering detection sensor. In contrast, in the control step, the amount of assist may be reduced by reducing the output value of the steering sensor or the input value of the controller or by reducing the input value of the steering sensor.

In addition, the steering torque control method of the present invention may perform all operations performed by the steering torque control apparatus of the present invention described based on FIGS. 1 to 7.

In the above, even if all the constituent elements constituting the embodiments of the present invention are described as being combined into one or combined to operate, the present invention is not necessarily limited to these embodiments. That is, within the scope of the object of the present invention, all of the constituent elements may be selectively combined and operated in one or more. The above description is merely illustrative of the technical idea of the present invention, and those of ordinary skill in the art to which the present invention pertains will be able to make various modifications and variations without departing from the essential characteristics of the present invention. The scope of protection of the present invention should be construed by the following claims, and all technical ideas within the scope equivalent thereto should be construed as being included in the scope of the present invention.

Claims (9)

Another vehicle detection unit that detects another vehicle in the blind spot using a camera, a radar, or a lidar provided in the own vehicle;
A relative speed calculation unit that calculates a relative speed of the other vehicle;
A collision determination unit determining a possibility of a collision with the other vehicle when a lane is changed based on the relative speed; And
If it is determined that there is no possibility of collision based on the possibility of collision, the assist amount of the steering device is increased to speed up the lane change of the host vehicle,
When it is determined that there is a possibility of the collision, the steering torque control device comprising a control unit for reducing the assist amount of the steering device so as to slow the lane change of the host vehicle. The method of claim 1,
And turning on or off the other vehicle detection unit, the relative speed calculation unit, the collision determination unit, and the control unit according to a signal input by a driver. The method of claim 1,
The collision determination unit,
When the relative speed is less than or equal to a preset threshold, it is determined that there is no possibility of collision, and when the relative speed exceeds the threshold, it is determined that there is a possibility of collision. The method of claim 1,
Further comprising a distance calculation unit for calculating a relative distance between the other vehicle and the own vehicle,
The collision determination unit,
The collision time taken to collide with the other vehicle is calculated using the relative distance and the relative speed,
When the collision time exceeds a predetermined specific time, it is determined that there is no possibility of collision, and when the collision time is less than the specific time, it is determined that there is a possibility of collision. The method of claim 4,
Further comprising a speed measuring unit for measuring the speed of the host vehicle,
The collision determination unit,
When the collision time is less than the specific time,
Use the speed to estimate the lane change time,
When the lane change time is less than the collision time, it is determined that there is no possibility of collision, and when the lane change time is greater than the collision time, it is determined that there is a possibility of collision. The method of claim 1,
The control unit,
If it is determined that there is no possibility of collision, by increasing the output value of the steering detection sensor or the input value of the controller, the assist amount of the steering device is increased.
When it is determined that there is a possibility of the collision, by reducing the output value of the steering detection sensor or the input value of the controller, the assist amount of the steering device is reduced. The method of claim 1,
The control unit,
If it is determined that there is no possibility of collision, by increasing the input value of the steering detection sensor, the assist amount of the steering device is increased, and
And when it is determined that there is a possibility of the collision, by reducing the input value of the steering detection sensor, the assist amount of the steering device is reduced. The method of claim 6 or 7,
The steering detection sensor,
Steering torque control device, characterized in that the steering angle sensor or torque sensor. Another vehicle detection step of detecting another vehicle in the blind spot using a camera, a radar, or a lidar provided in the own vehicle;
A relative speed calculation step of calculating a relative speed of the other vehicle;
A collision determination step of determining a possibility of a collision with the other vehicle when a lane is changed based on the relative speed; And
If it is determined that there is no possibility of collision based on the possibility of collision, the assist amount of the steering device is increased to speed up the lane change of the host vehicle,
And a control step of reducing an assist amount of a steering device so as to slow a lane change of the host vehicle when it is determined that there is a possibility of the collision.

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