KR102377541B1 - Apparatus and method for emergency braking for a secondary accident prevention - Google Patents

Abstract

The present invention uses a lane image acquisition unit where a camera installed in a vehicle detects the lane and acquires the heading angle of the vehicle with respect to the lane, a side lane object acquisition unit that determines the presence or absence of a vehicle through an ultrasonic sensor, and the camera and ultrasonic sensor. A drivable lane recognition determination unit that determines the lane in which the vehicle can drive, a detection unit with an acceleration sensor that detects the presence or absence of an accident by detecting a signal of a large and sudden pulse, a main control unit that recognizes/determines the primary collision of the accident, 1 above Emergency braking to prevent secondary accidents, including a lane-keeping compensation unit that limits the maximum steering angle to reduce damage from excessive steering to reduce secondary accidents after a car collision, and a maximum braking force compensation unit that limits braking to the maximum braking force for quick braking. It's about devices.

Description

Emergency braking device and method for preventing secondary accidents {Apparatus and method for emergency braking for a secondary accident prevention}

The present invention relates to an emergency braking device for preventing secondary accidents, and more specifically, to an emergency braking device for preventing secondary accidents that obtains, classifies, and outputs information on obstacles in front of a vehicle.

Conventionally proposed ESC control methods include controlling the brake pressure based on the lateral slip angle, controlling the brake pressure based on the difference in vehicle speed, and generating brake pressure using tire pressure. This is very different from the method using tire force, which is the gun control method of the present invention. The control method using tire force coming directly from the intelligent tire is judged to have less delay than the signals used in other controllers, making it possible to design an ESC controller with less delay and faster response. However, most ESC logic using intelligent tires uses three-way signals of Fx, Fy, and Fz, which lacks economic feasibility, and there is no invention that takes into account the vehicle's c.g. using Fz, the normal force. Additionally, there is a problem that there is no ESC logic using target yaw rake using lf and lr calculated with intelligent tires.

In order to solve the problems of the prior art as described above, the present invention provides an emergency braking device for preventing secondary accidents according to an embodiment, which is mounted on the vehicle based on information on the presence or absence of an accident using an acceleration sensor mounted on the vehicle. The purpose is to reduce secondary accidents based on information about lanes obtained from cameras and the presence or absence of objects in the adjacent lane.

The purposes of the present invention are not limited to the purposes mentioned above, and other purposes not mentioned may be more clearly implemented by the example below. Additionally, it will be readily apparent that the objects and advantages of the present invention can be realized by the means and combinations thereof indicated in the patent claims.

In order to achieve the above object, an emergency braking device for preventing secondary accidents according to an embodiment of the present invention includes a lane image acquisition unit, a side lane object acquisition unit, a lane recognition and determination unit, a detection unit, a main control unit, and a lane maintenance compensation unit. , including a maximum braking force compensation unit.

An emergency braking method for preventing secondary accidents according to an embodiment of the present invention includes detecting a vehicle and lane from a camera mounted on the vehicle, detecting the presence or absence of a vehicle in the lane next to the vehicle, and detecting the presence or absence of a vehicle in the lane next to the vehicle. The deceleration sensor detects a large and sudden pulse. A step of detecting the impact of the first accident by detecting the signal of the step of blocking the accelerator pedal input when the first accident is detected, a step of determining the presence or absence of a side lane when the first accident is detected and limiting the steering speed and maximum steering angle, When the first accident is detected, it includes the step of free-filling the brake pressure and applying a control amount to the active damper.

Specific details of other embodiments are included in the detailed description and drawings.

According to the emergency braking device for preventing secondary accidents of the present invention, one or more of the following effects are achieved.

The existing safe driving support logic has the advantage of minimizing secondary accidents by using LKAS using cameras, BSD using ultrasonic sensors, and active dampers.

The objects of the present invention are not limited to the objects mentioned above, and other objects and advantages of the present invention that are not mentioned can be understood from the following description and will be more clearly understood through examples of the present invention. Additionally, it will be readily apparent that the objects and advantages of the present invention can be realized by the means and combinations thereof indicated in the patent claims.

1 is a block diagram showing the configuration of an emergency braking device for preventing secondary accidents according to an embodiment of the present invention.
Figure 2 is a configuration diagram showing the flow of an emergency braking method for preventing secondary accidents according to an embodiment of the present invention.

The advantages and features of the present invention and methods for achieving them will become clear by referring to the embodiments described in detail below along with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below and may be implemented in various different forms. The present embodiments are merely provided to ensure that the disclosure of the present invention is complete and to be understood by those skilled in the art. It is provided to fully inform those who have the scope of the invention, and the present invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout the specification.

Hereinafter, embodiments according to the present invention will be described with reference to the attached drawings.

Figure 1 is a block diagram showing the configuration of an emergency braking device for preventing secondary accidents according to an embodiment of the present invention.

As shown in Figure 1, the emergency braking device and method for preventing secondary accidents according to an embodiment of the present invention includes a lane image acquisition unit, a side lane object acquisition unit, a drivable lane recognition determination unit, a detection unit, and a main control unit. , lane keeping compensation unit, and maximum braking force compensation unit.

The lane image acquisition unit 100 can detect the lane from a camera installed in the vehicle and obtain the heading angle of the vehicle with respect to the lane. The lane image acquisition unit 100 may acquire the lane information using LKAS. The lane image acquisition unit 100 transmits the acquired lane information to the detection unit 400.

The side lane object acquisition unit 200 can determine the presence or absence of a vehicle through an ultrasonic sensor installed in the vehicle. The side lane object acquisition unit 200 can detect vehicles traveling on both sides and behind the vehicle using BSD. The object acquisition unit 200 transmits the obtained lane information to the detection unit 400.

The drivable lane recognition determination unit 300 can determine the presence or absence of a lane using the camera information of the lane image acquisition unit 100 and the ultrasonic sensor of the next lane object acquisition unit 200.

In the detection unit 400, the acceleration sensor detects the presence of an accident by detecting a signal of a large and sudden pulse.

The main control unit 500 recognizes/determines the primary collision. If it is determined that it is a primary collision, the main control unit 500 blocks the driver's incorrect pedal input and notifies surroundings of the vehicle accident through tail lamp lighting or V2I.

The lane maintenance compensation unit 600 limits the maximum steering angle to reduce damage caused by excessive steering to reduce secondary accidents. The lane maintenance compensation unit 600 can limit the steering speed and maximum steering angle using lane information from the drivable lane recognition determination unit 300.

The maximum braking force compensator 700 limits braking to the maximum braking force for fast braking. The maximum braking force compensator 700 may limit braking to the maximum braking force by utilizing an active damper.

Figure 2 is a configuration diagram showing the flow of an emergency braking method for preventing secondary accidents according to an embodiment of the present invention.

As shown in FIG. 2, the drivable lane recognition determination unit 300 may detect the lane and vehicle in the front image of the vehicle in the camera vehicle and lane detection step of the lane image acquisition unit 100 (301).

The drivable lane recognition determination unit 300 may detect the presence or absence of a vehicle in the lane next to the vehicle using an ultrasonic sensor installed in the vehicle in the ultrasonic sensor next lane presence detection step of the next lane object acquisition unit 200. There is (302).

The detection unit 400 can determine the presence or absence of an accident by detecting the impact of the primary accident using an acceleration sensor (401).

When detecting the impact of a car accident, the control unit 500 can block acceleration pedal input by blocking the driver's incorrect pedal input to reduce secondary accidents (501).

When the pedal input is blocked, the control unit 500 can make the surrounding people aware of the accident by turning on the tail lamp (502). Additionally, the control unit can notify surroundings of a vehicle accident through V2I infrastructure (503).

When detecting the impact of a primary accident, the lane maintenance compensation unit 600 can determine the presence or absence of the adjacent lane in order to reduce secondary accidents (601).

If it is determined that the side lane exists, the steering speed is limited based on the presence or absence of the side lane. The yaw rate can be calculated using Equation 1 based on the driver's steering angle size, longitudinal speed, and the length from the center of gravity to the front and rear wheels.

(Equation 1)

를 (수학식 1)식에 대입하면 (수학식 2)을 목표 조향각을 구할 수 있다. Lane-based yaw rate is

By substituting (Equation 1) into (Equation 2), the target steering angle can be obtained.

(Equation 2)

는 조향각 정보, ρ는 차선 곡률값,

는 속도정보, C_af은 차량의 전륜의 코너링 강성도 정보, C_ar은 차량의 후륜의 코너링 강성도 정보, GR은 요레이트 tuning 값이다.In (Equation 1) and (Equation 2), γdes is the target yaw rate, L _f is the length from the location of the vehicle's center of gravity to the front wheels of the vehicle, and L _r is the distance from the location of the vehicle's center of gravity to the rear wheels of the vehicle. length, m is the mass of the vehicle,

is the steering angle information, ρ is the lane curvature value,

is speed information, C _af is cornering stiffness information of the front wheels of the vehicle, _Car is cornering stiffness information of the rear wheels of the vehicle, and GR is the yaw rate tuning value.

At this time, depending on the presence or absence of a vehicle in the next lane, the target steering angle can be obtained using Equation 4 (602, 603).

(Equation 4)

Vehicles in the next lane

No vehicles in the next lane

Using the target steering angle, the error of the difference between the actual steering angle and the target steering angle can be obtained as (Equation 5), and the MDPS (Motor Driven Power Steering) control amount can be applied through the error (604).

(Equation 5)

The maximum braking force compensator 700 can free-fill the brake pressure when detecting the impact of the first accident (701). The maximum braking force compensator 700 may apply the active damper control amount (702). By applying the active damper control amount, braking can be limited to the maximum braking force using the active damper.

In the above, preferred embodiments of the present invention have been shown and described, but the present invention is not limited to the specific embodiments described above, and can be used in the technical field to which the invention pertains without departing from the gist of the present invention as claimed in the patent claims. Of course, various modifications can be made by those skilled in the art, and these modifications should not be understood individually from the technical idea or perspective of the present invention.

100: Lane image acquisition unit
200: Next lane object acquisition unit
300: Drivable lane recognition unit
400: detection unit
500: Main fisherman
600: Lane maintenance compensation unit
700: Maximum braking force compensation unit

Claims (8)

A lane image acquisition unit in which a camera installed in the vehicle detects the lane and acquires the lane;
A side lane object acquisition unit that determines the presence or absence of a vehicle in the side lane through an ultrasonic sensor;
A drivable lane recognition determination unit that detects the lane through the lane image acquisition unit and determines whether or not it is a drivable lane by determining the presence or absence of a vehicle in the next lane through the next lane object acquisition unit;
An acceleration sensor detects a large and sudden pulse signal generated by sudden deceleration, and a detection unit that detects the presence or absence of a primary accident based on the detected pulse signal;
a main control unit that recognizes and determines the primary collision of the accident;
a lane maintenance compensation unit that limits the maximum steering angle to reduce damage from secondary accidents caused by excessive steering after the primary collision;
a maximum braking force compensator that brakes with maximum braking force to quickly brake the vehicle;
An emergency braking device to prevent secondary accidents, including. The method of claim 1, wherein the main controller is:
When a primary accident occurs, if a large and sudden pulse signal generated by sudden deceleration is detected by the acceleration sensor, secondary accident prevention is characterized by detecting the vehicle as an impact and blocking the driver's incorrect accelerator pedal input. Emergency braking device for. The method of claim 1, wherein the lane maintenance compensation unit,
An emergency braking device to prevent secondary accidents that calculates the yaw rate based on the vehicle's steering angle size, longitudinal speed, and the length of the front and rear wheels from the center of gravity. The method of claim 3, wherein the lane maintenance compensation unit,
An emergency braking device for preventing secondary accidents, characterized in that the target steering angle is obtained by calculating the yaw rate using (Equation 1) and (Equation 2).
(Equation 1)

(Equation 2)

(γdes is the target yaw rate, L _f is the length from the location of the vehicle's center of gravity to the front wheels of the vehicle, L _r is the length from the location of the vehicle's center of gravity to the rear wheels of the vehicle, m is the mass of the vehicle,

is the steering angle information, ρ is the lane curvature value,

is speed information, C _af is cornering stiffness information of the front wheels of the vehicle, _Car is cornering stiffness information of the rear wheels of the vehicle, GR is the yaw rate tuning value) The method of claim 1, wherein the maximum braking force compensation unit,
An emergency braking device to prevent secondary accidents, characterized by limiting braking to maximum braking force using an active damper. A camera mounted on a vehicle detects the vehicle and the lane, and detects the presence or absence of another vehicle in the lane next to the vehicle;
Detecting a large and sudden pulse signal generated by sudden deceleration through a deceleration sensor, and detecting a primary accident impact based on the detected pulse signal;
blocking the driver's incorrect accelerator pedal input when the first accident is detected;
Limiting the steering speed and maximum steering angle by determining the presence or absence of a vehicle in the next lane when the first accident is detected;
Applying brake pressure to achieve maximum braking force of the vehicle when the first accident is detected;
Emergency braking method to prevent secondary accidents, including. The method of claim 6, wherein blocking the accelerator pedal input comprises:
Activating a tail lamp simultaneously with the first accident to notify nearby vehicles of the occurrence of the accident;
Notifying the occurrence of an accident through V2I (Vehicle to Infrastructure);
An emergency braking method to prevent secondary accidents further comprising: The method of claim 6, wherein limiting the steering speed and maximum steering angle comprises:
An emergency braking method to prevent secondary accidents that further includes MDPS control that controls the control amount through the error that is the difference between the actual steering angle and the target steering angle.

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