KR102516597B1 - Parking collision-avoidance assist system, vehicle and controll method thereof - Google Patents

Abstract

A vehicle that detects a pedestrian or an obstacle when parking, includes: a plurality of ultrasonic sensors that output information about a distance to the pedestrian or obstacle; The position of the pedestrian or obstacle is estimated based on information about the distance to the pedestrian or obstacle output from the plurality of ultrasonic sensors, the reliability of the estimation of the position of the pedestrian or obstacle is determined based on the position of the pedestrian or obstacle, and the pedestrian Alternatively, a control unit controlling braking of the vehicle according to the reliability of the position estimation of the obstacle may be included, and the control unit may store a table including the reliability of the position estimation of the pedestrian or obstacle corresponding to the positions of a plurality of different pedestrians or obstacles. .

Description

Parking collision avoidance assistance system, vehicle and its control method {PARKING COLLISION-AVOIDANCE ASSIST SYSTEM, VEHICLE AND CONTROLL METHOD THEREOF}

The disclosed invention relates to a parking collision avoidance assistance system, a vehicle, and a control method thereof, and more particularly, to a parking collision avoidance assistance system for preventing a rear parking collision, a vehicle, and a control method thereof.

A vehicle refers to a device capable of transporting people or goods to a destination while driving on a road or a track. A vehicle can move to various positions using one or more wheels installed on a vehicle body. Such a vehicle may include a three-wheeled or four-wheeled vehicle, a two-wheeled vehicle such as a motorcycle, a construction machine, a bicycle, and a train running on a rail disposed on a track.

Vehicles are the most common means of transportation in modern society, and the number of people using vehicles is increasing. Although there are advantages such as easy long-distance movement and comfortable living due to the development of vehicle technology, road traffic conditions deteriorate in places with high population density such as Korea, which often causes serious traffic congestion.

Recently, in order to reduce the driver's burden and enhance convenience, information on the vehicle condition, the driver's condition, and the surrounding environment is actively provided for vehicles equipped with an Advanced Driver Assist System (ADAS). Research is actively progressing.

As an example of an advanced driver assistance system installed in a vehicle, there are a forward collision avoidance (FCA) system, an autonomous emergency brake (AEB) system, a driver attention warning system (DAW), and the like. Such a system is a system for determining a risk of collision with an object in a driving situation of a vehicle, avoiding a collision through emergency braking in a collision situation, and providing a warning.

One aspect of the disclosed invention is to provide a parking collision avoidance assistance system for estimating the position of a pedestrian based on an output of an ultrasonic sensor, a vehicle, and a control method thereof.

One aspect of the disclosed invention is to provide a parking collision avoidance assistance system that generates a lookup table representing reliability of pedestrian position estimation, a vehicle, and a control method thereof.

One aspect of the disclosed invention is to provide a parking collision avoidance assistance system, a vehicle, and a control method for determining a deceleration using a lookup table representing reliability of pedestrian position estimation.

A parking collision avoidance assistance system according to an aspect of the disclosed invention is a parking collision avoidance assistance system for detecting a pedestrian or an obstacle when a vehicle is parked, comprising a plurality of ultrasonic sensors outputting information about a distance to the pedestrian or obstacle. ; Estimating the position of the pedestrian or obstacle based on information about the distance to the pedestrian or obstacle output from the plurality of ultrasonic sensors, and reliability of estimating the position of the pedestrian or obstacle based on the position of the pedestrian or obstacle And a control unit for controlling braking of the vehicle according to the reliability of estimating the position of the pedestrian or obstacle, wherein the control unit determines the reliability of estimating the position of the pedestrian or obstacle corresponding to the positions of a plurality of different pedestrians or obstacles. You can save a table containing .

The control unit may determine the deceleration of the vehicle in proportion to the reliability of estimating the location of the pedestrian or obstacle.

The control unit may further determine a target remaining distance that is inversely proportional to reliability of position estimation of the pedestrian or obstacle.

The control unit may transmit a braking request message to a braking device of the vehicle so that the behavior of the vehicle follows the deceleration and the target remaining distance.

The reliability of estimating the position of the pedestrian or obstacle may be stored in the control unit in advance using an ultrasonic sensor measurement model, a Jacobian matrix, and a method for calculating a reliability drop for each coordinate.

According to an aspect of the disclosed subject matter, a vehicle for detecting a pedestrian or an obstacle when parked includes: a plurality of ultrasonic sensors for outputting information about a distance to the pedestrian or an obstacle; Estimating the position of the pedestrian or obstacle based on information about the distance to the pedestrian or obstacle output from the plurality of ultrasonic sensors, and reliability of estimating the position of the pedestrian or obstacle based on the position of the pedestrian or obstacle And a control unit for controlling braking of the vehicle according to the reliability of estimating the position of the pedestrian or obstacle, wherein the control unit determines the reliability of estimating the position of the pedestrian or obstacle corresponding to the positions of a plurality of different pedestrians or obstacles. You can save a table containing .

The control unit may determine the deceleration of the vehicle in proportion to the reliability of estimating the location of the pedestrian or obstacle.

The control unit may further determine a target remaining distance that is inversely proportional to reliability of position estimation of the pedestrian or obstacle.

The control unit may control a braking device so that the behavior of the vehicle follows the deceleration rate and the target remaining distance.

The reliability of estimating the position of the pedestrian or obstacle may be stored in the control unit in advance using an ultrasonic sensor measurement model, a Jacobian matrix, and a method for calculating a reliability drop for each coordinate.

According to an aspect of the disclosed subject matter, a vehicle control method for detecting a pedestrian or an obstacle when parking a vehicle includes: detecting a distance to the pedestrian or obstacle; estimating a position of the pedestrian or obstacle based on the distance to the pedestrian or obstacle; determine reliability of estimation of the position of the pedestrian or obstacle based on the position of the pedestrian or obstacle; Controlling the braking of the vehicle according to the reliability of the position estimation of the pedestrian or obstacle, wherein determining the reliability of the position estimation of the pedestrian or obstacle corresponds to the positions of a plurality of different pedestrians or obstacles. It may include determining the reliability of the position estimation of the pedestrian or the obstacle using a table including the reliability of the position estimation of .

Controlling braking of the vehicle may include determining a deceleration of the vehicle to be proportional to a reliability of the position estimation of the pedestrian or obstacle.

Controlling braking of the vehicle may further include determining a target remaining distance that is inversely proportional to reliability of the position estimation of the pedestrian or obstacle.

Controlling braking of the vehicle may further include controlling a braking device so that a behavior of the vehicle follows the deceleration rate and the target remaining distance.

The reliability of estimating the location of the pedestrian or obstacle may be stored in advance using an ultrasonic sensor measurement model, a Jacobian matrix, and a method for calculating the reliability decrease by coordinates.

According to one aspect of the disclosed invention, a parking collision avoidance assistance system for estimating the position of a pedestrian based on an output of an ultrasonic sensor, a vehicle, and a control method thereof may be provided.

According to one aspect of the disclosed invention, it is possible to provide a parking collision avoidance assistance system, a vehicle, and a control method for generating a lookup table representing reliability of pedestrian position estimation.

According to one aspect of the disclosed invention, it is possible to provide a parking collision avoidance assistance system, a vehicle, and a control method for determining a deceleration using a lookup table representing the reliability of estimating a pedestrian's position.

1 shows a body of a vehicle according to an embodiment.
2 shows an undercarriage of a vehicle according to an embodiment.
3 illustrates electric components of a vehicle according to an exemplary embodiment.
4 illustrates a configuration of a parking collision avoidance assistance system according to an embodiment.
5 illustrates a plurality of ultrasonic sensors included in a parking collision avoidance assistance system according to an embodiment.
6 illustrates an example in which the parking collision avoidance assistance system according to an embodiment predicts a collision with a pedestrian and/or an obstacle.
7 illustrates an example of the reliability of position estimation of a pedestrian and/or an obstacle by the parking collision avoidance assistance system according to an embodiment.
8 illustrates an example of deceleration according to reliability of position estimation of a pedestrian and/or an obstacle by a parking collision avoidance assistance system according to an embodiment.
9 illustrates deceleration of a vehicle by a parking collision avoidance assistance system according to an embodiment.
10 illustrates a method for assisting vehicle collision avoidance according to an exemplary embodiment.

Like reference numbers designate like elements throughout the specification. This specification does not describe all elements of the embodiments, and general content or overlapping content between the embodiments in the technical field to which the disclosed invention belongs is omitted. The term 'unit, module, member, or block' used in the specification may be implemented as software or hardware, and according to embodiments, a plurality of 'units, modules, members, or blocks' may be implemented as one component, It is also possible that one 'part, module, member, block' includes a plurality of components.

Throughout the specification, when a part is said to be "connected" to another part, this includes not only the case of being directly connected but also the case of being indirectly connected, and indirect connection includes being connected through a wireless communication network. do.

In addition, when a certain component is said to "include", this means that it may further include other components without excluding other components unless otherwise stated.

Throughout the specification, when a member is said to be located “on” another member, this includes not only a case where a member is in contact with another member, but also a case where another member exists between the two members.

Terms such as first and second are used to distinguish one component from another, and the components are not limited by the aforementioned terms.

Expressions in the singular number include plural expressions unless the context clearly dictates otherwise.

In each step, the identification code is used for convenience of description, and the identification code does not explain the order of each step, and each step may be performed in a different order from the specified order unless a specific order is clearly described in context. there is.

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

1 shows a body of a vehicle according to an embodiment. 2 shows an undercarriage of a vehicle according to an embodiment. 3 illustrates electric components of a vehicle according to an exemplary embodiment.

1, 2, and 3, a vehicle 100 includes a body 110 forming the exterior of the vehicle 100 and accommodating a driver and/or luggage, and a vehicle other than the body 110. It includes a chassis 120 including the components of 100 and electric components 130 that protect the driver and provide convenience to the driver.

Referring to FIG. 1 , the vehicle body 110 forms, for example, an interior space for a driver to stay, an engine room for accommodating an engine, and a trunk room for accommodating cargo.

The body 20 includes a hood 111, a front fender 112, a roof panel 113, a door 114, and a trunk lid 115. , quarter panels 116, and the like. In addition, in order to secure the driver's field of view, a front window 117 is installed on the front of the vehicle body 110, and side windows 118 are installed on the side of the vehicle body 110, A rear window 119 is provided at the rear of the vehicle body 110 .

Referring to FIG. 2 , a chassis 120 includes a power generating device 121, a power transmission device 122, a steering device 123, and a braking system that allow the vehicle 100 to drive under the driver's control. device 124, wheels 125, frame 126, and the like.

The power generation device 121 generates rotational force for driving the vehicle 100 according to the driver's acceleration control, and operates the engine 121a, the fuel supply device 121b, the exhaust device 121c, the accelerator pedal, and the like. include

The power transmission device 122 transmits the rotational force generated by the power generating device 121 to the wheels 125 and includes a clutch/transmission device 122a, a drive shaft 122b, a shift lever, and the like.

The steering device 123 changes the driving direction of the vehicle 100 according to the driver's steering control, and includes a steering wheel 123a, a steering gear 123b, a steering link 123c, and the like.

The braking device 124 stops the driving of the vehicle 100 according to the driver's braking control, and includes a master cylinder 124a, a brake disc 124b, a brake pad 124c, a brake pedal, and the like.

The wheels 125 may receive rotational force from the power generating device 121 through the power transmission device 122 and move the vehicle 100 . The wheel 125 may include a front wheel provided at the front of the vehicle and a rear wheel provided at the rear of the vehicle.

The frame 126 may fix the power generating device 121 , the power transmission device 122 , the steering device 123 , the braking device 124 , and the wheels 125 .

The vehicle 100 may include various electrical components 130 for controlling the vehicle 100 and for the safety and convenience of the driver and passenger, as well as the mechanical parts described above.

Referring to FIG. 3 , a vehicle 100 includes an engine management system (EMS) 131, a transmission control unit (TCU) 132, and an electronic braking system (EBS). ) 133, an electric power steering (EPS) 134, a body control module (BCM) 135, a display device 136, and an air conditioner ( A heating/ventilation/air conditioning (HVAC) 137, an audio device 138, and a Parking Collision-Avoidance Assist (PCA) 200 may be included.

The engine management system 131 may control engine operation and manage the engine in response to a driver's acceleration command through an accelerator pedal. For example, the engine management system 131 may perform engine torque control, fuel economy control, engine failure diagnosis, and/or generator control.

The transmission control unit 132 may control the operation of the transmission in response to a driver's shift command through the shift lever or the driving speed of the vehicle 100 . For example, the transmission control unit 132 may perform clutch control, shift control, and/or engine torque control during shifting.

The electronic braking system 133 may control the operation of the braking device of the vehicle 100 in response to a driver's braking command through a braking pedal. Also, the electronic braking system 133 can keep the vehicle 100 in balance. For example, the electronic braking system 133 may perform an automatic parking brake, anti-slip during braking, and/or anti-slip during steering.

The electric steering device 134 may assist the driver so that the driver can easily operate the steering wheel 123a. For example, the electric steering device 134 may assist a driver's steering operation by reducing steering force during low-speed driving or parking and increasing steering force during high-speed driving.

The vehicle body control module 135 may control the operation of electric components that provide convenience to the driver or ensure safety of the driver. For example, the vehicle body control module 135 may control door locks, head lamps, wipers, power seats, seat heaters, clusters, room lamps, navigation, multi-function switches, and the like installed in the vehicle 100 .

The display device 136 may be installed in the center fascia inside the vehicle 100, and may provide various information and fun to the driver through images. For example, the display device 136 may reproduce a video file stored in an internal storage medium or an external storage medium according to a driver's command, and output an image included in the video file. In addition, the display device 136 may receive a destination from the driver through the driver's touch input and display a route to the input destination.

The air conditioner 137 may heat or cool the indoor air according to the indoor temperature of the vehicle 100 and the target temperature input by the driver. For example, the air conditioner 137 may cool the indoor air when the indoor temperature is higher than the target temperature, and heat the indoor air when the indoor temperature is lower than the target temperature. In addition, the air conditioner 137 allows air outside the vehicle 100 to flow into the vehicle 100 according to the external environment of the vehicle 100, or blocks the inflow of external air to remove air inside the vehicle 100. can be cycled.

The audio device 138 may provide various information and fun to the driver through sound. For example, the audio device 138 may reproduce an audio file stored in an internal storage medium or an external storage medium according to a driver's command and output sound included in the audio file. Also, the audio device 138 may receive an audio broadcasting signal and output a sound corresponding to the received audio broadcasting signal.

The parking collision avoidance assistance system 200 may predict a collision with a pedestrian and/or an obstacle while the vehicle 100 is reversing at a low speed, and may warn the driver or brake the vehicle 100 according to the prediction result. . Specifically, the parking collision avoidance assistance system 200 determines the location of a pedestrian and/or obstacle located behind the vehicle 100, and determines the location of the vehicle 100 and the pedestrian and/or obstacle based on the location of the pedestrian and/or obstacle. Collision between obstacles can be predicted. Thereafter, the parking collision avoidance assistance system 200 may warn the driver of a collision with a pedestrian and/or an obstacle or transmit a braking request message including a deceleration to the electronic braking system 133 .

The parking collision avoidance assistance system 200 is described in more detail below.

In addition, the vehicle 100 may further include electric components for protecting the driver and providing convenience to the driver. For example, the vehicle 100 may include electric components 130 such as a door lock, a wiper, a power seat, a seat heater, a cluster, a room lamp, a navigation system, and a multi-function switch.

These electrical components 130 may communicate with each other through the vehicle communication network NT. For example, the electric components 130 may include Ethernet, Media Oriented Systems Transport (MOST), Flexray, Controller Area Network (CAN), Local Interconnect Network (LIN), etc. Data can be exchanged through

Hereinafter, the parking collision avoidance assistance system 200 will be described in detail.

4 illustrates a configuration of a parking collision avoidance assistance system according to an embodiment. 5 illustrates a plurality of ultrasonic sensors included in a parking collision avoidance assistance system according to an embodiment.

As shown in FIG. 4 , the parking collision avoidance assistance system 200 includes a sensing unit 210 that detects pedestrians and/or obstacles and a communication unit that communicates with other electrical components 130 included in the vehicle 100. 220 and a controller 230 that determines whether the vehicle 100 is braked based on the output of the sensor 210 .

The sensing unit 210 includes a plurality of ultrasonic sensors 211 .

The plurality of ultrasonic sensors 211 may be installed at the rear of the vehicle 100 as shown in FIG. 5 . The plurality of ultrasonic sensors 211 transmit ultrasonic waves (hereinafter referred to as 'sensing ultrasonic waves') to detect pedestrians and/or obstacles toward the rear of the vehicle 100, and transmit ultrasonic waves reflected from pedestrians and/or obstacles (hereinafter referred to as 'sensing ultrasonic waves'). Hereinafter referred to as 'reflected ultrasound') may be received.

The plurality of ultrasonic sensors 211 may detect a phase difference (or time difference) between the detected ultrasonic wave and the reflected ultrasonic wave, and transmit information about the phase difference (or time difference) between the detected ultrasonic wave and the reflected ultrasonic wave to the control unit 230. ) can be output. The control unit 230 determines the distance between each of the plurality of ultrasonic sensors 211 and the pedestrian and/or obstacle based on the phase difference (or time difference) between the detected ultrasonic wave and the reflected ultrasonic wave, and also determines the distance between the plurality of ultrasonic sensors (211) Based on the distance between each other and the pedestrian and/or obstacle, the position between the pedestrian and/or obstacle may be determined.

The plurality of ultrasonic sensors 211 include a first ultrasonic sensor 211a installed on the left outer side of the rear of the vehicle 100, a second ultrasonic sensor 211b installed on the left inner side of the rear of the vehicle 100, and the vehicle 100 ) a third ultrasonic sensor 211c installed on the right inner side of the rear and a fourth ultrasonic sensor 211d installed on the right outer side of the rear of the vehicle 100.

Each of the first, second, third, and fourth ultrasonic sensors 211a, 211b, 211c, and 211d may have different sensing regions R1, R2, R3, and R4. For example, the first ultrasonic sensor 211a has a first detection region R1, the second ultrasonic sensor 211b has a second detection region R2, and the third ultrasonic sensor 211c has a third detection region R2. It may have a sensing area R3, and the fourth ultrasonic sensor 211d may have a fourth sensing area R4. Also, at least some of the plurality of sensing regions R1 , R2 , R3 , and R4 may overlap each other.

The first, second, third, and fourth ultrasonic sensors 211a, 211b, 211c, and 211d detect pedestrians and/or pedestrians within the first, second, third, and fourth sensing regions R1, R2, R3, and R4. An obstacle may be detected, and information about the distance to the pedestrian and/or the obstacle (information about the phase difference between the detected ultrasonic wave and the reflected ultrasonic wave) may be transmitted to the controller 230 . The controller 230 controls the first, second, third, and third ultrasonic sensors 211a, 211b, 211c, and 211d based on information about distances to pedestrians and/or obstacles. and the fourth ultrasonic sensors 211a, 211b, 211c, and 211d, respectively, and a distance to a pedestrian and/or an obstacle may be determined, and a location of the pedestrian and/or obstacle may be determined.

The plurality of ultrasonic sensors 211 may simultaneously or sequentially transmit detection ultrasonic waves and simultaneously or sequentially receive reflected ultrasonic waves.

The communication unit 220 includes a can transceiver 221 that receives communication signals from the electrical components 130 and transmits communication signals to the electrical components 130 through the vehicle communication network NT.

The can transceiver 221 may receive an analog communication signal through the vehicle communication network NT, convert the analog communication signal into digital communication data, and output the converted digital communication data to the control unit 230 . In addition, the can transceiver 221 may receive digital communication data from the control unit 230, convert the digital communication data into an analog communication signal, and transmit the same through the vehicle communication network NT.

The controller 230 includes a processor 231 that generates a control signal for controlling the operation of the parking collision avoidance assistance system 200 and stores programs and data for controlling the operation of the parking collision avoidance assistance system 200. memory 232.

The processor 231 processes the output of the sensing unit 210 and transmits a message requesting braking of the vehicle 100 to the electronic braking system 133 based on the output of the sensing unit 210. The communication unit 220 can control.

The processor 231 may receive information about distances from the plurality of ultrasonic sensors 211 to pedestrians and/or obstacles from the sensor 210 . For example, the processor 231 receives information about a phase difference between detected ultrasonic waves and reflected ultrasonic waves of the plurality of ultrasonic sensors 211 from the detector 210, and transmits the ultrasonic waves and the plurality of ultrasonic sensors. A distance from each of the plurality of ultrasonic sensors 211 to a pedestrian and/or an obstacle may be determined from a phase difference between the detected ultrasonic wave and the reflected ultrasonic wave of 211 .

The processor 231 may determine the location of the pedestrian and/or obstacle based on the distance from the plurality of ultrasonic sensors 211 to the pedestrian and/or obstacle. For example, the processor 231 may detect pedestrians and obstacles by using triangulation based on distances from the first, second, third, and fourth ultrasonic sensors 211a, 211b, 211c, and 211d to the pedestrian and/or the obstacle. / or the position of the obstacle can be determined.

The processor 231 may predict a collision with a pedestrian and/or an obstacle based on the location of the pedestrian and/or obstacle, the driving direction of the vehicle 100, and the driving speed of the vehicle 100. For example, the processor 231 determines whether the driving path of the vehicle 100 overlaps with the positions of pedestrians and/or obstacles based on the driving direction of the vehicle 100, and then determines the driving speed of the vehicle 100. Based on this, it is possible to predict the predicted time until collision between the vehicle 100 and the pedestrian and/or obstacle (hereinafter referred to as 'collision predicted time').

In addition, the processor 231 may control the communication unit 220 to transmit a message requesting braking of the vehicle 100 to the electronic braking system 133 based on the collision prediction result of the position of the pedestrian and/or the obstacle. . For example, the processor 231 may decelerate the vehicle 100 based on the predicted time to collision between the vehicle 100 and the pedestrian and/or obstacle and the target distance between the vehicle 100 and the pedestrian and/or obstacle. It is possible to control the communication unit 220 to calculate the degree and transmit the calculated deceleration to the electronic braking system 133 .

The processor 231 may include an arithmetic circuit for performing logical and arithmetic operations, a memory circuit for storing calculated data, and the like.

The memory 232 processes the output of the sensor 210 and transmits a message requesting braking of the vehicle 100 to the electronic braking system 133 based on the output of the sensor 210 and transmits the communication unit 220. It can store programs and data to control.

The memory 232 includes non-volatile memory such as read only memory (ROM) and flash memory for long-term storage of data, static random access memory (S-RAM) and D-RAM for temporarily storing data. It may include volatile memory such as RAM (Dynamic Random Access Memory).

As such, the control unit 230 processes the output of the sensing unit 210 and transmits a message requesting braking of the vehicle 100 to the electronic braking system 133 based on the output of the sensing unit 210. 220) can be controlled.

In particular, the controller 230 determines the location of the pedestrian and/or obstacle based on the distance from the plurality of ultrasonic sensors 211 to the pedestrian and/or obstacle, and determines the location of the pedestrian and/or obstacle to the vehicle ( The communication unit 220 may be controlled to transmit a message requesting braking of 100 to the electronic braking system 133 .

Here, the deceleration of the vehicle 100 for preventing a collision with a pedestrian and/or an obstacle may depend on the reliability of position estimation of the pedestrian and/or obstacle. Specifically, if the calculated positions of the pedestrian and/or obstacle are not accurate, the deceleration of the vehicle 100 for preventing a collision with the pedestrian and/or obstacle may be greater than an ideal value.

Hereinafter, the relationship between the reliability of estimation of the position of a pedestrian and/or an obstacle and the deceleration of the vehicle 100 will be explained.

6 illustrates an example in which the parking collision avoidance assistance system according to an embodiment predicts a collision with a pedestrian and/or an obstacle. 7 illustrates an example of the reliability of position estimation of a pedestrian and/or an obstacle by the parking collision avoidance assistance system according to an embodiment. 8 illustrates an example of deceleration according to reliability of position estimation of a pedestrian and/or an obstacle by a parking collision avoidance assistance system according to an embodiment. 9 illustrates deceleration of a vehicle by a parking collision avoidance assistance system according to an embodiment.

The parking collision avoidance assistance system 200 may detect a pedestrian and/or an obstacle during reverse driving. For example, the parking collision avoidance assistance system 200 detects ultrasonic waves of the first, second, third, and fourth ultrasonic sensors 211a, 211b, 211c, and 211d and the reflected ultrasonic waves reflected from pedestrians and/or obstacles. The distance from the first, second, third, and fourth ultrasonic sensors 211a, 211b, 211c, and 211d to the pedestrian and/or obstacle is determined based on the phase difference of The location of the pedestrian and/or obstacle may be estimated based on the distance from the fourth ultrasonic sensors 211a, 211b, 211c, and 211d to the pedestrian and/or obstacle.

Then, the parking collision avoidance assistance system 200 determines the driving path of the vehicle 100 based on the driving direction of the vehicle 100, and based on the position of the pedestrian and/or obstacle, the vehicle ( 100), it is possible to determine whether it is located on the driving route.

For example, as shown in FIG. 6 , when the vehicle 100 rotates and runs backward, the parking collision avoidance assistance system 200 determines the distance from the center of rotation of the vehicle 100 to the pedestrian and/or the obstacle (R_target) It may be determined whether the vehicle 100 is located between the inner turning radius R_inner and the outer turning radius R_outer of the vehicle 100 .

Specifically, the parking collision avoidance assistance system 200 may determine whether [Equation 1] is satisfied.

[Equation 1]

However, R_target represents the distance from the center of rotation of the vehicle 100 to pedestrians and/or obstacles, R_inner represents the inner turning radius of the vehicle 100, and R_outer may represent the outer turning radius of the vehicle 100. .

When [Equation 1] is satisfied, the parking collision avoidance assistance system 200 calculates a collision prediction time T_col until a collision between the vehicle 100 and a pedestrian and/or an obstacle using [Equation 2]. can

[Equation 2]

However, T_col represents the predicted collision time until collision between the vehicle 100 and the pedestrian and/or obstacle, R_target represents the distance from the rotation center of the vehicle 100 to the pedestrian and/or obstacle, and θ1 represents the vehicle ( 100) represents the angle between the reference line ( ) of rotational travel and the predicted collision position of the vehicle 100, θ2 represents the angle between the reference line ( ) of rotational travel of the vehicle 100 and the pedestrian and/or obstacle, V denotes the traveling speed of the vehicle 100, atan() denotes the arc tangent function, x_target denotes the x-coordinate of a pedestrian and/or obstacle, and R_center denotes the center of the vehicle 100 from the center of rotation of the vehicle 100. represents the distance to, y_target represents the y-coordinate of the pedestrian and/or obstacle, x_collision represents the x-coordinate of the predicted collision position of the vehicle 100, and R_target represents the distance from the center of rotation of the vehicle 100 to the pedestrian and/or obstacle can represent the distance of

According to [Equation 2], the collision prediction time T_col is calculated based on the positions of the pedestrian and/or obstacle. In other words, the reliability of the collision prediction time T_col may depend on the reliability of position estimation of the pedestrian and/or obstacle.

Reliability of position estimation of the pedestrian and/or obstacle may depend on the number and arrangement of the plurality of ultrasonic sensors 211 and the actual position of the pedestrian and/or obstacle. In particular, if the number of the plurality of ultrasonic sensors 211 is the same, the reliability of estimation may depend on the relative positional relationship between the plurality of ultrasonic sensors 211 and the pedestrian and/or the obstacle. For example, when the plurality of ultrasonic sensors 211 are distributed around pedestrians and/or obstacles, location estimation of the pedestrians and/or obstacles may have high reliability. On the other hand, when the plurality of ultrasonic sensors 211 are intensively disposed on one side of the pedestrian and/or obstacle, the reliability of position estimation of the pedestrian and/or obstacle may be lowered.

Reliability of position estimation of the pedestrian and/or obstacle according to the relative positional relationship between the plurality of ultrasonic sensors 211 and the pedestrian and/or obstacle may be calculated in advance and stored in the memory 232 . In other words, the memory 232 may include a lookup table indicating the reliability of estimating the location of the pedestrian and/or obstacle.

The process of generating a lookup table representing the reliability of estimating the position of a pedestrian and/or obstacle is a process of generating an ultrasonic sensor measurement model, a process of constructing a Jacobian's matrix, and a dilution of precision (DOP) for each coordinate. ) may include a process of predicting.

The reliability degradation (DOP) may be inversely proportional to the reliability of the estimate of the location of the pedestrian and/or obstacle. Specifically, the drop in reliability (DOP) may be the reciprocal of the reliability of estimating the location of a pedestrian and/or an obstacle.

The ultrasonic sensor measurement model may be as shown in [Equation 3].

[Equation 3]

The Jacobian matrix may be as shown in [Equation 4].

[Equation 4]

[Equation 5] can be used to predict the decrease in reliability (DOP) by coordinates.

[Equation 5]

The predicted drop in reliability (DOP) for each coordinate may be as shown in (a) and (b) of FIG. 7 .

Referring to (a) of FIG. 7 , when the parking collision avoidance assistance system 200 includes the first, second, third, and fourth ultrasonic sensors 211a, 211b, 211c, and 211d, the vehicle 100 In most of the rear region, the reliability drop (DOP) may have a value approximately similar to '1'. On the other hand, on both sides of the vehicle 100, reliability degradation (DOP) may increase rapidly.

Referring to (b) of FIG. 7 , when the parking collision avoidance assistance system 200 includes the third and fourth ultrasonic sensors 211c and 211d, most of the rear area of the vehicle 100 causes a drop in reliability (DOP). may have a value approximately similar to '3'. On the other hand, on both sides of the vehicle 100, reliability degradation (DOP) may increase rapidly. In particular, the drop in reliability (DOP) on the left side of the vehicle 100 may increase more rapidly than the drop in reliability (DOP) on the right side of the vehicle 100 .

As such, reliability degradation (DOP) of estimating the location of a pedestrian and/or an obstacle may depend on the number of the plurality of ultrasonic sensors 211 . Specifically, as the number of the plurality of ultrasonic sensors 211 increases, reliability degradation (DOP) of estimating the location of a pedestrian and/or an obstacle may decrease. In other words, the reliability of estimating the location of the pedestrian and/or obstacle may be increased.

In addition, reliability degradation (DOP) of estimating the position of a pedestrian and/or obstacle may depend on a relative positional relationship between the plurality of ultrasonic sensors 211 and the pedestrian and/or obstacle. Specifically, when the plurality of ultrasonic sensors 211 are appropriately distributed and disposed on the pedestrian and/or obstacle, the reliability degradation (DOP) of estimating the position of the pedestrian and/or obstacle may be reduced. In other words, the reliability of estimating the location of the pedestrian and/or obstacle may be increased.

The parking collision avoidance assistance system 200 may determine the reliability drop (DOP) of the location estimation of the pedestrian and/or obstacle using the lookup table. Specifically, the parking collision avoidance assistance system 200 searches the look-up table to determine the position of the pedestrian and/or obstacle corresponding to the position (coordinates) of the pedestrian and/or obstacle calculated from the output of the plurality of ultrasonic sensors 211. Degradation of confidence in estimation (DOP) can be obtained.

The parking collision avoidance assistance system 200 determines the deceleration of the vehicle 100 and the remaining target distance using a lookup table representing the reliability of estimating the position of the pedestrian and/or obstacle according to the position (coordinates) of the pedestrian and/or obstacle can do. Here, the remaining distance may indicate a distance between the vehicle 100 and a pedestrian and/or an obstacle after the vehicle 100 is stopped by the deceleration.

The deceleration of the vehicle 100 may be proportional to the reliability, and the target remaining distance of the vehicle 100 may be inversely proportional to the reliability. For example, as shown in FIG. 8 , the reliability of estimating the position of a pedestrian and/or an obstacle may be the reciprocal of the reliability drop (DOP), and as the reliability decreases, the deceleration rate may decrease in proportion to the reliability. On the other hand, as the reliability decreases, the target residual distance may increase in inverse proportion to the reliability.

The parking collision avoidance assistance system 200 may transmit a braking request message including the determined deceleration to the electronic braking system 133 .

For example, as shown in (a) of FIG. 10, the parking collision avoidance assistance system 200 may periodically transmit a braking request message including a deceleration to the electronic braking system 133, and the electronic braking system ( 133 may brake the vehicle 100 according to the message of the parking collision avoidance assistance system 200 .

As a result, as shown in (b) of FIG. 10 , the driving speed of the vehicle 100 decreases and the vehicle 100 may stop.

As described above, the parking collision avoidance assistance system 200 may store a look-up table representing the reliability of position estimation of the pedestrian and/or obstacle according to the position (coordinates) of the pedestrian and/or obstacle, and the look-up table It is possible to determine the deceleration of the vehicle 100 and the target remaining distance to a pedestrian and/or an obstacle. In this case, the deceleration of the vehicle 100 may be proportional to the reliability of the location estimation of the pedestrian and/or obstacle, and the target remaining distance to the pedestrian and/or obstacle may be inversely proportional to the reliability of the location estimation of the pedestrian and/or obstacle.

10 illustrates a method 1000 for assisting vehicle spear collision avoidance according to an embodiment.

The vehicle 100 detects pedestrians and/or obstacles while reversing (1010).

The vehicle 100 may detect a pedestrian and/or an obstacle using the plurality of ultrasonic sensors 211 while driving backward. For example, the vehicle 100 detects a phase difference between ultrasonic waves detected by the first, second, third, and fourth ultrasonic sensors 211a, 211b, 211c, and 211d and reflected ultrasonic waves reflected from a pedestrian and/or an obstacle. The first, second, third, and fourth ultrasonic sensors 211a, 211b, 211c, and 211d determine distances from the pedestrians and/or obstacles based on the first, second, third, and fourth ultrasonic sensors. The location of the pedestrian and/or obstacle may be estimated based on the distance from (211a, 211b, 211c, 211d) to the pedestrian and/or obstacle.

The vehicle 100 estimates the location of the pedestrian and/or obstacle (1020).

The vehicle 100 may calculate a distance to a pedestrian and/or an obstacle using the plurality of ultrasonic sensors 211 while traveling backward. For example, the vehicle 100 determines a distance from each of the plurality of ultrasonic sensors 211 to a pedestrian and/or an obstacle based on a phase difference between detected ultrasonic waves and reflected ultrasonic waves of the plurality of ultrasonic sensors 211 . can do.

Also, the vehicle 100 may determine the location of the pedestrian and/or obstacle based on the distance from the plurality of ultrasonic sensors 211 to the pedestrian and/or obstacle. For example, the vehicle 100 uses triangulation based on distances from the first, second, third, and fourth ultrasonic sensors 211a, 211b, 211c, and 211d to pedestrians and/or obstacles to detect pedestrians and obstacles. / or the position of the obstacle can be determined.

The vehicle 100 determines reliability of position estimation of the pedestrian and/or obstacle (1030).

The vehicle 100 may determine a reliability drop (DOP) of estimating the location of a pedestrian and/or an obstacle using a lookup table. For example, the vehicle 100 searches the lookup table to determine the reliability of estimating the position of the pedestrian and/or obstacle corresponding to the position (coordinates) of the pedestrian and/or obstacle calculated from the output of the plurality of ultrasonic sensors 211. drop (DOP) can be obtained.

The vehicle 100 determines a deceleration rate and a braking distance for avoiding a collision with a pedestrian and/or an obstacle (1040).

The vehicle 100 may determine the deceleration of the vehicle 100 and the target remaining distance by using a lookup table representing the reliability of estimating the location of the pedestrian and/or obstacle according to the location (coordinates) of the pedestrian and/or obstacle. Here, the deceleration of the vehicle 100 may be proportional to the reliability, and the target remaining distance of the vehicle 100 may be inversely proportional to the reliability.

Vehicle 100 slows down and eventually brakes (1050)

The vehicle 100 may control the electronic braking system 133 to decelerate at the determined deceleration rate in operation 1040 .

As a result, when a pedestrian and/or an obstacle is detected during propulsion, the vehicle 100 may estimate the position of the pedestrian and/or obstacle and determine reliability of the estimated position. Also, the vehicle 100 may determine the deceleration rate and the remaining distance of the vehicle 100 based on the reliability of position estimation.

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

Computer-readable recording media include all types of recording media in which instructions that can be decoded by a computer are stored. For example, there may be read only memory (ROM), random access memory (RAM), magnetic tape, magnetic disk, flash memory, optical data storage device, and the like.

As above, the disclosed embodiments have been described with reference to the accompanying drawings. Those skilled in the art to which the present invention pertains will understand that the present invention can be implemented in a form different from the disclosed embodiments without changing the technical spirit or essential characteristics of the present invention. The disclosed embodiments are illustrative and should not be construed as limiting.

100: vehicle 200: parking collision avoidance assistance system
210: sensing unit 211: a plurality of ultrasonic sensors
211a: first ultrasonic sensor 211b: second ultrasonic sensor
211c: third ultrasonic sensor 211d: fourth ultrasonic sensor
220: communication unit 221: can transceiver
230: control unit 231: processor
232: memory

Claims (15)

In the parking collision avoidance assistance system for detecting a pedestrian or obstacle when parking a vehicle,
a plurality of ultrasonic sensors outputting information about a distance to the pedestrian or an obstacle;
Estimating the position of the pedestrian or obstacle based on information about the distance to the pedestrian or obstacle output from the plurality of ultrasonic sensors, and reliability of estimating the position of the pedestrian or obstacle based on the position of the pedestrian or obstacle And a control unit for determining and controlling the braking of the vehicle according to the reliability of the position estimation of the pedestrian or obstacle,
The control unit stores a table including reliability of position estimation of pedestrians or obstacles corresponding to the positions of a plurality of different pedestrians or obstacles,
determining a deceleration of the vehicle in proportion to the reliability of the estimation of the position of the pedestrian or obstacle, and determining a remaining target distance inversely proportional to the reliability of the estimation of the position of the pedestrian or obstacle;
The reliability of the estimation of the position of the pedestrian or obstacle is stored in the control unit in advance using an ultrasonic sensor measurement model, a Jacobian matrix, and a method for calculating reliability reduction by coordinates. delete delete According to claim 1,
The control unit transmits a braking request message to a braking device of the vehicle so that the vehicle's behavior follows the deceleration and the target remaining distance. delete In a vehicle that detects a pedestrian or obstacle when parking,
a plurality of ultrasonic sensors outputting information about a distance to a pedestrian or an obstacle;
Estimating the position of the pedestrian or obstacle based on information about the distance to the pedestrian or obstacle output from the plurality of ultrasonic sensors, and reliability of estimating the position of the pedestrian or obstacle based on the position of the pedestrian or obstacle And a control unit for determining and controlling the braking of the vehicle according to the reliability of the position estimation of the pedestrian or obstacle,
The control unit stores a table including reliability of position estimation of pedestrians or obstacles corresponding to the positions of a plurality of different pedestrians or obstacles,
determining a deceleration of the vehicle in proportion to reliability of the position estimation of the pedestrian or obstacle, and determining a target remaining distance inversely proportional to the reliability of position estimation of the pedestrian or obstacle;
The reliability of the location estimation of the pedestrian or obstacle is stored in the control unit in advance using an ultrasonic sensor measurement model, a Jacobian matrix, and a method for calculating reliability reduction by coordinates. delete delete According to claim 6,
The control unit controls a braking device so that the behavior of the vehicle follows the deceleration rate and the target remaining distance. delete A vehicle control method for detecting a pedestrian or an obstacle when parking,
detect the distance to a pedestrian or obstacle;
estimating a position of the pedestrian or obstacle based on the distance to the pedestrian or obstacle;
determine reliability of estimation of the position of the pedestrian or obstacle based on the position of the pedestrian or obstacle;
Controlling the braking of the vehicle according to the reliability of the location estimation of the pedestrian or obstacle,
Determining the reliability of estimating the position of the pedestrian or obstacle is to determine the reliability of estimating the position of the pedestrian or obstacle using a table including the reliability of estimating the position of the pedestrian or obstacle corresponding to the positions of a plurality of different pedestrians or obstacles. including judging
To control braking of the vehicle,
Further comprising determining a deceleration of the vehicle in proportion to the reliability of the position estimation of the pedestrian or obstacle, and determining a target remaining distance inversely proportional to the reliability of the position estimation of the pedestrian or obstacle;
The reliability of the location estimation of the pedestrian or obstacle is pre-stored using an ultrasonic sensor measurement model, a Jacobian matrix, and a method for calculating the reliability drop by coordinates. delete delete According to claim 11,
Controlling braking of the vehicle further comprises controlling a braking device so that a behavior of the vehicle follows the deceleration rate and the target remaining distance. delete

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