KR20170019794A - Vehicle and collision avoidance method for the same - Google Patents

Abstract

The present invention relates to a vehicle and a collision avoiding method thereof. According to an embodiment of the present invention, the collision avoiding method includes: a step of predicting a collision with a target vehicle driven in front of the same road in which the vehicle is; a step of detecting lanes in both sides of the road when the collision is predicted; a step of receiving lane information and driving information of the target vehicle from the target vehicle when the lanes are not detected; a step of obtaining a transverse offset of the target vehicle and a transverse offset of the vehicle in regard to the lanes based on the driving information of the vehicle, the driving information of the target vehicle, and the received lane information; a step of matching the position of the vehicle with the received lane information if a difference between the transverse offset of the vehicle and the transverse offset of the target vehicle is within a preset reliable range; and a step of performing avoidance control to avoid a collision with the target vehicle based on the received lane information and the driving information of the vehicle.

Description

[0001] VEHICLE AND COLLISION AVOIDANCE METHOD FOR THE SAME [0002]

The present invention relates to a vehicle and a collision avoiding method for the vehicle, and more particularly, to a collision avoidance method of a vehicle and a vehicle, which carries out control for avoiding a collision using travel information of another vehicle traveling in front of the same lane as a lane on which the vehicle is traveling And a collision avoiding method thereof.

Lane detection is one of the functions indispensably required for a lane change assist system, a lane keeping assistance system, and a lane departure warning system, Based on the image provided by the user.

The lane change support system, the lane keeping support system and the lane departure warning system described above are one type of the driver assistance system for securing the safety and convenience of the driver, and the lane detection reliability and accuracy must be secured to a certain level or more.

On the other hand, when the vehicle on which the above-described systems are mounted is traveling at a high speed, lanes are erroneously detected due to various causes such as when the lane is detected from the running image photographed by the camera provided in the vehicle, There is a possibility that no lane is detected at all.

As a conventional technique for solving such a problem, Korean Patent Laid-Open Publication No. 10-2013-0051375 has been disclosed. The present invention relates to a lane keeping support system, and more particularly, to a lane keeping support system for a lane keeping support system.

However, there is a limitation in ensuring reliability and accuracy of lane detection only by noise reduction.

In recent years, a new communication method such as inter-vehicle communication has been developed. Through a method completely different from the above-described conventional technique, it is possible to accurately detect the risk of collision with a nearby vehicle due to a lane- There is a growing demand for a technique for avoiding the problem.

SUMMARY OF THE INVENTION The present invention has been conceived to solve the above-mentioned problems, and it is an object of the present invention to provide a vehicle driving control system and a driving control method thereof, Which is capable of performing collision avoidance control based on lane change, using the running information of the vehicle and the collision avoiding method.

The problems of the present invention are not limited to the above-mentioned problems, and other problems not mentioned can be clearly understood by those skilled in the art from the following description.

According to an aspect of the present invention, there is provided a method for estimating a collision of a vehicle with a target vehicle running in front of the same vehicle as the vehicle; Detecting a lane existing on both sides of the lane when predicting the collision; Receiving driving information and lane information of the target vehicle from the target vehicle when the detection of the lane is unsuccessful; Obtaining a lateral offset of the vehicle and a lateral offset of the target vehicle based on the running information of the vehicle, the running information of the target vehicle, and the received lane information; Matching the received lane information with the position of the vehicle when the difference between the lateral offset of the vehicle and the lateral offset of the target vehicle is within a predetermined confidence range; And performing avoidance control for avoiding collision with the target vehicle based on the running information of the vehicle and the received lane information.

The step of predicting the collision with the target vehicle may predict the collision with the target vehicle based on the distance between the vehicle and the target vehicle.

The step of predicting the collision with the target vehicle may be performed when the distance between the vehicle and the target vehicle is within 50 m.

In addition, the running information of the vehicle includes the GPS coordinate value of the vehicle, and the running information of the target vehicle may include the GPS coordinates of the target vehicle.

The step of matching the received lane information with the position of the vehicle may further include comparing lane information detected from GPS coordinate values identical to GPS coordinates of the vehicle among the received lane information to GPS coordinates of the vehicle Can be matched.

In addition, performing the avoidance control for avoiding collision with the target vehicle may perform the lane change control for the vehicle to move the vehicle to a different lane than the lane.

In addition, the step of avoiding collision with the target vehicle may include the steps of: running direction of the vehicle, speed of the vehicle, a distance between the vehicle and the target vehicle, a lateral offset of the vehicle, Calculating a target yaw rate of the vehicle based on the lateral offset of the vehicle; And controlling the steering of the vehicle based on the target yaw rate.

Further, performing the avoidance control to avoid collision with the target vehicle may be repeated until the lateral distance of the vehicle falls within a predetermined safety range.

Performing the avoidance control to avoid collision with the target vehicle based on the lane information detected by the vehicle and the running information of the vehicle when the detection of the lane is successful .

The step of receiving the driving information of the target vehicle and the lane information of the target vehicle from the target vehicle may further include the step of calculating the driving information of the target vehicle and the lane by the target vehicle using V2V (Vehicle to Vehicle Communication) Information can be received.

Effects of the vehicle and the collision avoiding method according to the present invention will be described as follows.

According to at least one of the embodiments of the present invention, when the vehicle fails to detect the lane due to various causes, the driving information of the other vehicle traveling in front of the same lane as the lane on which the vehicle is traveling is received through wireless communication This is advantageous in that collision avoidance control based on lane change can be performed.

The effects of the present invention are not limited to the effects mentioned above, and other effects not mentioned can be clearly understood by those skilled in the art from the description of the claims.

1 shows a block diagram of a vehicle according to an embodiment of the present invention.
2 is a flowchart showing a collision avoidance method of a vehicle according to an embodiment of the present invention.
3A to 3C are conceptual diagrams for explaining a vehicle collision avoiding method according to an embodiment of the present invention.
4 is a diagram referred to explain an operation of calculating a lateral offset using a lane information and running information received from a target vehicle according to an embodiment of the present invention.
5 is a diagram referred to explain a collision avoidance control of a vehicle according to an embodiment of the present invention

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings, wherein like reference numerals are used to designate identical or similar elements, and redundant description thereof will be omitted. The suffix "module" and " part "for the components used in the following description are given or mixed in consideration of ease of specification, and do not have their own meaning or role. In the following description of the embodiments of the present invention, a detailed description of related arts will be omitted when it is determined that the gist of the embodiments disclosed herein may be blurred. It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory and are intended to provide further explanation of the invention as claimed. , ≪ / RTI > equivalents, and alternatives.

Terms including ordinals, such as first, second, etc., may be used to describe various elements, but the elements are not limited to these terms. The terms are used only for the purpose of distinguishing one component from another.

It is to be understood that when an element is referred to as being "connected" or "connected" to another element, it may be directly connected or connected to the other element, . On the other hand, when an element is referred to as being "directly connected" or "directly connected" to another element, it should be understood that there are no other elements in between.

The singular expressions include plural expressions unless the context clearly dictates otherwise.

In the present application, the terms "comprises", "having", and the like are used to specify that a feature, a number, a step, an operation, an element, a component, But do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or combinations thereof.

1 shows a block diagram of a vehicle 100 according to an embodiment of the present invention.

1, a vehicle 100 according to an exemplary embodiment of the present invention includes a communication unit 110, an image generation unit 120, an information storage unit 130, a sensor unit 140, a steering unit 150, And a controller 160.

The communication unit 110 performs wired or wireless based data transmission / reception with an external device. In detail, the communication unit 110 may include at least one GPS module 112 that receives GPS signals from a plurality of GPS satellites.

In addition, the communication unit 110 may include at least one Wi-Fi module 114. The WiFi module 114 may be coupled to, for example, an access point installed adjacent to the road.

In addition, the communication unit 110 may include at least one wireless communication module 116. The wireless communication module 116 may perform data transmission / reception with an infrastructure device (e.g., CCTV, base station) installed in the vicinity of a road or a road. The wireless communication module 116 may perform wireless communication with an external device based on a scheme different from that of the Wi-Fi module 114 (e.g., a 4G (fourth generation mobile communication) scheme).

In particular, the wireless communication module 116 can transmit and receive data between vehicles or between a vehicle and an infrastructure even in a high-speed mobile environment, using WAVE (Wireless Access in Vehicular Environment) communication. A typical example of WAVE (Wireless Access in Vehicular Environment) communication is V2V (Vehicle to Vehicle communication) communication. For example, the wireless communication module 116 can receive the traveling information of the other vehicle from the other vehicle through the V2V communication.

The image generating unit 120 photographs the periphery of the vehicle and generates a traveling image. To this end, the image generating unit 120 may include at least one camera 122. [ For example, one of the cameras 122 included in the image generating unit 120 may be mounted on a front side of the vehicle to generate a forward image of the vehicle. For example, the image generating unit 120 may include four cameras 122 mounted on one side of the vehicle. In this case, the camera 122 may be a mirrorless camera.

The front image, the rear image, the left image, and the right image generated by the four cameras 122 can be synthesized by the controller 160, which will be described later. By such a synthesizing process, it is possible to generate the same surround view image as when the vehicle is turned from top to bottom. Hereinafter, for convenience of explanation, it is assumed that the image generating unit 120 includes one camera 122 for generating a forward image of the vehicle.

The information storage unit 130 stores various information related to the vehicle. The information storage unit 130 may include a map storage module 132 and an image storage module 134.

The map storage module 132 of the information storage unit 130 may store an electronic map. Specifically, the electronic map includes road information (eg, curves, bumpers, neighboring buildings, school zones, lane numbers, speed limits, slopes, accidental accidents, fog caution, intersections, one-way streets, gas stations, resting places, Speed surveillance camera, high pass, toll gate, etc.). In addition, a load view image for each position can be stored in the map storage module 132. The load view image can be matched and stored by an electronic map and by location (e.g., by latitude, longitude, and altitude). For example, the load view image may be one received from the external server by the communication unit 110, or may be downloaded by a user using a personal PC or the like.

The image storage module 134 of the information storage unit 130 may store the running image generated by the image generating unit 120 either permanently or temporarily.

In addition, the information storage unit 130 may temporarily store various programs for operating the controller 160, and input / output data.

The information storage unit 130 may provide at least some of the previously stored various information to the control unit 160 in response to a request of the control unit 160, which will be described later.

The information storage unit 130 may be a random access memory (RAM), a read-only memory (ROM), an electrically erasable programmable read-only memory (EEPROM), a programmable read- A flash memory type, a hard disk type, a card type information storage unit 130, a magnetic disk, an optical disk, and the like And media.

The sensor unit 140 acquires the state information of the vehicle and the environment information of the surroundings of the vehicle. Here, the state information of the vehicle is not particularly limited as long as it is information related to the vehicle itself such as the speed of the vehicle, the yaw rate, the engine temperature, and the like. The environmental information of the surroundings of the vehicle is not particularly limited as long as it is information related to factors affecting the running of the vehicle such as obstacles, road facilities, weather, road surface condition, road curvature, traffic congestion, and the like.

The sensor unit 140 may include at least one or more yaw rate sensors 142. The yaw rate sensor 142 may measure the yaw rate, lateral acceleration, etc. of the vehicle and output a sensing signal corresponding to the measured yaw rate or lateral acceleration. The control unit 160, which will be described later, can calculate the curvature of the road based on the sensing signal output from the yaw rate sensor 142. [

In addition, the sensor unit 140 may include at least one or more velocity sensors 144. The speed sensor 144 may measure the speed of the vehicle and output a sensing signal corresponding to the measured speed.

In addition, the sensor unit 140 may include at least one obstacle sensor 146. For example, the obstacle sensor 146 may be a radar, a lidar, an ultrasonic sensor, or the like. The obstacle sensor 146 detects obstacles (e.g., other vehicles) existing in the vicinity of the vehicle (for example, within a predetermined distance from the front) Or the like) can be output. Based on the sensing signal output from the obstacle sensor 146, the control unit 160 to be described later can calculate various information such as a time to collision (TTC) for the obstacle.

The steering unit 150 controls the steering of the vehicle under the control of the control unit 160, which will be described later. For example, the steering unit 150 may control the steering of the vehicle so that the current yaw rate of the vehicle matches the target yaw rate calculated by the control unit 160. [

The control unit 160 controls the overall operation of the vehicle 100. The control unit 160 processes signals, data, and information input and output through the communication unit 110, the image generation unit 120, the information storage unit 130, the sensor unit 140, and the steering unit 150 can do. In addition, the control unit 160 can provide appropriate information or functions to the user by driving an application program stored in the information storage unit 130. [

The control unit 160 may detect at least one or more objects from the running image generated by the image generating unit 120. For example, the control unit 160 can process the traveling image and detect lanes existing on both sides of the traveling lane.

Also, the control unit 160 can calculate the target yaw rate based on at least one of the running information of the vehicle and the running information of the other vehicle. The calculated target yaw rate is provided to the steering unit 150 described above, and can be used to adjust the steering of the vehicle.

The specific operation of the control unit 160 will be described below with reference to FIG.

2 is a flowchart showing a collision avoiding method of the vehicle 100 according to the embodiment of the present invention.

Referring to FIG. 2, the controller 160 predicts a collision with the target vehicle (S210). The control unit 160 calculates at least one of the speed of the vehicle 100 and the distance between the vehicle 100 and the target vehicle based on the sensing signal output from the sensor unit 140, Or the distance between the vehicle 100 and the target vehicle. For example, the control unit 160 calculates a time to collision (TTC) for the target vehicle based on the calculated speed and distance, and when the calculated TTC becomes smaller than the predetermined value, It can be predicted that a collision will occur between the two. On the other hand, when the distance between the vehicle 100 and the target vehicle is within 50 m, the control unit 160 can perform the above-described step S210.

At this time, the target vehicle may be the vehicle 100 that is running in front of the same lane as the lane on which the vehicle 100 is traveling.

Next, in step S210, when it is predicted that a collision with the target vehicle will occur when the vehicle 100 continues to run in the current state, the control unit 160 determines that the lane for the running image generated by the image generating unit 120 Detection may be performed (S220). Specifically, the control unit 160 can perform image processing on the traveling image in order to detect lanes existing on both sides of the lane on which the vehicle 100 is traveling.

Then, the control unit 160 can determine whether the lane detection is successful in step S220 (S230). For example, the control unit 160 extracts two or more candidate lane images from the running image, and outputs two candidate lane images having similarity to the predetermined lane pattern of the extracted candidate lane images equal to or greater than a predetermined value to the vehicle 100 ) Is an actual lane existing on both sides of the running lane.

If the lane detection fails in step S230, the control unit 160 can receive the driving information and the lane information transmitted from the target vehicle using the communication unit 110 (S240). Specifically, the travel information of the target vehicle received through step S240 may include, for example, a yaw rate, a heading angle, a speed, a GPS coordinate value, and the like of the target vehicle.

The lane information of the target vehicle means information related to lanes on both sides of the road detected by the target vehicle. For example, the lane information received from the target vehicle is not particularly limited as long as it relates to the curvature of the lane, the lateral offset of the target vehicle with respect to the lane, and the interval between the lanes (i.e., the width of the lane)

At this time, the lane information transmitted from the target vehicle may be in a state matched with the GPS value of the target vehicle. For example, the first lane information detected by the target vehicle at the first GPS coordinates is transmitted to the vehicle 100 with the first GPS coordinates matched, and the second lane information detected by the target vehicle at the second GPS coordinates 2 GPS coordinates may be transmitted to the vehicle 100 in a matched state.

At this time, the vehicle 100 can receive the driving information of the target vehicle and the lane information detected by the target vehicle using V2V (Vehicle to Vehicle Communication).

On the other hand, if the lane detection is successful in step S230, the control unit 160 may perform step S282 to be described later.

Next, the control unit 160 may obtain at least one of the lateral offset of the vehicle 100 and the lateral offset of the target vehicle with respect to the lanes existing on both sides of the road on which the vehicle is currently traveling (S250). Specifically, the control unit 160 can calculate the lateral offset of the vehicle 100 and the lateral offset of the target vehicle based on the running information of the vehicle 100, the running information of the target vehicle, and the lane information .

For example, the control unit 160 can obtain the GPS coordinate value of the target vehicle from the running information of the target vehicle, and calculate the lateral offset of the target vehicle with respect to the lane based on the lane information received from the target vehicle . The control unit 160 may calculate the lateral offset of the vehicle 100 by reflecting the difference between the GPS coordinate value of the vehicle 100 and the GPS coordinate value of the target vehicle to the lateral offset of the target vehicle.

On the other hand, the lane information received from the target vehicle may be a state in which the lateral offset of the target vehicle with respect to the lane is already included. That is, the target vehicle may directly calculate the lateral offset of the target vehicle with respect to the lane, and then transmit it to the vehicle 100 by including it in the lane information. In this case, the control unit 160 may omit the operation of calculating the lateral offset of the target vehicle with respect to the lane.

Then, the control unit 160 may determine whether the difference between the lateral offset of the vehicle 100 and the lateral offset of the target vehicle obtained through step S250 is within a predetermined confidence range (S260). Specifically, even if the difference between the lateral offset of the vehicle 100 obtained through step S250 and the lateral offset of the target vehicle is excessively large (that is, the vehicle 100 is running on the same lane, The deviation between the lateral offset of the vehicle 100 and the lateral offset of the target vehicle is smaller than the predetermined reliability (i.e., the difference between the lateral offset of the target vehicle 100 and the lateral offset of the target vehicle) The information received through step S240 can be used in the collision avoidance control to be described later. That is, it is possible to check the reliability of the information received through step S240 through step S260, thereby ensuring the accuracy of the collision avoidance control.

Next, when it is determined in step S260 that the difference between the two lateral offsets is within the predetermined confidence range, the controller 160 may match the lane information received from the target vehicle with the position of the vehicle 100 (S270) . For example, the target vehicle is traveling in front of the vehicle 100, and the section in which the vehicle 100 travels is a section in which the target vehicle has already traveled. Further, as described above, the lane information received from the target vehicle may be in a state of being matched for each GPS coordinate value of the section in which the target vehicle traveled. Accordingly, the controller 160 matches lane information, which is matched with the GPS coordinate value corresponding to the current GPS coordinate value of the vehicle 100, from the lane information received from the target vehicle to the current GPS coordinate value of the vehicle 100 can do.

For example, the first lane information matched with the first GPS coordinate value, the second lane information matched with the second GPS coordinate value, and the third lane information matched with the third GPS coordinate value are received from the target vehicle, 100) is the second GPS coordinate value, the controller 160 may match the second lane information with the current GPS coordinate value of the vehicle 100. [

On the other hand, the above-described matching process (S270) can be repeated until the collision avoidance control ends.

Then, the control unit 160 may perform the collision avoidance control based on the running information of the vehicle 100 and the lane information transmitted from the target vehicle (S282). The lane information of step S282 may be lane information matched with the position of the vehicle 100 through step S270.

For example, the step S282 determines whether or not the vehicle 100 travels, the speed of the vehicle 100, the distance between the vehicle 100 and the target vehicle, the lateral offset of the vehicle 100 and the lateral offset of the target vehicle , Calculating the target yaw rate of the vehicle 100, and controlling the steering of the vehicle 100 based on the calculated target yaw rate. The operation of calculating the target yaw rate will be separately described below with reference to Fig.

On the other hand, the collision avoiding control according to step S282 is a control operation for controlling the steering unit 150 (for example, the vehicle 100) to move the vehicle 100 to a different lane than the lane on which the vehicle 100 is traveling May be a lane change control for the vehicle 100 using the lane change control. In this case, the control unit 160 can select a lane drawn closer to the vehicle from the two lanes on both sides of the car, and perform lane-changing control on the selected lane so as to avoid collision with the preceding target vehicle.

On the other hand, when the difference between the lateral offset of the vehicle 100 and the lateral offset of the target vehicle deviates from the predetermined confidence range in the above-described step S260, the control unit 160 determines, based on the running information of the vehicle 100, Avoidance control can be performed. That is, even if the lane detection fails, the control unit 160 can perform the collision avoidance control without considering the lane information transmitted from the target vehicle and the traveling information of the target vehicle. For example, the control unit 160 calculates a collision avoidance trajectory using the information (e.g., speed, position, size, type, direction) of the target vehicle sensed by the sensor unit 140, To the steering unit 150, so that the running direction of the vehicle 100 can be adjusted.

In addition, the control unit 160 may determine whether the lateral position of the vehicle 100 is within the predetermined safety range during the collision avoidance control through step S282 (S290). For example, when the step S282 is the collision avoidance control through the lane change from the current lane to the other lane, the control unit 160 determines that the lateral position of the vehicle 100 in the other lane is shifted from the center to the other lane It can be determined whether it is within a predetermined distance. For example, when the width of the lane is 3 m, the controller 160 can determine whether the vehicle 100 is located within 1.2 m from the center of the lane to both sides.

The above-described step S280 can be repeated until the lateral position of the vehicle 100 falls within the predetermined safety range.

3A to 3C are conceptual diagrams referred to for explaining a collision avoiding method of a vehicle 100 according to an embodiment of the present invention.

3A to 3C illustrate a situation in which the vehicle 100 and the target vehicle 200 are running back and forth at the center lane 302 among the three lanes 301 to 303. [ Two lanes 311 and 312 are drawn on both sides of the leftmost lane 301 and two lanes 312 and 313 are drawn on both sides of the right lane 303. [ The center lane 302 can be distinguished from the remaining two lanes 301 and 303 by the left lane 312 and the right lane 313. [ At this time, it is assumed that the widths of the three lanes 301 to 303 are the same.

3A, a camera (e.g., a front camera) included in the image generating unit 120 of the vehicle 100 may generate a forward image for the first range 321. [ The control unit 160 may detect lanes 312 and 313 for the forward image with respect to the first range 321. [ In addition, the obstacle sensor 146 of the vehicle 100 may sense an obstacle in the second range 331. [ Accordingly, the controller 160 may obtain information (e.g., speed, distance, size, type, motion, etc.) of the obstacle 200 in the second range 331.

In addition, any one of the cameras of the target vehicle 200 may generate a forward image for the third range 322 and detect two lanes 312 and 313 in the forward image for the third range 322. [ In addition, one obstacle sensor 146 of the target vehicle 200 can sense obstacles in the fourth range 332. [

3B, the other camera included in the image generating unit 120 of the vehicle 100 (for example, the mirrorless camera mounted in the left room of the vehicle 100) is in the fifth range 341, A left-side room image can be generated. Another camera (e.g., a mirrorless camera mounted on the right side of the vehicle 100) included in the image generating unit 120 of the vehicle 100 may be a right side image for the sixth range 342 Can be generated.

On the other hand, another camera of the target vehicle 200 may generate a left-side image for the seventh range 351. Further, another camera of the target vehicle 200 may generate a right-side image for the eighth range 352. [

The vehicle 100 and the target vehicle 200 may be in a state in which the mounting positions of the cameras mounted on the vehicle 100 are stored in advance. Therefore, the distance between the center line of the camera and the vehicle can be calculated.

On the other hand, when the vehicle 100 travels at a high speed, for example, when detecting the lanes 312 and 313 appearing in the forward image with respect to the first range 321, the control unit 160 determines that the lanes 312 and 313 are not recognized Or false recognition may occur, and the detection of the lane 312 or 313 may fail.

On the other hand, the lane information detected by the target vehicle 200 includes the centerline of the target vehicle 200, which is calculated based on the running image generated by the camera mounted in the front center of the target vehicle 200, , 313) may be included.

The lane information detected by the target vehicle 200 includes the target vehicle 200 calculated based on the running image generated by the mirrorless camera mounted in each of the left and right rooms of the target vehicle 200, And a second lateral offset that is the distance between the centerline of the lane 312 and the lane 312, 313. For example, the target vehicle 200 calculates the distance between the mounting position of the mirrorless camera and the left lane 312 on the basis of the traveling image generated by the mirrorless camera mounted in the left room, It is possible to calculate the second lateral offset by adding the distance between the mounting position of the mirrorless camera and the center line of the target vehicle 200. [

In this case, the vehicle 100 can compensate the detection result of the lanes 312 and 313 by the control unit 160 by receiving the lane information detected by the target vehicle 200, Let's look at it.

Referring to FIG. 3C, the target vehicle 200 can propagate the lane information detected by the target vehicle 200 and its own running information toward the predetermined range S through wireless communication.

If the vehicle 100 is located within the predetermined range S as shown in the figure, the communication unit 110 uses the V2V communication to transmit the lane information transmitted from the target vehicle 200 and the lane information transmitted from the target vehicle 200 It is possible to receive the traveling information.

Accordingly, even if the control unit 160 fails the lane 312 or 313, the collision avoidance control described later can be performed using the lane information detected by the target vehicle 200. [

4 is a diagram referred to explain the operation of calculating the lateral offset using the lane information and running information received from the target vehicle 210 by the vehicle 100 according to an embodiment of the present invention. For convenience of explanation, it is assumed that the vehicle 100 fails to detect the lanes 411 and 412, and the target vehicle 210 has succeeded in detecting the lanes 411 and 412.

Referring to FIG. 4, the target vehicle 210 can calculate the lateral offset O2, which is the distance between the center line C2 of the target vehicle and the left lane 411. Specifically, the target vehicle 210, on the basis of the position C2 of the target vehicle 210 with respect to both lanes 411 and 412 at the time of detecting the lanes 411 and 412 with respect to the traveling image taken by the target vehicle 210, A lateral offset O2 can be calculated.

In addition, the target vehicle 210 can transmit information on the lanes 411 and 412 detected by the target vehicle 210 and its own running information to the vehicle 100 on the rear side using wireless communication. At this time, the information about the transmitted lanes 411 and 412 includes the above-described lateral offset O2, and the traveling information of the target vehicle 210 may include the GPS coordinate value P2.

The rear vehicle 100 can receive the information about the lanes 411 and 412 and the running information of the target vehicle 210 from the target vehicle 210 through the communication unit 110. [ In this case, the control unit 160 compares the received lateral offset O2 and the GPS coordinate value P2 with the GPS coordinate value P1 of the vehicle 100 to determine whether or not the left lane 411 and the vehicle 100, The lateral offset O1, which is the interval between the center lines C1 of the first and second plates.

Also, the control unit 160 can calculate the offset difference? ₁ , which is the difference (= O1-O2) between the two lateral offset O1, O2.

Meanwhile, the controller 160 may determine whether the offset difference [epsilon] ₁ is within a predetermined confidence range. If the offset difference epsilon ₁ is out of the predetermined confidence range, the control unit 160 may not use the information received from the target vehicle 210 in the collision avoidance control. For example, even if the vehicle 100 and the target vehicle 210 are traveling back and forth in the same lane, if the offset difference? ₁ is calculated to be equal to or greater than the width of the lane, this is a result that does not match the actual situation. The control unit 160 performs collision avoidance control using only the traveling information of the vehicle 100 (e.g., the sensing signal output by the sensor unit 140) without considering the information received from the target vehicle 210 .

4 shows a case where the target vehicle 210 is farther away from the left lane 411 than the vehicle 100 and the offset difference epsilon ₁ has a positive value, It is not. For example, unlike the case shown in Fig. 4, when the target vehicle 210 is closer to the left lane 411 than the vehicle 100, the offset difference epsilon ₁ may have a negative value.

4, only the situation of calculating the lateral offset O1, O2 with respect to the left lane 411 has been described. However, the lateral offset is also calculated for the right lane 412 in the same manner It will be apparent to those skilled in the art.

5 is a diagram referred to explain collision avoidance control of the vehicle 100 according to an embodiment of the present invention. For convenience of explanation, it is assumed that the vehicle 100 and the target vehicle 200 are running straight in the same straight lane, and the vehicle 100 performs collision avoidance control of the lane-changing manner.

5 illustrates a situation in which the vehicle 100 and the target vehicle 220 are traveling backward and forward within the right lane 501 among the two lanes 501 and 502. [ In this case, the left boundary and the right boundary of each of the two lanes 501 and 502 are determined by three lanes 511 to 513, and two lanes 501 and 502 are defined by the center lane 512, Can be distinguished.

The control unit 160 uses the same method as described above with reference to Fig. 4 to calculate the lateral offset O11, the left lane 512 and the left offset O11, which are the distances between the left lane 512 and the center line C11 of the vehicle 100 An offset difference epsilon _{0 that} is a difference (= O11-O12) between the lateral offset O12 and the two lateral offset O11 and O12, which is the interval between the center lines C12 of the target vehicle 220 .

Meanwhile, the controller 160 may set a target point T to be moved to avoid a collision with the target vehicle 220. [ For example, when the widths of the two lanes 501 and 502 are equal to W, the control unit 160 can set the center point of the left lane 502 as the target point T. [ Since the lane information 511 and 512 are provided from the target vehicle 220, the control unit 160 determines that the target point T is located at a point spaced from the left lane 512 by 1/2 (= W / 2) Can be set.

Meanwhile, as described above, the control unit 160 can calculate the distance d between the vehicle 100 and the target vehicle 220. [ The lateral distance between the vehicle 100 and the target point T is equal to the sum of W / 2 and the lateral offset O11 (= W / 2 + O11). The control unit 160 calculates the distance d 'from the current position of the vehicle 100 to the target position T and the target position T from the current position of the vehicle 100, The heading angle &thetas;

Further, the control unit 160 can calculate the target yaw rate? _Des of the vehicle 100 using the following equation (1).

In Equation (1), v _x is the speed of the vehicle 100. Referring to Equation (1), as the speed (v _x ), the heading angle (?) And the offset difference (epsilon ₀ ) of the vehicle 100 are increased, a larger value target yaw rate? _Des is calculated. Further, as the distance between the vehicle 100 and the target vehicle 220 increases, a smaller target yaw rate? _Des is calculated.

That is, according to the equation (1), the controller 160 heading angle (the left side of the equation (1)), the yaw rate corresponding to (θ) to the offset difference (ε _0), the yaw rate (equation (1) for modification in accordance with the ), And the two are added together to finally calculate the target yaw rate? _Des as shown in Equation (1).

The control unit 160 may provide the target yaw rate? _Des to the steering unit 150 so that the vehicle 100 is steered along the target yaw rate? _Des .

On the other hand, the collision avoidance control using the target yaw rate? _Des can be continued until the vehicle 100 falls within the safe range of the left lane 502. For example, when the vehicle 100 is separated from the left lane 513 of the left lane 502 by a predetermined distance or more and is separated from the right lane 512 of the left lane 502 by a predetermined distance or more , It is possible to terminate the collision avoidance control using the above-described target yaw rate? _Des only when the vehicle runs for a predetermined time or more.

The embodiments of the present invention described above are not only implemented by the apparatus and method but may be implemented through a program for realizing the function corresponding to the configuration of the embodiment of the present invention or a recording medium on which the program is recorded, The embodiments can be easily implemented by those skilled in the art from the description of the embodiments described above.

The present invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. Therefore, it is to be understood that the present invention may be embodied in many other specific forms without departing from the spirit or essential characteristics thereof. It is to be understood that the invention is not limited to the accompanying drawings, and all or some of the embodiments may be selectively combined so that various modifications may be made.

100: vehicle
110:
120:
130: Information storage unit
140:
150:
160:

Claims (10)

In a collision avoidance method for a vehicle,
Predicting a collision with a target vehicle running in front of the same lane as the vehicle;
Detecting a lane existing on both sides of the lane when predicting the collision;
Receiving driving information and lane information of the target vehicle from the target vehicle when the detection of the lane is unsuccessful;
Obtaining a lateral offset of the vehicle and a lateral offset of the target vehicle based on the running information of the vehicle, the running information of the target vehicle, and the received lane information;
Matching the received lane information with the position of the vehicle when the difference between the lateral offset of the vehicle and the lateral offset of the target vehicle is within a predetermined confidence range; And
Performing avoidance control for avoiding collision with the target vehicle based on the running information of the vehicle and the received lane information;
Gt; a < / RTI > collision avoidance method of a vehicle. The method according to claim 1,
Wherein the step of predicting the collision with the target vehicle comprises:
And predicts a collision with the target vehicle based on a distance between the vehicle and the target vehicle. 3. The method of claim 2,
Wherein the step of predicting the collision with the target vehicle comprises:
And when the distance between the vehicle and the target vehicle is within 50 m. The method according to claim 1,
The traveling information of the vehicle includes a GPS coordinate value of the vehicle,
Wherein the running information of the target vehicle includes a GPS coordinate value of the target vehicle. The method according to claim 1,
Wherein the step of matching the received lane information with the position of the vehicle further comprises:
And compares lane information detected from GPS coordinate values that are the same as GPS coordinates of the vehicle among the received lane information with GPS coordinates of the vehicle. The method according to claim 1,
The step of performing the avoidance control for avoiding the collision with the target vehicle includes:
And performs lane change control for the vehicle to move the vehicle to a lane different from the lane. The method according to claim 1,
The step of performing the avoidance control for avoiding the collision with the target vehicle includes:
Calculating a target yaw rate of the vehicle based on a running direction of the vehicle, a speed of the vehicle, a distance between the vehicle and the target vehicle, a lateral offset of the vehicle, and a lateral offset of the target vehicle; And
Controlling steering of the vehicle based on the target yaw rate;
Gt; a < / RTI > collision avoidance method of a vehicle. The method according to claim 1,
The step of performing the avoidance control for avoiding the collision with the target vehicle includes:
Wherein the vehicle is repeated until the lateral spacing of the vehicle falls within a predetermined safety range. The method according to claim 1,
Performing avoidance control for avoiding collision with the target vehicle based on the lane information detected by the vehicle and the running information of the vehicle when the detection of the lane is successful;
Further comprising the steps of: The method according to claim 1,
Wherein the step of receiving the running information of the target vehicle and the lane information of the target vehicle from the target vehicle comprises:
(V2V), and receives lane information of the target vehicle and lane information of the target vehicle.

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