KR20190030858A - Apparatus and method for controlling fca system - Google Patents

Abstract

The present invention relates to an apparatus and a method for controlling a forward collision-avoidance assist (FCA) system, wherein the apparatus comprises: a vehicle weight detection unit detecting a vehicle weight; a friction coefficient calculation unit calculating a friction coefficient of a driving road; an inclination calculation unit calculating an acceleration correction value as inclination information of the road in accordance with an inclination of the road by reflecting vehicle actual acceleration information detected through a wheel speed sensor to the information detected through an acceleration sensor; and a control unit calculating a compensation value reflected by at least one of the road inclination, the vehicle weight, and the friction coefficient of the road to compensate an FCA command, and correcting a sensor directional angle considering pitching of the vehicle when the vehicle brakes by the compensated FCA command.

Description

[0001] APPARATUS AND METHOD FOR CONTROLLING FCA SYSTEM [0002]

The present invention relates to an apparatus and method for controlling a front collision aiding system, and more particularly, to a method and apparatus for controlling an AEB (Autonomous Emergency Braking) braking control amount and braking time in consideration of the state of a running road surface and a weight of a vehicle, Forward Collision-Avoidance Assist It is possible to overcome the Target Lost phenomenon caused by Pitching Motion during braking, thereby avoiding collision or reducing collision speed, thereby preventing an accident or minimizing accident damage. And more particularly, to a control apparatus and method for a preventive auxiliary system.

The Forward Collision-Avoidance Assist (FCA) system uses a sensor to detect the vehicle in front and warns the driver if a collision is expected. In emergency situations, the brakes are automatically activated to avoid collisions or damage Which is also referred to as AEB (Autonomous Emergency Brake).

A radar or a camera is used as the detection sensor, and in the case of some front collision aiding subsystems to which both sensors are applied at the same time, a pedestrian may be detected to prevent human accidents.

Therefore, the front collision avoidance assistance (FCA) system ideally should braking the vehicle stably in any driving situation to prevent collision. However, in the actual driving situation, the condition of the running road surface (e.g., slope, friction coefficient) Since the weight is varied, if the braking control is uniformly performed in all the driving situations without considering this, there is a problem that the effect of the front collision aiding assistant (FCA) system is deteriorated.

Also, the mounting position of the sensor module for monitoring the front vehicle is the upper portion of the windshield in the case of a camera or a ladder, and the upper and lower grill portions of the vehicle in the case of a radar.

Here, in the case of the front collision avoidance assistant (FCA) system using the radar sensor, there is a great influence on the performance of the operation depending on the mounting position of the sensor module. In particular, deterioration of detection performance due to vehicle motion (particularly pitching motion) occurs.

For example, the braking force is generated by the FCA operation when the front sensor of the FCA system displays a collision while monitoring a dangerous vehicle. In this case, the front portion of the vehicle tilts toward the ground. Therefore, the front portion of the vehicle tilts toward the ground. Therefore, the front portion of the vehicle tilts toward the ground, The direction of the front sensor (for example, the radar sensor) tilts toward the ground. This inclination causes the frontal radar sensor to miss the dangerous vehicle, and accordingly, the front collision avoidance assistance (FCA) system can erroneously judge that the frontal collision risk situation is terminated.

BACKGROUND OF THE INVENTION [0002] The background art of the present invention is disclosed in Korean Patent Laid-Open Publication No. 10-2016-0033513 (published on Mar. 26, 2016, automatic emergency braking system for vehicle and automatic emergency braking method).

SUMMARY OF THE INVENTION According to an aspect of the present invention, there is provided an automatic control system for an automotive vehicle, which is created to solve the above-described problems, and includes an AEB (Autonomous Emergency Brake) braking control amount and a braking time, In order to avoid an accident or minimize an accident accident by avoiding a collision or reducing a collision speed by overcoming a target lost phenomenon caused by a pitching motion in braking a FCA (Forward Collision-Avoidance Assist) And an object of the present invention is to provide a control apparatus and method of a front collision preventing auxiliary system.

An apparatus for controlling a front-collision aiding system according to an aspect of the present invention includes: a vehicle weight detecting unit for detecting a weight of a vehicle; A friction coefficient calculating unit for calculating a friction coefficient of the running road surface; An inclination calculating unit for calculating an acceleration correction value according to the road surface inclination by reflecting the vehicle actual acceleration information detected through the wheel speed sensor on the information detected through the acceleration sensor as inclination information of the road surface; And calculating a compensation value reflecting at least one of a slope of the road surface, a weight of the vehicle, and a coefficient of friction of the road surface to compensate for a Forward Collision-Avoidance Assist (FCA) command, And a controller for correcting the sensor-directed angle in consideration of pitching of the sensor.

The present invention is further characterized by a pitch detector for detecting or calculating a pitch value generated in the vehicle during the braking operation.

In the present invention, the pitch detection unit may detect a pitch value generated in the vehicle by using an acceleration sensor and a gyro sensor, or calculate a pitch value according to the time-dependent pressure of the brake pedal based on the running speed of the vehicle .

In the present invention, the inclination calculating unit calculates the inclination degree based on the difference between the acceleration value by the acceleration sensor and the actual vehicle acceleration value, which is an acceleration difference caused by the inclination of the road surface.

In the present invention, the control unit outputs the compensated FCA command to the brake deceleration unit to control the target brake control amount and the target brake timing.

In the present invention, the controller compensates the FCA command by using a compensation value calculated by reflecting at least one of a slope of the road surface, a weight of the vehicle, and a coefficient of friction of the road surface. The compensated FCA command (cmd_new) (? * Road surface inclination angle +? * Vehicle weight +? * Road surface friction coefficient) to the existing FCA command (cmd_old), and?,?, And? Are weight values for respective parameters .

In the present invention, when outputting the compensated FCA command, the controller outputs an FCA command that increases the target braking control amount based on the target braking control amount on the flat ground, And outputs an FCA command with a reduced braking control amount and outputs a FCA command with a target braking time reduced in the case of a lower gear on the basis of a target braking time on a flat ground and outputs an FCA command with an increased target braking time And outputs the output signal.

In the present invention, in outputting the compensated FCA command, the control unit may further reduce the target braking control amount as the road surface friction coefficient becomes smaller than the general friction coefficient based on the target braking control amount in the reference general friction coefficient And outputs the FCA command which further reduces the target braking time point as the road surface friction coefficient becomes smaller than the general friction coefficient based on the target braking time based on the reference general friction coefficient.

In the present invention, in outputting the compensated FCA command, the control unit outputs an FCA command that further increases the target braking control amount as the vehicle weight increases, based on the target braking control amount in the standard weight, And outputs the FCA command which further reduces the target braking time point as the vehicle weight is larger than the normal weight, based on the target braking time on the basis of the standard weight.

According to another aspect of the present invention, there is provided a control method of a front-collision aiding system including: detecting a weight of a vehicle through a vehicle weight detecting unit; Calculating a friction coefficient of the running road surface through the friction coefficient calculating unit; Calculating an acceleration correction value according to the road surface inclination as inclination information of the road surface by reflecting the vehicle actual acceleration information detected through the wheel speed sensor to the information detected by the inclination calculating unit through the acceleration sensor; And a control unit for calculating a compensation value reflecting at least one of a slope of the road surface, a weight of the vehicle, and a coefficient of friction of the road surface to compensate for a Forward Collision-Avoidance Assist (FCA) command, And correcting the sensor directivity angle in consideration of pitching of the vehicle.

In the present invention, in the step of correcting the sensor directing angle, the control unit detects or calculates the pitch value generated in the vehicle through the pitch detecting unit.

In the present invention, the pitch detection unit may detect a pitch value generated in the vehicle by using an acceleration sensor and a gyro sensor, or calculate a pitch value according to the time-dependent pressure of the brake pedal based on the running speed of the vehicle .

In the present invention, in order to calculate the inclination information of the road surface, the inclination calculating unit calculates an inclination degree based on the difference between the acceleration value by the acceleration sensor and the actual vehicle acceleration value, which is an acceleration difference caused by the inclination of the road surface .

In the present invention, after compensating the FCA command, the control unit outputs the compensated FCA command to the brake deceleration unit to control the target brake control amount and the target brake timing.

In the present invention, in the step of compensating the FCA command, the controller may compensate the FCA command by using the compensation value calculated by reflecting at least one of the slope of the road surface, the weight of the vehicle, and the friction coefficient of the road surface The compensated FCA command cmd_new is calculated by adding the compensation value (? * Road surface inclination angle +? * Vehicle weight +? * Road surface friction coefficient) to the existing FCA command (cmd_old) And is a weight for each parameter.

In the present invention, in outputting the compensated FCA command, the control unit outputs an FCA command in which the target braking control amount is increased when the target braking control amount is lower than the target braking control amount in the flat position, And outputs an FCA command with a reduced braking control amount and outputs a FCA command with a target braking time reduced in the case of a lower gear on the basis of a target braking time on a flat ground and outputs an FCA command with an increased target braking time And outputs the output signal.

In the present invention, in outputting the compensated FCA command, the control unit may further decrease the target braking control amount as the road surface friction coefficient becomes smaller than the general friction coefficient based on the target braking control amount in the reference general friction coefficient And outputs the FCA command which further reduces the target braking time point as the road surface friction coefficient becomes smaller than the general friction coefficient based on the target braking time based on the reference general friction coefficient.

In the present invention, in outputting the compensated FCA command, the control unit outputs an FCA command in which the target braking control amount is further increased as the vehicle weight increases, based on the target braking control amount in the normal weight as a reference, And outputs the FCA command which further reduces the target braking time point as the vehicle weight is larger than the normal weight, based on the target braking time on the basis of the standard weight.

In accordance with an aspect of the present invention, an AEB (Autonomous Emergency Brake) braking control amount and a braking time are adjusted in consideration of the state of a running road surface and the weight of a vehicle, and also, when a Forward Collision-Avoidance Assist (Target Lost) phenomenon caused by Pitching Motion, thereby avoiding collision or reducing collision speed, thereby preventing an accident or minimizing accident damage.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagram illustrating a schematic configuration of a control apparatus of a front collision preventing assist system according to an embodiment of the present invention; FIG.
FIG. 2 is an exemplary view for explaining the operation of the slope calculating unit in FIG. 1; FIG.
FIG. 3 is an exemplary diagram for explaining a process of calculating the compensation amount of FCA instructions in FIG. 1; FIG.
FIGS. 4 to 6 are exemplary views for explaining the difference between the FCA command compensated by reflecting the state of the running road surface and the weight of the vehicle, with the existing FCA command in FIG. 1; FIG.
FIG. 7 is an exemplary diagram for explaining a method of adjusting a sensor-directed angle in emergency braking by an FCA instruction according to an embodiment of the present invention; FIG.
FIG. 8 is a flowchart illustrating a control method of the front-end collision avoidance assistance system according to an embodiment of the present invention; FIG.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of a control apparatus and method for controlling a front-collision aiding system according to the present invention will be described with reference to the accompanying drawings.

In this process, the thicknesses of the lines and the sizes of the components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, the terms described below are defined in consideration of the functions of the present invention, which may vary depending on the intention or custom of the user, the operator. Therefore, definitions of these terms should be made based on the contents throughout this specification.

FIG. 1 is a diagram illustrating a schematic configuration of a control apparatus for a front-collision aiding system according to an embodiment of the present invention.

1, the control apparatus of the front-end collision avoidance assistance system according to the present embodiment includes an inclination calculating unit 110, a friction coefficient calculating unit 120, a vehicle weight detecting unit 130, a control unit 140, And a brake braking unit (150).

The inclination calculation unit 110 calculates the inclination of the vehicle based on the information detected through the second vehicle sensor (e.g., the wheel speed sensor) (e.g., the acceleration (I.e., the actual acceleration information), or estimates the corrected inclination (i.e., the road surface inclination) (see FIG. 3).

Here, the first vehicle sensor (e.g., acceleration sensor) value may be provided by CAN (Controller Area Network) communication, and the vehicle actual acceleration information may be obtained by differentiating the second vehicle sensor (e.g., wheel speed sensor) .

Accordingly, the slope calculating unit 110 can calculate (or estimate) the slope by the acceleration difference generated by the slope of the road surface (i.e., the difference between the acceleration value by the acceleration sensor and the vehicle actual acceleration value).

2, the slope calculating unit 110 calculates an acceleration correction value (that is, g (gravity acceleration)) corresponding to the slope of the road surface, as shown in FIG. * sin (inclination angle)), that is, the corrected inclination (that is, the road surface inclination) to the control unit 140 (see FIG. 3).

The friction coefficient calculating unit 120 calculates (or estimates) the friction coefficient (μMg) of the road surface. For example, the friction coefficient calculating unit 120 may calculate (or estimate) the friction coefficient of the road surface using the wheel speed sensor value of the vehicle and the engine torque value provided by the engine ECU (Engine Control Unit). However, the manner of calculating or estimating the coefficient of friction of the road surface is variously known and may be calculated (or estimated) by using it. Therefore, a detailed description thereof will be omitted.

The vehicle weight detecting unit 130 detects (or measures) the weight of the vehicle (e.g., the total weight of the occupant and the object placed on the vehicle) using a sensor (e.g., a weight sensor) mounted on the vehicle.

The control unit 140 controls at least one of a road surface gradient, a vehicle weight, and a road surface friction coefficient calculated or detected through the inclination calculating unit 110, the friction coefficient calculating unit 120, and the vehicle weight detecting unit 130 And compensates for the FCA command (i.e., the target braking control amount and braking time) (see Fig. 3).

The controller 140 outputs the compensated (or compensated) FCA command (i.e., the target braking control amount and the braking time command) to the brake braking unit 150.

The pitching detection unit 160 detects the pitching motion magnitude that can be generated when the vehicle is braked. The pitching detection unit 160 may calculate a pitch value generated in the vehicle (i.e., a value inclined toward the front surface of the vehicle from the front side) by applying a combination of the acceleration sensor and the gyro sensor.

However, even if the pitching detection unit 160 does not use the two sensors (e.g., an acceleration sensor or a gyro sensor), it communicates with an ECU (Electronic Control Unit) (not shown) of the vehicle to recognize the vehicle running speed information, It is also possible to calculate the pitch value according to the time pressure (i.e., pressing force) of the brake pedal based on the running speed.

Assuming that two vehicles start at the same position while driving at the same traveling speed, the pitch value at the same time is calculated using the principle that the pitch value increases as the brake pedal pressure per hour It is possible. On the same principle, the controller 140 may calculate the pitch value at the time of acceleration by using the principle that the pitch value increases in the opposite direction of the braking according to the depression time of the accelerator pedal.

Alternatively, it is also possible to combine a method of detecting the pitch value using the two sensors and a method of calculating the pitch value by using the time-dependent pressure (e.g., brake pedal or accelerator pedal pressure per hour) according to the vehicle running speed.

The pitch value detected or calculated by the pitching detection unit 160 is transmitted to the controller 140. Accordingly, the control unit 140 corrects the steering angle of a sensor module (or sensor) (not shown) that monitors the front vehicle in response to the pitch value (see FIG. 7).

FIG. 7 is a diagram for explaining a method of adjusting the sensor-directed angle in emergency braking by the FCA command according to an embodiment of the present invention. For example, when it is assumed that the vehicle repeats braking and acceleration, (See Fig. 7 (a) to Fig. 7 (b)) of the sensor module (or sensor) (not shown) based on the detected or calculated pitch value, (See Fig. 7 (b) → (a)) of the sensor module (or sensor) (not shown) based on the detected or calculated pitch value.

At this time, the steering angle adjustment (or correction and compensation) of the sensor module (or sensor) (not shown) is interlocked with the point of time when the FCA command described in this embodiment is outputted (that is, when the braking is slowed down or accelerated) do. That is, if the braking is accelerated, the sensor-oriented angle is adjusted quickly, and if the braking is slowed, the sensor-oriented angle is adjusted slowly.

The operation of the controller 140 will be described in more detail with reference to FIG.

FIG. 3 is an exemplary diagram for explaining a process of calculating a compensation amount of an FCA instruction in FIG. 1. Referring to FIG. 3, the control unit 140 determines whether or not object information The target braking control amount, and the braking time) based on the target vehicle speed, the target vehicle speed, and the predetermined target stop distance (S101).

Further, the control unit 140 may control the road surface inclination, the vehicle weight, or the road (road surface) based on the sensing information detected through a plurality of vehicle sensors (e.g., an acceleration sensor, a wheel speed sensor, (Or estimates) a compensation value for compensating the FCA command based on the friction coefficient information (S102).

The control unit 140 reflects the road surface gradient (g * sin?), The vehicle weight (M), or the road surface friction coefficient (占 Mg) calculated (or estimated) in step S102 to the FCA command calculated in step S101 The FCA command (i.e., the command for the target braking control amount and the braking time point) is compensated (S103).

For example, the FCA command (cmd_new) compensated in step S103 may include a value reflecting the road surface gradient gsin ?, vehicle weight M, or road surface friction coefficient? Mg to the existing FCA command cmd_old calculated in step S101 (? (gsin?) +? (M) +? (? Mg)). Where α, β, and γ are weights for each parameter (eg, road surface slope, vehicle weight, and road surface friction coefficient), θ is road slope angle, M is vehicle weight, μ is road friction coefficient, and g is gravitational acceleration.

The controller 140 outputs the compensated FCA command (cmd_new = cmd_old +? (Gsin?) +? (M) +? (? Mg)) to the brake decelerator 150.

4 to 6 are diagrams for explaining the difference between the FCA command compensated by reflecting the state of the running road surface and the weight of the vehicle and the existing FCA command in FIG.

4A is an example of a case in which the target braking control amount of the FCA command is compensated by reflecting the road surface inclination. The target braking control amount is calculated based on the target control amount (braking control amount) in the plain shown in Fig. In the case of under-shooting, the FCA command which increases the target control amount is outputted. In the case of the over-shooting, the FCA command which decreases the target control amount is outputted.

4B is an example of a case in which the target braking time point of the FCA command is compensated by reflecting the road surface inclination. The target braking time point in the plain shown in Fig. 4B is used as a reference, (That is, the braking time is increased) when the target braking time point is decreased, and the FCA command is increased (i.e., the braking time point is decreased) when the target braking time point is increased.

Accordingly, it is possible to minimize the deviation of the target stopping distance due to the uphill slope and the downhill slope, thereby reducing the driver's sense of incongruity.

5A is an example of a case in which the target braking control amount of the FCA command is compensated by reflecting the road surface friction coefficient. The target braking control amount of the FCA command is calculated by using the general friction coefficient (e.g., reference friction coefficient) shown in FIG. 5A Based on the target control amount (braking control amount), the FCA command with the target control amount further reduced as the road surface friction coefficient becomes smaller (general u> Low u1> Low u2) than the general friction coefficient.

5B is an example of a case in which the target braking time point of the FCA command is compensated by reflecting the road surface friction coefficient. In FIG. 5B, Based on the target braking point, the FCA command is output (ie, the braking point is gradually accelerated) as the road surface friction coefficient becomes smaller (general u> Low u1> Low u2) than the general friction coefficient.

Accordingly, there is an effect that safety is improved by a method of increasing the braking distance while preventing slippage of the vehicle.

6A is an example of a case where the target braking control amount of the FCA command is compensated by reflecting the vehicle weight. The target braking control amount in the normal weight Braking control amount), the FCA command which further increases the target control amount as the vehicle weight increases (normal weight < weight 1 < weight 2).

6B is an example of a case in which the target braking time point of the FCA command is compensated by reflecting the vehicle weight. The target braking time point in the normal weight shown in FIG. (I.e., the braking time is gradually increased) as the vehicle weight is increased (normal weight < weight 1 < weight 2).

Accordingly, the deviation of the target stopping distance due to the weight of the vehicle can be minimized and the driver's sense of discomfort can be reduced.

FIG. 8 is a flowchart illustrating a method of controlling a front-collision aiding system according to an embodiment of the present invention.

8, when the detection (or estimation) of at least one of the road surface gradient, the vehicle weight, and the road surface friction coefficient is completed (YES in S201), the control unit 140 determines whether or not the detected (or estimated) (I.e., the target braking control amount and the braking time) by calculating a compensation value reflecting one or more pieces of information (e.g., road surface inclination, vehicle weight, road surface friction coefficient) (S202).

Next, the controller 140 outputs the compensated FCA command (i.e., the target braking control amount and the command for braking time) to the brake braking unit 150 to perform braking control (S204).

In this embodiment, the control unit 140 outputs the braking alarm, and outputs the compensated FCA command to the brake braking unit 150 to perform the braking control (step S204) (S203), the sensor orientation angle is corrected (e.g., the sensor orientation angle is adjusted upward) at the start of the step S204 of executing the emergency control.

However, when at least one piece of information (for example, road surface inclination, vehicle weight, road surface friction coefficient) to compensate the FCA command is not detected (NO in S201), object information (i.e., relative distance, The target braking control amount, and the braking time) calculated based on the vehicle speed, the vehicle speed, and the predetermined target stopping distance (i.e., not compensated) to the brake braking unit 150 to perform the braking control (S206).

In this case also, in this embodiment, in the step of performing the braking control (S206), that is, the control unit 140 outputs the braking alarm and outputs the uncompensated FCA command to the brake braking unit 150 At the start of step S206 of performing braking control (or emergency control), the sensor orientation angle is corrected (e.g., the sensor orientation angle is adjusted upward) (S205).

As described above, the present embodiment overcomes the target loss caused by pitching motion during FCA braking, adjusts the AEB braking control amount and braking time in consideration of the state of the running road surface and the weight of the vehicle By avoiding the collision or reducing the collision speed, it is possible to prevent an accident or minimize the damage of an accident.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, I will understand the point. Accordingly, the technical scope of the present invention should be defined by the following claims.

110: an inclination calculating unit 120: a friction coefficient calculating unit
130: vehicle weight detecting unit 140:
150: Brake brake

Claims (18)

A vehicle weight detecting section for detecting the weight of the vehicle;
A friction coefficient calculating unit for calculating a friction coefficient of the running road surface;
An inclination calculating unit for calculating an acceleration correction value according to the road surface inclination by reflecting the vehicle actual acceleration information detected through the wheel speed sensor on the information detected through the acceleration sensor as inclination information of the road surface; And
A compensation value reflecting at least one of a slope of the road surface, a weight of the vehicle, and a coefficient of friction of the road surface is calculated to compensate for a Forward Collision-Avoidance Assist (FCA) command, And a controller for correcting the sensor-directed angle in consideration of pitching.
The method according to claim 1,
During braking,
Further comprising: a pitch detector for detecting or calculating a pitch value generated in the vehicle.
The apparatus according to claim 2,
Wherein a pitch value generated in the vehicle is detected using an acceleration sensor and a gyro sensor or a pitch value is calculated in accordance with a time per foot speed of the brake pedal based on the running speed of the vehicle .
The apparatus according to claim 1,
Wherein the inclination degree is calculated on the basis of the difference between the acceleration value by the acceleration sensor and the actual vehicle acceleration value as the acceleration difference caused by the inclination of the road surface.
The apparatus of claim 1,
And outputs the compensated FCA command to the brake deceleration unit,
The target braking control amount, and the target braking time.
The apparatus of claim 1,
Compensating the FCA command by using a compensation value calculated by reflecting at least one of a slope of the road surface, a weight of the vehicle, and a coefficient of friction of the road surface,
The compensated FCA command (cmd_new) is calculated by adding the compensation value (? * Road surface inclination angle +? * Vehicle weight +? * Road surface friction coefficient) to the existing FCA command (cmd_old)
And?,?, And? Are weights for the respective parameters.
6. The apparatus of claim 5,
And outputs the FCA command in which the target braking control amount is increased when the target braking control amount is lower and the target braking control amount is decreased when the target braking control amount is lower than the target braking control amount when outputting the compensated FCA command And also
And outputs the FCA command with the target braking time reduced in the case of the downshift and the FCA command with the target braking time increased with the target braking time in the plain. Lt; / RTI &gt;
6. The apparatus of claim 5,
The FCA command outputting the compensated FCA command further reduces the target braking control amount as the road surface friction coefficient becomes smaller than the general friction coefficient based on the target braking control amount in the reference general friction coefficient,
Wherein the controller outputs the FCA command that further reduces the target braking time as the road surface friction coefficient becomes smaller than the general friction coefficient based on the target braking time in the reference general friction coefficient.
6. The apparatus of claim 5,
In outputting the compensated FCA command,
The FCA command which further increases the target braking control amount as the vehicle weight increases, based on the target braking control amount on the basis of the standard weight, and
And outputs the FCA command with the target braking time further reduced as the vehicle weight is larger than the normal weight based on the target braking time on the basis of the standard weight.
Detecting a weight of the vehicle through the vehicle weight detecting unit;
Calculating a friction coefficient of the running road surface through the friction coefficient calculating unit;
Calculating an acceleration correction value according to the road surface inclination as inclination information of the road surface by reflecting the vehicle actual acceleration information detected through the wheel speed sensor to the information detected by the inclination calculating unit through the acceleration sensor; And
The control unit calculates a compensation value reflecting at least one of the slope of the road surface, the weight of the vehicle, and the coefficient of friction of the road surface to compensate for a Forward Collision-Avoidance Assist (FCA) command, And correcting the sensor orientation angle in consideration of pitching of the vehicle.
11. The method of claim 10, wherein in the step of correcting the sensor-
Wherein,
Wherein a pitch value generated in the vehicle is detected or calculated through a pitch detection unit.
12. The apparatus according to claim 11,
A control method of a frontal collision avoidance auxiliary system characterized by detecting a pitch value generated in a vehicle by using an acceleration sensor and a gyro sensor or by calculating a pitch value according to a time per foot speed of a brake pedal based on a running speed of the vehicle .
11. The method according to claim 10, wherein, in order to calculate the slope information of the road surface,
The slope-
Wherein the inclination degree is calculated on the basis of a difference between an acceleration value by an acceleration sensor and a vehicle actual acceleration value as an acceleration difference caused by an inclination of a road surface.
11. The method of claim 10, wherein after compensating the FCA command,
Wherein,
And outputs the compensated FCA command to the brake deceleration unit,
The target braking control amount, and the target braking time.
11. The method of claim 10, wherein, in compensating the FCA command,
Wherein,
Compensating the FCA command by using a compensation value calculated by reflecting at least one of a slope of the road surface, a weight of the vehicle, and a coefficient of friction of the road surface,
The compensated FCA command (cmd_new) is calculated by adding the compensation value (? * Road surface inclination angle +? * Vehicle weight +? * Road surface friction coefficient) to the existing FCA command (cmd_old)
And?,?, And? Are weight values for respective parameters.
15. The method of claim 14, wherein in outputting the compensated FCA command,
Wherein,
An FCA command with an increased target braking control amount is output in the case of the lower gear based on the target braking control amount in the flat position,
And outputs the FCA command with the target braking time reduced in the case of the downshift and the FCA command with the target braking time increased with the target braking time in the flat ground, / RTI &gt;
15. The method of claim 14, wherein in outputting the compensated FCA command,
Wherein,
The FCA command which further reduces the target braking control amount as the road friction coefficient becomes smaller than the general friction coefficient based on the target braking control amount based on the reference general friction coefficient,
Wherein the controller outputs the FCA command that further reduces the target braking time point as the road surface friction coefficient becomes smaller than the general friction coefficient based on the target braking time in the reference general friction coefficient.
15. The method of claim 14, wherein in outputting the compensated FCA command,
Wherein,
The FCA command which further increases the target braking control amount as the vehicle weight increases, based on the target braking control amount on the basis of the standard weight, and
Wherein the controller outputs the FCA command in which the target braking time is further reduced as the vehicle weight is larger than the normal weight based on the target braking time at the reference normal weight.

Images