KR20210063523A - Apparatus for controlling a vehicle emergency bracking in autonomous driving system - Google Patents

Abstract

The present embodiments relate to a device for controlling emergency braking in an autonomous driving vehicle. According to one aspect, the present embodiments comprises: a mode selecting unit which selects one emergency braking control mode among the plurality of emergency braking control modes; a parameter setting unit applying deceleration parameters set in the selected emergency braking control mode; a collision risk calculation unit determining a collision risk of a vehicle; a deceleration calculation unit calculating required deceleration by applying the parameter when the collision risk is at least a preset threshold value; and a control signal generation unit generating a control signal for controlling a braking device of the vehicle according to the deceleration.

Description

Vehicle emergency braking control system for autonomous driving {APPARATUS FOR CONTROLLING A VEHICLE EMERGENCY BRACKING IN AUTONOMOUS DRIVING SYSTEM}

The present embodiments relate to an apparatus for controlling emergency braking in an autonomous vehicle.

An Autonomous Emergency Braking System (AEBS) mounted on a vehicle is a system for preventing an accident due to a collision by emergency braking the vehicle, and operates according to the following sequence.

First, the emergency braking system recognizes an object located in front using a camera sensor and a radar sensor. Then, the emergency braking system measures the distance and relative speed to the object to determine the risk of collision with the object. Then, when the emergency braking system determines that there is a risk of collision, the emergency braking system operates the braking system to avoid the collision.

However, with the advent of semi-autonomous driving or autonomous driving vehicles, the probability that the driver does not concentrate on driving is increasing. In such a situation, when the vehicle is braked by the emergency braking system, the driver may feel a sense of alienation or dissatisfaction with riding comfort may occur depending on the deceleration.

In addition, dissatisfaction with the sense of heterogeneity and ride comfort may occur differently for each driver or driver's situation, and the driver may not trust the emergency braking system or turn off the emergency braking system due to these problems.

The present embodiments may provide an apparatus for controlling emergency braking in an autonomous vehicle.

In addition, the present embodiments provide an emergency braking control device that can be dynamically applied in various environments.

In one aspect, the present embodiments provide a collision between a mode selector for selecting one emergency braking control mode from among a plurality of emergency braking control modes, and a parameter setting unit for applying a deceleration parameter set to the selected emergency braking control mode, and a vehicle A collision risk calculator that determines the degree of risk, and a deceleration calculator that calculates the required deceleration by applying the parameter when the risk of collision is greater than or equal to a preset threshold, and a control signal for controlling the brake system of the vehicle according to the deceleration Provided is an emergency braking control device including a control signal generator for generating the control signal.

In addition, the emergency braking control apparatus is provided, wherein the mode selector selects the emergency braking control mode selected according to a driver input signal from among a plurality of emergency braking control modes.

In addition, there is provided an emergency braking control device, wherein the mode selector selects the emergency braking control mode according to the driver's driving concentration. Here, the emergency braking control apparatus is provided, wherein the driving concentration is determined based on at least one of heart rate information, driver's gaze information, driving time information, driver's steering wheel grip information, and driver's fatigue information.

In addition, the mode selector selects the emergency braking control mode based on vehicle external environment information, wherein the vehicle external environment information includes at least one of weather condition information, road surface condition information, driving time information, and road type information. provide the device.

In addition, the collision risk calculation unit provides an emergency braking control device, characterized in that the collision risk is determined based on the expected collision time information calculated based on the relative speed information and the separation distance information between the vehicle and the target.

In addition, the collision risk calculation unit provides an emergency braking control device that calculates the collision risk by determining which section of the risk section divided into a plurality of ranges includes the expected collision time information. Here, the parameters are set differently according to the emergency braking control mode, and include a braking start distance setting factor, a braking force factor, and a final separation distance factor between the target and the vehicle.

The present embodiments have an effect of providing an apparatus for controlling emergency braking in an autonomous vehicle.

In addition, the present embodiments have an effect of providing an emergency braking control device that can be dynamically applied in various environments.

1 is a diagram for explaining the configuration of an emergency braking control device.
2 is a diagram for describing an operation of a mode selector according to an exemplary embodiment.
3 is a view for explaining a risk calculating operation of a collision risk calculator according to an exemplary embodiment.
4 is a diagram for describing information on minimum stopping distance according to an exemplary embodiment.

Hereinafter, some embodiments of the present disclosure will be described in detail with reference to exemplary drawings. In adding reference numerals to elements of each drawing, the same elements may have the same numerals as possible even if they are indicated on different drawings. In addition, in describing the embodiments, when it is determined that a detailed description of a related known configuration or function may obscure the gist of the present technical idea, a detailed description thereof may be omitted. When "include", "have", "consists of" and the like mentioned in the present specification are used, other parts may be added unless "only" is used. In the case of expressing the constituent elements in the singular, the case including the plural may be included unless there is a specific explicit description.

In addition, in describing the constituent elements of the present disclosure, terms such as first, second, A, B, (a) and (b) may be used. These terms are only for distinguishing the component from other components, and the nature, order, order, or number of the component is not limited by the term.

In the description of the positional relationship of components, when two or more components are described as being "connected", "coupled" or "connected", the two or more components are directly "connected", "coupled" or "connected" "It may be, but it should be understood that two or more components and other components may be further "interposed" to be "connected", "coupled" or "connected". Here, the other constituent elements may be included in one or more of two or more constituent elements “connected”, “coupled” or “connected” to each other.

In the description of the temporal flow relationship related to the components, the operation method or the manufacturing method, for example, the temporal precedence relationship such as "after", "after", "after", "before", etc. Alternatively, a case where a flow forward and backward relationship is described may also include a case that is not continuous unless “directly” or “directly” is used.

On the other hand, when a numerical value for a component or its corresponding information (e.g., level, etc.) is mentioned, the numerical value or its corresponding information is related to various factors (e.g., process factors, internal or external impacts, etc.) It can be interpreted as including an error range that can be caused by noise, etc.).

The Emergency Braking System (AEB) is a type of advanced driving assistance system, and it means a system that directly decelerates or applies the brake by sounding a warning even if the driver does not apply the brake because the driver is negligent or unresponsive when a forward collision situation is detected .

To this end, the emergency braking control device calculates the distance between the obstacle in front and the vehicle and automatically controls the vehicle's braking system when a collision risk occurs.

However, when a collision risk occurs and the emergency braking control device controls the vehicle's braking system, a problem may occur in the driver's riding comfort according to the deceleration force. On the other hand, if the braking device is controlled too early, the driver may feel a sense of alienation and may complain of inconvenience according to the operation of the emergency braking control device of the vehicle.

In addition, since the riding comfort and heterogeneity felt by each driver is different, it is difficult to easily solve the problem caused by the uniform deceleration force setting of the emergency braking control device.

In autonomous driving of a vehicle, ride comfort is classified as an important factor that developers should consider, just like the stability of the autonomous driving system. Due to the nature of autonomous driving, where the intervention of the occupant is limited to a minimum, the unexpected movement of the vehicle may cause the occupant to feel uncomfortable or anxious. As a result, passengers may not trust the safety of the autonomous driving system even though it has been secured.

In autonomous driving of a vehicle, ride comfort is classified as an important factor that developers should consider, just like the stability of the autonomous driving system. Due to the nature of autonomous driving, where the intervention of the occupant is limited to a minimum, the unexpected movement of the vehicle may cause the occupant to feel uncomfortable or anxious. As a result, passengers may not trust the safety of the autonomous driving system even though it has been secured.

The present disclosure devised to solve this problem may control a customized braking operation in consideration of characteristics of each driver, vehicle characteristics, driving environment characteristics, and the like.

1 is a diagram for explaining the configuration of an emergency braking control device.

Referring to FIG. 1 , the emergency braking control apparatus 100 applies a mode selector 110 that selects one emergency braking control mode among a plurality of emergency braking control modes and a deceleration parameter set in the selected emergency braking control mode. The parameter setting unit 120 to determine the degree of collision risk of the vehicle, the collision risk calculation unit 130 for determining the collision risk of the vehicle, and the deceleration calculation unit 140 for calculating the required deceleration by applying the parameter when the collision risk is greater than or equal to a preset threshold value ) and a control signal generating unit 150 for generating a control signal for controlling the vehicle's braking system according to the deceleration.

For example, two or more emergency braking control modes may be set, and each emergency braking control mode may have different set values of various parameters required to perform emergency braking control.

For example, the parameter is set differently according to the emergency braking control mode, and may include a braking start distance setting factor, a braking force factor, and a final separation distance factor between the target and the vehicle.

For example, in the first emergency braking control mode, the parameter may be set such that emergency braking is performed from a relatively long distance, but the deceleration force is set to be relatively small.

As another example, in the second emergency braking control mode, the parameter may be set such that emergency braking is started at a short distance compared to the parameter of the first emergency braking control mode, and the deceleration force is greater.

Through this, even when the same emergency braking operation is triggered, the deceleration force felt by the driver may be provided differently, and a customized emergency braking system may be provided.

Meanwhile, the mode selector 110 may select an emergency braking control mode selected according to a driver input signal from among a plurality of emergency braking control modes. That is, when two or more emergency braking control modes are set, the driver may select a specific emergency braking control mode.

2 is a diagram for describing an operation of a mode selector according to an exemplary embodiment.

Referring to FIG. 2 , the passenger may select the emergency braking control mode by operating the AEB selection switch ( 200 ). For example, the occupant may select an emergency braking control mode suitable for himself/herself by providing an input signal according to a touch or button installed in the vehicle or a voice input.

For example, when there are two types of AEB modes, the first type AEB mode set as a default is selected when the driver does not select a specific AEB mode ( 210 ). In contrast, when the driver selects the second type AEB mode through various input means, the second type AEB mode is selected by the mode selection unit 110 ( 220 ).

When the emergency braking control mode is selected, a deceleration force for emergency braking is calculated using parameters according to the corresponding control mode ( S230 ). As described above, since parameters are stored differently for each emergency braking control mode, the deceleration force is also set differently depending on the mode.

When the deceleration and parameters according to the selected mode are set, it is determined whether a condition for performing emergency braking control is satisfied by applying the AEB logic ( 240 ). Conditions for performing emergency braking control may be variously set, and there is no limitation thereto.

In general, TTC is calculated according to Equation 1 below using the relative distance and relative speed between the vehicle and the target, and when the TTC is less than a preset threshold, emergency braking control is triggered.

When the condition for emergency braking control is satisfied and an operation is triggered, the emergency braking control apparatus 100 generates a control signal for vehicle control ( 250 ). The control signal is transmitted to the vehicle's brake or steering system to control the operation of the vehicle.

For example, the control signal is transmitted to the electric brake of the vehicle, and the electric brake may control the brake pressure according to the control signal to stop the vehicle before colliding with the target ( 260 ).

As described above, the emergency braking control apparatus 100 according to the present disclosure configures a plurality of AEB types/modes and provides selective parameters according to the driver's input to provide an optimized riding comfort to the driver.

Meanwhile, the emergency braking control mode may be selected by applying another factor instead of the above-described driver input signal.

For example, the mode selector 110 may select the emergency braking control mode according to the driver's driving concentration. That is, even if there is no separate input signal from the driver, by automatically determining the driver's condition and selecting the emergency braking control mode, it is possible to more dynamically provide riding comfort according to the customized emergency braking control.

The driving concentration may be determined based on at least one of heart rate information, driver's gaze information, driving time information, driver's steering wheel grip information, and driver's fatigue information.

For example, the mode selector 110 receives driver heart rate information from a heart rate sensor installed on the seat of the vehicle, and when the driver's heart rate falls below a preset threshold or rises above a preset threshold, a specific emergency braking control mode can be selected. Alternatively, the mode selector 110 may select a stored emergency braking control mode corresponding to the driver's heart rate or heart rate range.

As another example, the mode selector 110 may receive the driver's gaze information through the internal camera, calculate how much the driver is concentrating on driving, and calculate the driving concentration.

As another example, the mode selector 110 may receive, through a pressure sensor, whether the driver is holding the steering wheel, determine whether the driver is driving, and calculate the driving concentration.

As another example, the mode selector 110 may calculate the driver's fatigue level information by using at least one of the above-described pieces of information, and determine the driving concentration using this.

As another example, the mode selector 110 may receive the driving time information of the vehicle and determine that the driver's driving concentration has decreased when the driving time is a long time. That is, the driving concentration may be calculated based on the driving time information.

Each of the information described above may be combined with two or more in any combination to calculate the driving concentration, and there is no limitation in the logic for calculating the driving concentration. That is, a weight may be applied to a specific factor, or the driving concentration may be set by a score or grade.

Meanwhile, the mode selector 110 may select the emergency braking control mode based on the vehicle external environment information. In the above, the emergency braking control mode is selected using the driver's input signal or driver's state, but information about the environment outside the vehicle may be considered in combination with or independently of the mode.

The vehicle external environment information may include at least one of weather condition information, road surface condition information, driving time information, and road type information.

For example, the mode selector 110 may select an emergency braking control mode that is matched according to conditions such as rain or snow based on the weather condition information.

As another example, the mode selector 110 may select a matching emergency braking control mode by checking an unpaved road, etc., based on road surface condition information.

As another example, the mode selector 110 may select an emergency braking control mode by classifying a highway, a back road, etc. based on road type information.

The operation of the mode selector 110 described above may be independently controlled through each factor such as the above-described driver input signal, driving concentration, and external environment information, or may be controlled by combining two or more factors in any combination. . In addition, there is no limitation on the specific logic for combining two or more factors.

Meanwhile, the parameter setting unit 120 checks the parameters set for each emergency braking control mode and stores them to be used for emergency braking control. That is, the corresponding parameter is applied to the AEB logic.

3 is a view for explaining a risk calculating operation of a collision risk calculator according to an exemplary embodiment.

Referring to FIG. 3 , the collision risk calculation unit 130 calculates the collision risk based on the expected collision time information calculated based on the relative speed information and the separation distance information between the vehicle and the target. As described above, the collision risk may be calculated based on TTC information.

For example, the TTC may be calculated through Equation 1, and the relative speed and the relative distance may be obtained by processing information obtained from various sensors such as a radar sensor, a camera sensor, and a lidar sensor configured in the vehicle.

The collision risk may be calculated in various forms. For example, the collision risk calculator 130 may calculate the collision risk by determining which section of the risk section divided into a plurality of ranges includes the expected collision time information. As shown in FIG. 3 , the collision risk may be mapped to the TTC time interval and stored as being divided into five, and the risk interval corresponding to the calculated TTC value may be calculated as the corresponding collision risk.

4 is a diagram for describing information on minimum stopping distance according to an exemplary embodiment.

Referring to FIG. 4 , the deceleration calculating unit 140 may calculate a necessary deceleration by applying a parameter when the collision risk is equal to or greater than a preset threshold value.

For example, the threshold value may be set differently according to the selected emergency braking control mode. In the case of the first emergency braking control mode in which the deceleration is set to be low, the threshold value may be set to the risk section 2 . In this case, when the TTC value is 8 seconds or more, emergency braking control is triggered to calculate the deceleration, and the vehicle performs braking. However, as the parameter of the first emergency braking control mode is applied, the deceleration may be less calculated. Therefore, the driver can maintain a more comfortable ride.

Contrary to this, when the second emergency braking control mode is selected, the critical value may be set to the risk section 4 . In this case, if the TTC is more than 5 seconds, the deceleration calculation is not triggered and the emergency braking operation is not executed. If the TTC is calculated to be less than 4 seconds, the deceleration calculation is triggered, the parameter included in the second emergency braking control mode is applied to calculate the deceleration, so that a larger deceleration is calculated. Thus, the driver gets a harder ride, but the frequency of emergency braking control triggers is lower.

In order to provide the dynamic emergency braking control mode as described above, parameters may be set to various values for each mode.

For example, the parameter is set differently according to the emergency braking control mode, and may include a braking start distance setting factor, a braking force factor, and a final separation distance factor between the target and the vehicle (the minimum stopping distance factor of FIG. 4 ).

As shown in FIG. 4 , the final separation distance factor is a factor for how much distance the vehicle is maintained from the target to finally stop, and the parameter can be configured to be wider in the emergency braking control mode with high responsiveness. That is, the value of the final separation distance factor of the first emergency braking control mode may be set to be greater than the value of the same factor of the second emergency braking control mode.

In addition, since the braking start distance setting factor and the braking force factor are configured differently, the braking force factor for stopping the vehicle while maintaining the final separation distance when the emergency braking is started and the emergency braking is started may be separately set.

As described above, the emergency braking control apparatus 100 selects one of a plurality of emergency braking control modes by using at least one of a driver input signal, driving concentration information, and external environment information. The vehicle calculates the deceleration by using the parameters set in the selected mode, and determines whether to start emergency braking control.

Through the above-described operation, by applying different deceleration rates for each driver or for each situation, it is possible to provide a driver-customized ride comfort and predictable ride comfort.

The operations described with reference to FIGS. 1 to 4 may be performed in time series.

For example, the emergency braking control apparatus 100 may perform a mode selection step of selecting one emergency braking control mode from among a plurality of emergency braking control modes.

Also, the emergency braking control apparatus 100 may perform a parameter setting step of applying the deceleration parameter set to the selected emergency braking control mode.

In addition, the emergency braking control apparatus 100 performs a collision risk calculation step of determining the collision risk of the vehicle, and when the collision risk is equal to or greater than a preset threshold value, a deceleration calculation step of calculating the required deceleration by applying the parameter can be performed.

The emergency braking control apparatus 100 may perform a control signal generating step of generating a control signal for controlling the vehicle's braking system according to the deceleration.

For example, two or more emergency braking control modes may be set, and each emergency braking control mode may have different set values of various parameters required to perform emergency braking control.

For example, the parameter is set differently according to the emergency braking control mode, and may include a braking start distance setting factor, a braking force factor, and a final separation distance factor between the target and the vehicle.

For example, in the first emergency braking control mode, the parameter may be set such that emergency braking is performed from a relatively long distance, but the deceleration force is set to be relatively small.

As another example, in the second emergency braking control mode, the parameter may be set such that emergency braking is started at a short distance compared to the parameter of the first emergency braking control mode, and the deceleration force is greater.

In addition to this, the above-described operation of each unit may be performed in time series.

Through this, even when the same emergency braking operation is triggered, the deceleration force felt by the driver may be provided differently, and a customized emergency braking system may be provided.

Each component of the emergency braking control device may be operated by a device comprising one processor or a combination of two or more processors. In addition, a separate memory and storage device may be configured to store and retrieve necessary information.

The above description is merely illustrative of the technical idea of the present disclosure, and those of ordinary skill in the technical field to which the present disclosure pertains will be able to make various modifications and variations without departing from the essential characteristics of the technical idea. In addition, the present embodiments are not intended to limit the technical idea of the present disclosure, but to describe the present disclosure, and thus the scope of the present technical idea is not limited by these embodiments. The scope of protection of the present disclosure should be construed by the following claims, and all technical ideas within the scope equivalent thereto should be construed as being included in the scope of the present disclosure.

Claims (8)

a mode selection unit for selecting one emergency braking control mode from among a plurality of emergency braking control modes;
a parameter setting unit for applying a deceleration parameter set to the selected emergency braking control mode;
a collision risk calculation unit for determining the collision risk of the vehicle;
a deceleration calculator configured to calculate a required deceleration by applying the parameter when the collision risk is greater than or equal to a preset threshold; and
and a control signal generator configured to generate a control signal for controlling a vehicle braking system according to the deceleration. The method of claim 1,
The mode selection unit,
and selecting an emergency braking control mode selected according to a driver input signal from among the plurality of emergency braking control modes. The method of claim 1,
The mode selection unit,
The emergency braking control apparatus according to claim 1, wherein the emergency braking control mode is selected according to the driver's driving concentration. The method of claim 3,
The driving concentration is
The emergency braking control apparatus according to claim 1, wherein the determination is made based on at least one of heart rate information, driver gaze information, driving time information, driver steering wheel grip information, and driver fatigue information. The method of claim 1,
The mode selection unit,
Select the emergency braking control mode based on the vehicle external environment information,
The vehicle external environment information includes at least one of weather condition information, road surface condition information, driving time information, and road type information. The method of claim 1,
The collision risk calculation unit,
The emergency braking control apparatus of claim 1, wherein the collision risk is calculated based on expected collision time information calculated based on relative speed information and separation distance information between the vehicle and the target. The method of claim 6,
The collision risk calculation unit,
The emergency braking control apparatus calculates the collision risk by determining which section of the risk section divided into a plurality of ranges is included in the expected collision time information. The method of claim 1,
The parameter is
The emergency braking control apparatus according to claim 1 , which is set differently according to the emergency braking control mode, and includes a braking start distance setting factor, a braking force factor, and a minimum stopping distance factor between the target and the vehicle.

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