KR20210099685A - Brake And Control Method Therefor - Google Patents

Abstract

Provided is an emergency brake assistance apparatus. The apparatus comprises: a front sensor unit detecting a control target object in front of a vehicle and generating target object information; a driving sensor unit which detects a driving state of the vehicle and generates driving state information; a brake pressure sensor unit which detects a brake pressure input by a driver to a brake apparatus and generates input brake pressure information; a control unit which determines optimum brake pressure information based on the target object information and the driving state information, and compares the optimum brake pressure information with the input brake pressure information to generate brake state information regarding whether a brake pressure currently input to the brake apparatus is appropriate; and a notification unit configured to display the brake state information to the driver. The present invention has an advantage that an accident rate can be reduced without an increase in cost.

Description

Brake And Control Method Therefor

The present invention relates to a braking device and a method for controlling the same.

The content described in this section merely provides background information for the present embodiment and does not constitute the prior art.

AEB (Autonomous Emergency Brake), also called emergency braking system, is a vehicle that automatically recognizes emergency braking when a collision is expected in front of the vehicle and increases the braking pressure of the wheel brake mechanism to prevent a collision or reduce the impact even if a collision occurs. means the safety braking system.

AEB provides a primary notification when the driver's braking force is not input in a situation in which the vehicle is approaching a front obstacle while driving and the distance to the front obstacle is within a certain range. AEB automatically applies the second braking force if the vehicle does not exit the emergency situation even after the first notification.

However, even if the driver recognizes the vehicle in front or receives a notification through AEB and applies a certain braking force to stop or decelerate, sufficient deceleration is not achieved. . In addition, if the AEB is operated late due to disturbance, the AEB may apply a larger braking force and cause a large-scale collision accident due to sudden braking. Recently, as the market for shared mobility and eco-friendly vehicles is expanding, the number of drivers who are new to rental vehicles or electric vehicles is increasing. It is difficult to know how much braking pedal effort must be input to apply.

This embodiment is an emergency braking assistance device that operates before AEB intervention, and collects forward information of a traveling vehicle and calculates an optimal pedal force for optimal slip when stopping or decelerating. The calculated information is provided so that the driver can intuitively recognize it. If AEB automatically applies braking force after proper braking in the stage before AEB intervention, stability can be secured from the above problems, and in particular, the risk of rear-end collision can be avoided. Both inexperienced drivers and those who drive rental vehicles can check in real time whether they are applying braking force within an appropriate range.

This embodiment is an emergency braking assist device that can be used together with the AEB, and provides better driving quietness than when only the AEB is operated. The present invention has the advantage that it is possible to reduce the accident rate without increasing the cost while securing stability with the advance notification function prior to AEB intervention.

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

The emergency braking assistance apparatus according to the present embodiment includes: a front sensor unit that detects a control target object in front of a vehicle and generates target object information; a driving sensor unit that detects the driving state of the vehicle and generates driving state information; a braking pressure sensor unit that detects the braking pressure input by the driver to the braking device and generates input braking pressure information; A braking state relating to whether the braking pressure currently input to the braking device is appropriate by determining optimal braking pressure information based on the target object information and the driving state information, and comparing the optimal braking pressure information with the input braking pressure information a control unit for generating information; and a notification unit configured to display the braking state information to the driver.

In addition, the control method of the emergency braking assistance apparatus according to the present embodiment includes the steps of providing target object information and driving state information of the vehicle to the control unit using a front sensor unit and a driving sensor unit; determining, by a control unit, whether a stop or deceleration is necessary based on the target object information and the driving state information; calculating an optimal braking pressure of the vehicle based on the target object information and a braking-related characteristic value according to the vehicle when it is determined that there is a need to stop or decelerate; adjusting the optimum braking pressure according to the added weight value of the vehicle measured using a weight measurement unit; The process of calculating a tolerance band; determining whether the input braking pressure is outside the allowable range of the optimal braking pressure by comparing the input braking pressure information sensed using the braking pressure sensor unit with the optimal braking pressure information; and outputting the determination result through the notification unit.

Other specific details of the invention are included in the detailed description and drawings.

1 is a block diagram of an emergency braking assistance apparatus according to an embodiment of the present invention.
2 is a graph illustrating a relationship between whether a passenger is on board and an optimal braking pressure according to an embodiment of the present invention.
3 is a flowchart illustrating a control method of an emergency braking assistance apparatus according to an embodiment of the present invention.
4 is a flowchart for explaining a process of outputting a result value of a driver's actual braking pressure in the control method of the emergency braking assistance apparatus according to an embodiment of the present invention.

Hereinafter, some embodiments of the present invention will be described in detail with reference to exemplary drawings. In adding reference numerals to components in each drawing, it should be noted that the same or similar components are given the same reference numerals as much as possible even though they are indicated in different drawings. In addition, in describing the present invention, if it is determined that a detailed description of a related known configuration or function may obscure the gist of the present invention, the detailed description thereof will be omitted.

The thickness of the lines or the size of the components shown in the drawings may be slightly exaggerated or distorted for clarity and convenience of description.

Hereinafter, embodiments according to the present invention will be described in detail with reference to the accompanying drawings.

1 is a block diagram of an emergency braking assistance device according to an embodiment of the present invention, and FIG. 2 is a graph showing the relationship between whether a passenger is on board and an optimal braking pressure according to an embodiment of the present invention.

As shown in FIG. 1 , the emergency braking assistance device according to an embodiment of the present invention includes a front sensor unit 10 , a driving sensor unit 20 , a braking pressure sensor unit 30 , a weight measurement unit 40 , It includes a notification unit 60 and a control unit 50 .

The front sensor unit 10 detects a control target object in front of the vehicle, generates target object information, and provides the target object information to the control unit 50 .

The front sensor unit 10 may include any one or more of a radar, a lidar, and a camera.

The control target object includes at least one of other vehicles, two-wheeled vehicles, pedestrians, and other obstacles in front of the vehicle in which the driver is driving (hereinafter referred to as 'target vehicle').

In addition, the target object information includes a distance between the control target object and the target vehicle and a moving speed of the control target object.

In particular, when the camera is included in the front sensor unit 10 , the control target object of the front sensor unit 10 further includes a front traffic light and a stop line. The front sensor unit 10 generates information about whether a signal waiting situation occurs from a traffic light, generates information about a distance between a target vehicle and a stop line from a stop line, and provides the information to the control unit 50 .

The driving sensor unit 20 detects the driving state of the target vehicle, generates driving state information, and provides the driving state information to the controller 50 . The driving state information may include the speed of the target vehicle, the acceleration of the target vehicle, and the like.

The braking pressure sensor unit 30 detects the braking pressure input by the driver to the braking device, generates input braking pressure information, and provides the input braking pressure information to the controller 50 .

The weight measurement unit 40 provides the weight value added to the target vehicle to the controller 50 according to whether a passenger is in the target vehicle or whether cargo is loaded.

The weight measurement unit 40 may be installed for each seat seat to measure a change in the center of gravity depending on the passenger or cargo in the target vehicle to detect a change in the front and rear heights of the vehicle.

The control unit 50 determines whether a stop or deceleration is necessary based on the target object information generated from the front sensor unit 10 . When a stop or deceleration is required, the optimum braking force is calculated using Equation 1 in consideration of the added weight information obtained from the weight measurement unit 40 and braking-related characteristic values according to the target vehicle.

The braking-related characteristic value according to the target vehicle includes a size of a brake caliper, an area of a brake pad, a weight of the vehicle itself, and the like.

[ Equation 1 ]

here,

는 제어목표객체의 속도,

는 대상 차량과 제어목표객체 사이의 거리,

는 전륜 브레이크 패드의 면적,

은 후륜 브레이크 패드의 면적이다.

is the speed of the control target object,

is the distance between the target vehicle and the control target object,

is the area of the front brake pad,

is the area of the rear brake pad.

[Equation 1]

Here, P_ _MCP is a dynamic pressure optimum claim, m is the vehicle body weight, v ₁ is the speed, the target vehicle v ₂ is the distance between the speed of the control target object, s is the target vehicle and the controlled target object, A _f is the front wheel brake pads The area of A _r is the area of the rear brake pad.

The optimum braking pressure calculated through Equation 1 is adjusted according to the added weight value of the passenger or cargo sensed by the weight measurement unit 40 .

For example, as shown in FIG. 2 , a case in which only the driver inside the vehicle rides (hereinafter referred to as '1 up') and a case in which all passengers board each seat (hereinafter referred to as 'full up') In comparison, it can be seen that there is a difference in the optimum braking pressure to achieve the optimum slip. In the case of full up, it can be seen that the optimum braking pressure for maximum deceleration is 140 bar or more, which is 40 bar or more higher than 1 up. Through this information, it is possible to induce the driver to form a more precise and rapid deceleration by adjusting the value of the optimum braking pressure.

After calculating the optimum braking pressure, an allowable error range, that is, a tolerance band, is calculated from the optimum braking pressure. Even if the condition of the vehicle's brake pad changes or disturbance, the error range of the optimum braking pressure is generally 10 bar. The general error range is a default value and may be set differently depending on the characteristics of the vehicle.

The allowable range becomes larger as the distance between the target vehicle and the control target object increases, based on the error range, and becomes smaller as the speed of the target vehicle increases. That is, the allowable range is proportional to the distance between the target vehicle and the control target object and inversely proportional to the speed of the target vehicle. By providing such a flexible tolerance range, more accurate information is provided in emergency situations to ensure stability. On the other hand, when the speed of the target vehicle is slow or the distance from the control target object is long, since it is not an emergency situation, the quietness of driving can be guaranteed by increasing the allowable range.

The control unit 50 compares the calculated optimum braking pressure and the allowable range with the driver's actual braking pressure to determine whether the braking force is insufficient.

The notification unit 60 gives a visual and auditory notification to the driver according to a command received from the control unit 50 . To this end, the notification unit 60 may include at least one of a display unit for giving a visual notification and an alarm unit for outputting an audible notification.

When the driver's actual braking pressure is insufficient or excessive based on the optimum braking pressure and the allowable range, the notification unit 60 may output the required or excessive pressure value as a numerical value.

In addition, the notification unit 60 may divide and output the driver's actual braking pressure state in stages such as 'sufficient', 'appropriate', and 'surplus' in order to provide the driver's intuition. The names of the steps above are exemplary. The above steps are divided into three steps, but those skilled in the art can understand that the number of steps can be sufficiently increased or decreased.

For example, assuming that the driver's input braking pressure is 80 bar, the optimal braking pressure is 100 bar, and the allowable range is 11 bar in an emergency braking situation, the difference between the input braking pressure and the optimal braking pressure is 20 bar, exceeding the allowable range of 11 bar. A situation in which greater braking force is required. In this case, an indication of the 'sufficiency' level is output to the display unit and the driver is notified through a warning sound.

As described above, according to the emergency braking assistance device according to the embodiment of the present invention, it is determined whether a stop or deceleration is necessary based on information sensed through a plurality of sensors, thereby allowing the driver to make appropriate deceleration in advance prior to AEB intervention. Induction, it is possible to prevent in advance cases such as rear-end collisions that are likely to occur when the AEB is suddenly activated.

3 is a flowchart illustrating a control method of an emergency braking assistance apparatus according to an embodiment of the present invention. 4 is a flowchart for explaining a process of outputting a result value of a driver's actual braking pressure in the control method of the emergency braking assistance device according to an embodiment of the present invention.

As shown in FIG. 3 , in the control method of the emergency braking assistance apparatus according to an embodiment of the present invention, first, the front sensor unit 10 detects a control target object in front of the vehicle and transmits target object information generated by the control unit 50 ), and the driving sensor unit 20 provides driving state information generated by detecting the driving state of the vehicle to the controller 50 (S10).

After providing the target object information and the driving state information to the control unit 50 in step S10, it is determined whether a stop or deceleration is necessary based on the target object information and the driving state information (S20).

If there is no need to stop or decelerate as a result of determining whether stop or deceleration is necessary in step S20, the algorithm returns to step S10 to continuously search for information about target object information and driving state information.

On the other hand, if there is a need to stop or decelerate as a result of the determination in step S20, the controller 50 calculates the optimum braking pressure using Equation 1 based on the information of the control target object and the braking-related characteristic value according to the vehicle, An allowable tolerance band is calculated from the braking pressure (S30).

Here, the target object information includes the distance between the target vehicle and the control target object and the speed of the control target object, and the braking-related characteristic values according to the target vehicle are the size of the brake caliper and the area of the brake pad. , and the weight of the target vehicle itself.

In step S30, the allowable range may have a variable value that increases as the distance from the control target object increases and decreases as the speed of the target vehicle increases.

After calculating the optimum braking pressure in step S30 , the control unit 50 adjusts the optimum braking pressure based on information about the added weight measured from the weight measurement unit 40 ( S40 ).

For example, when an additional person is on the target vehicle than when there is only a driver, the value of the optimum braking pressure to achieve the best deceleration while maintaining the optimum slip is larger in the latter case than in the former case, so in the process S30 It is adjusted to be larger than the calculated optimal braking pressure value.

Based on the optimum braking pressure adjusted in step S40 and the allowable range calculated in step S30, as shown in FIG. 4, the input braking pressure is compared (S50). Specifically, it is compared as in Equation 2 (S510).

[ Equation 2 ]

According to Equation 2 in step S510, if the result is true, the driver is notified that the input braking pressure is in an appropriate state (S520).

On the other hand, if the result is false, that is, when the input braking pressure is lower than the optimum braking pressure, the driver is notified that the input braking pressure is insufficient. On the other hand, when the input braking pressure is higher than the optimum braking pressure, the driver is notified that the input braking pressure has a margin (S530).

The result determined in step S50 is visually or aurally notified to the driver through the notification unit (S60).

When the target vehicle stops running, the control algorithm is terminated, but when the vehicle continues to drive, it returns to the process S10 to perform the control as described above to provide information to the driver in real time (S70).

As described above, according to the method for controlling an emergency braking assistance device according to an embodiment of the present invention, it is determined whether a stop or deceleration is necessary based on information sensed through a plurality of sensors, thereby allowing the driver to appropriately By inducing deceleration, it is possible to prevent in advance cases such as rear-end collisions that are likely to occur when the AEB is suddenly activated.

Although the present invention has been described with reference to the embodiment shown in the drawings, which is merely exemplary, those skilled in the art will understand that various modifications and equivalent other embodiments are possible therefrom. will be. In addition, although the emergency braking assistance device used in a vehicle has been described as an example, this is merely exemplary, and the electronic brake device according to the present invention may also be used in an emergency braking assistance device installed in a device other than a vehicle.

Therefore, the true technical protection scope of the present invention should be defined by the following claims.

Claims (13)

a front sensor unit detecting a control target object in front of the vehicle and generating target object information;
a driving sensor unit that detects the driving state of the vehicle and generates driving state information;
a braking pressure sensor unit that detects the braking pressure input by the driver to the braking device and generates input braking pressure information;
A braking state relating to whether the braking pressure currently input to the braking device is appropriate by determining optimal braking pressure information based on the target object information and the driving state information, and comparing the optimal braking pressure information with the input braking pressure information a control unit for generating information; and
and a notification unit configured to display the braking state information to a driver. The method of claim 1,
and a weight measurement unit configured to measure the change in the load of the vehicle and adjust the optimum braking pressure information. The method of claim 1,
The emergency braking assistance device, characterized in that the front sensor unit is at least one of a radar (Radar), a lidar (Lidar) and a camera. The method of claim 1,
The control target object is an emergency braking assistance device, characterized in that at least one of a pedestrian, a vehicle, and a two-wheeled vehicle. 5. The method of claim 4,
The front sensor unit includes a camera, and the control target object further includes a front signal waiting situation and a stop line, and when a stop situation occurs, the emergency braking assistance characterized in that it provides information about the signal waiting situation and the stop line to the control unit Device The method of claim 1,
and the target object information includes a distance from the control target object and a moving speed of the control target object. The method of claim 1,
Whether the braking pressure input to the current braking device is appropriate is determined by whether the input braking pressure information is within a predetermined tolerance band based on the optimal braking pressure information, and the tolerance range is the vehicle The emergency braking assistance device, characterized in that it is proportional to the distance between the control target object and the control target object and inversely proportional to the moving speed of the vehicle. 8. The method of claim 7,
The notification unit includes an alarm unit that outputs a warning sound when the input braking pressure is lower than the optimum braking pressure and out of the allowable range; and
and at least one display unit for outputting the state of the driver's actual braking effort as one stage among criteria classified into at least three stages or more. 3. The method of claim 2,
The weight measurement unit is installed for each seat seat of the vehicle, and the emergency braking assistance device, characterized in that for measuring a change in the load of the vehicle. providing the target object information of the control target object and the driving state information of the vehicle to the control unit by using the front sensor unit and the driving sensor unit;
determining, by a controller, whether a stop or deceleration is necessary based on the target object information and the driving state information;
calculating an optimum braking pressure of the vehicle based on the target object information and a braking-related characteristic value according to the vehicle when it is determined that there is a need to stop or decelerate;
adjusting the optimum braking pressure according to the added weight value of the vehicle measured using a weight measurement unit;
The process of calculating a tolerance band;
determining whether the input braking pressure is outside the allowable range of the optimum braking pressure by comparing the input braking pressure information sensed using the braking pressure sensor unit with the optimum braking pressure information; and
A control method of an emergency braking assistance device comprising a; the step of outputting the determination result through the notification unit. 11. The method of claim 10, wherein the step of determining whether the input braking pressure is outside the allowable range of the optimum braking pressure comprises:
When the input braking pressure is out of the allowable range of the optimal braking pressure and is lower than the optimal braking pressure, the notification unit notifies that the input braking pressure is insufficient: When it is within the allowable range, the notification unit notifies that the input braking pressure is in an appropriate state: or when the input braking pressure is outside the allowable range of the optimum braking pressure and is higher than the optimum braking pressure, the notification unit A control method of an emergency braking auxiliary device comprising the step of notifying that the actual braking pressure has a margin. 11. The method of claim 10,
The control method of the emergency braking assistance apparatus, wherein the target object information includes a distance between the vehicle and the control target object and a moving speed of the control target object. 11. The method of claim 10,
The step of calculating the allowable range is proportional to a distance between the vehicle and the control target object and inversely proportional to a moving speed of the vehicle.

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