KR20230071909A - Driver assistance system and driver assistance method - Google Patents

Abstract

The present invention relates to a driver assistance system and a driver assistance method. The driver assistance system comprises: a corner radar which acquires corner radar data with a vehicle's corner detection field of a view; and a control unit electrically connected to the corner radar. When a vehicle passes an intersection, the control unit determines whether there is a possibility of collision with the vehicle in an adjacent lane based on corner radar data acquired by the corner radar. If there is the possibility of the collision, the control unit performs deflection driving control through a steering device or deceleration driving control through a braking device to avoid the collision with an adjacent vehicle. Provided are the driver assistance system which can avoid the collision with an intersection structure and the adjacent vehicle when passing through the intersection, and the driver assistance method.

Description

Driver assistance system and driver assistance method {DRIVER ASSISTANCE SYSTEM AND DRIVER ASSISTANCE METHOD}

The present invention relates to a driver assistance system and a driver assistance method.

In general, when driving at an intersection without lanes, a driving path may not be recognized, and when entering the intersection, a collision may occur with a median strip or an adjacent vehicle. In particular, in the case of intersections without lanes, such accidents can occur frequently because systems such as lane center maintenance devices and lane departure prevention devices cannot operate.

Japanese Unexamined Patent Publication No. 2020-097276 (published on June 25, 2020)

One aspect provides a driver assistance system and driver assistance method capable of avoiding a collision with an intersection structure and an adjacent vehicle when passing through an intersection.

According to one aspect, a corner radar for obtaining corner radar data with a corner detection field of view of a vehicle; And a control unit electrically connected to the corner radar, wherein the control unit determines whether there is a possibility of collision with a vehicle in an adjacent lane based on corner radar data obtained by the corner radar when the vehicle passes through an intersection, When there is a possibility of collision, a driver assistance system may be provided that performs deflection driving control through a steering device or deceleration driving control through a braking device to avoid a collision with an adjacent vehicle.

a camera having a forward view of the vehicle and obtaining forward image data; and a front radar that obtains front radar data with a front detection field of view of the vehicle, wherein the control unit includes front image data obtained by the camera and front radar data obtained by the front radar when the vehicle enters the intersection. Based on the front radar data, it is possible to perform intersection structure avoidance control for avoiding collision with intersection structures existing around the exit of the intersection, and to determine whether there is a possibility of collision with the adjacent vehicle while performing the intersection structure avoidance control. there is.

When performing intersection structure avoidance control, the control unit generates a virtual driving lane avoiding a collision with the intersection structure based on lane information before entering the intersection and location information of the intersection structure, and based on the virtual driving lane, determines a target trajectory and lane keeping control may be performed so that the vehicle maintains the target trajectory.

The control unit may create a virtual driving lane having a right dividing line and a left dividing line continuously connected to a recognized lane before entering an intersection based on at least one of a longitudinal position and a lateral position of the intersection structure.

When performing deflection driving control, the control unit may drive the vehicle by attaching it to the side of the opposite dividing line far away from the adjacent vehicle within the virtual driving lane.

When performing the deceleration driving control, the controller may decelerate or stop the vehicle based on a horizontal distance between the vehicle and the adjacent vehicle.

The control unit may accelerate the vehicle to a driving speed before deceleration through an accelerator when a horizontal distance value between the vehicle and the adjacent vehicle is higher than a preset distance value after the vehicle decelerates or stops.

After performing the deflection driving control, the control unit may determine again whether there is a possibility of collision with a vehicle in the adjacent lane and, if there is still a possibility of collision, may perform the deceleration driving control.

The control unit may determine whether there is a possibility of collision with the adjacent vehicle based on a horizontal distance between the vehicle and the adjacent vehicle.

According to another aspect, when a vehicle passes through an intersection, corner radar data is acquired by a corner radar having a corner detection field of view of the vehicle, and there is a possibility of collision with a vehicle in an adjacent lane based on the obtained corner radar data. and, if there is a possibility of collision, a driver assistance method may be provided that performs deflection driving control through a steering device or deceleration driving control through a braking device to avoid a collision with an adjacent vehicle.

Determining whether the possibility of collision exists is to obtain front image data by a camera having a front view of the vehicle when the vehicle enters the intersection, and to obtain front radar by a front radar having a front detection view of the vehicle. Obtaining data, performing intersection structure avoidance control for avoiding collision with intersection structures existing around the entrance of the intersection based on the obtained front image data and the front radar data, and performing the intersection structure avoidance control It may include determining whether there is a possibility of collision with the adjacent vehicle during the process.

Executing the intersection structure avoidance control generates a virtual driving lane avoiding a collision with the intersection structure based on lane information before entering the intersection and location information of the intersection structure, and based on the virtual driving lane, a target trajectory is determined. and performing lane keeping control so that the vehicle maintains the target trajectory.

Generating the virtual driving lane is to generate a virtual driving lane having a right dividing line and a left dividing line continuously connected to the recognized lane before entering the intersection based on at least one of the longitudinal position and the lateral position of the intersection structure. can include

Performing the deflection driving control may include driving the vehicle in the virtual driving lane to a side of the opposite dividing line far away from the adjacent vehicle.

Performing the deceleration driving control may include decelerating or stopping the vehicle based on a horizontal distance between the vehicle and the adjacent vehicle.

Performing the deceleration driving control is to accelerate the vehicle to the driving speed before deceleration through an accelerator when the horizontal distance value between the vehicle and the adjacent vehicle is higher than a preset distance value after the vehicle is decelerated or stopped. may include

The method may further include determining again whether there is a possibility of collision with a vehicle in the adjacent lane after performing the deflection driving control, and performing the deceleration driving control if the possibility of collision still exists.

Determining whether the possibility of collision exists may include determining whether there is a possibility of collision with the adjacent vehicle based on a lateral distance between the vehicle and the adjacent vehicle.

The present invention can avoid collisions with intersection structures and adjacent vehicles when passing through intersections.

1 is a control block diagram of a driver assistance system according to an embodiment.
2 illustrates a camera and a radar of a driver assistance system according to an embodiment.
3 is a control flow diagram of a driver assistance method according to an embodiment.
4 is a control flowchart for controlling avoidance of intersection structures in a driver assistance method according to an embodiment.
FIG. 5 is a diagram for explaining avoidance of collision with an intersection structure through intersection structure avoidance control when there is an intersection structure on an exit road to an intersection when driving straight through an intersection in a driver assistance system according to an embodiment.
6 is a control flow chart for neighboring vehicle avoidance control in a driver assistance method according to an embodiment.
FIG. 7 is a diagram for explaining avoidance of a collision with an adjacent vehicle through biased driving control when there is a risk of collision with a vehicle in a neighboring lane during intersection structure avoidance control in a driver assistance system according to an embodiment.
8 is a view for explaining avoiding a collision with an adjacent vehicle through deceleration driving control when there is a risk of collision with a vehicle in an adjacent lane during deflection driving control in a driver assistance method according to an embodiment.

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

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

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

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

Terms such as first and second are used to distinguish one component from another, and the components are not limited by the aforementioned terms. Expressions in the singular number include plural expressions unless the context clearly dictates otherwise.

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

1 is a control block diagram of a driver assistance system according to an embodiment.

Referring to FIG. 1 , the driver assistance system may include a camera 10, a front radar 20, a corner radar 30, a motion sensor 40, and a controller 50.

The controller 50 may perform overall control of the driver assistance system.

The camera 10, the front radar 20, the corner radar 30, and the motion sensor 40 may be electrically connected to the controller 50.

The controller 50 may control the steering device 60 , the braking device 70 and the accelerator device 80 . Also, the control unit 50 may electrically connect other electronic devices of the vehicle to the control unit 50 .

Each of the camera 10, the front radar 20, the corner radar 30, and the motion sensor 40 may include a controller (Electronic Control Unit, ECU). The controller 50 may be implemented as an integrated controller including a controller of the camera 10, a controller of the front radar 20, a controller of the corner radar 30, and a controller of the motion sensor 40.

The camera 10 can take a picture of the front of the vehicle and identify other vehicles, pedestrians, cyclists, lanes, road signs, and the like. Also, the camera 10 may identify road structures such as a median strip and a guard rail.

The camera 10 may include a plurality of lenses and an image sensor. The image sensor may include a plurality of photodiodes that convert light into electrical signals, and the plurality of photodiodes may be arranged in a two-dimensional matrix.

The camera 10 may be electrically connected to the control unit 50 . For example, the camera 10 is connected to the controller 50 through the vehicle communication network NT, connected to the controller 50 through a hard wire, or printed circuit board (Printed Circuit Board, PCB). ) It may be connected to the control unit 50 through.

The camera 10 may transfer image data of the front of the vehicle to the controller 50 .

The front radar 20 and the corner radar 30 may acquire relative positions and relative speeds of objects (eg, other vehicles, pedestrians, cyclists, etc.) around the vehicle.

The front radar 20 and the corner radar 30 may be connected to the control unit 50 through an in-vehicle communication network NT or a hard wire or a printed circuit board.

The front radar 20 and the corner radar 30 may transfer radar data to the control unit 50 . These radars may be implemented as lidar.

The behavior sensor 40 may obtain vehicle behavior data. For example, the motion sensor 40 may include a speed sensor for detecting wheel speed, an acceleration sensor for detecting lateral acceleration and longitudinal acceleration of the vehicle, a yaw rate sensor for detecting a change in the angular velocity of the vehicle, and a tilt sensor for detecting the inclination of the vehicle. A gyro sensor, a steering angle sensor for detecting rotation and steering angle of the steering wheel, and/or a torque sensor for detecting steering torque of the steering wheel may be included. Behavioral data may include vehicle speed, longitudinal acceleration, lateral acceleration, steering angle, steering torque, driving direction, yaw rate, and/or inclination.

The steering device 60 may change the driving direction of the vehicle under the control of the control unit 50 .

The braking device 70 may decelerate the vehicle by braking the wheels of the vehicle under the control of the controller 50 .

The accelerator 80 may decelerate the vehicle by driving an engine and/or a driving motor that provides driving force to the vehicle under the control of the controller 50 .

The controller 50 may include a processor 51 and a memory 52 .

The controller 50 may include one or more processors 51 . One or more processors 51 included in the control unit 50 may be integrated into one chip or may be physically separated. Also, the processor 51 and the memory 52 may be implemented as a single chip.

The processor 51 may process image data of the camera 10 , front radar data of the front radar 20 , and corner radar data of the corner radar 30 . Also, the processor 51 may generate a steering signal for controlling the steering device 60 , a braking signal for controlling the braking device 70 , and an acceleration signal for controlling the accelerator device 80 .

For example, the processor 51 may include an image signal processor that processes image data of the camera 10, and may include a digital signal processor that processes radar data of the radars 20 and 30, It may include a micro control unit (MCU) that generates a steering signal, a braking signal, and an acceleration signal.

The memory 52 may store programs and/or data for the processor 51 to process image data. The memory 52 may store programs and/or data for the processor 51 to process radar data. In addition, the memory 52 may store programs and/or data for the processor 51 to generate control signals related to the configuration of the vehicle.

The memory 52 may temporarily store image data received from the camera 10 and/or radar data received from the radars 20 and 30 . Also, the memory 52 may temporarily store a result of processing the image data and/or radar data by the processor 51 . The memory 52 includes not only volatile memories such as S-RAM and D-RAM, but also flash memory, ROM (Read Only Memory), Erasable Programmable Read Only Memory (EPROM), and the like. of non-volatile memory.

2 illustrates a camera and a radar of a driver assistance system according to an embodiment.

Referring to FIG. 2 , the camera 10 may have a field of view 10a toward the front of the vehicle 1 . For example, the camera 10 may be installed on a front windshield of the vehicle 1 . The camera 10 may photograph the front of the vehicle 1 and obtain image data of the front of the vehicle 1 . The image data of the front of the vehicle 1 may include location information about other vehicles, pedestrians, cyclists, lanes, and intersection structures (central barriers, guard rails, etc.) located in front of the vehicle 1 .

The front radar 20 may have a field of sensing 20a facing the front of the vehicle 1 . The front radar 20 may be installed on a grill or bumper of the vehicle 1, for example.

The front radar 20 may include a transmission antenna (or transmission antenna array) for radiating transmission radio waves toward the front of the vehicle 1 and a reception antenna (or reception antenna array) for receiving reflected radio waves reflected on an object. there is. The forward radar 20 may obtain front radar data from a transmitted radio wave transmitted by a transmission antenna and a reflected radio wave received by a reception antenna.

Front radar data may include distance information and speed of other vehicles, pedestrians, and cyclists located in front of the vehicle 1 . In addition, the front radar data may include distance information about intersection structures such as a median barrier and a guard rail located in front of the vehicle 1 .

The front radar 20 calculates the state distance to the object based on the phase difference (or time difference) between the transmitted radio wave and the reflected radio wave, and calculates the relative speed of the object based on the frequency difference between the transmitted radio wave and the reflected radio wave. can do.

The corner radar 30 includes a first corner radar 30-1 installed on the front right side of the vehicle 1, a second corner radar 30-2 installed on the front left side of the vehicle 1, and the vehicle 1 A third corner radar 30 - 3 installed on the rear right side of the vehicle 1 and a fourth corner radar 30 - 4 installed on the rear left side of the vehicle 1 may be included.

The first corner radar 30-1 may have a detection field of view 30-1a facing the front right side of the vehicle 1. The second corner radar 30-2 may have a detection field of view 30-2a facing the front left side of the vehicle 1, and the third corner radar 30-3 faces the rear right side of the vehicle 1. It may have a detection field of view 30 - 3a, and the fourth corner radar 30 - 4 may have a detection field of view 30 - 4a toward the rear left side of the vehicle 1 .

Each of the corner radars 30 may include a transmit antenna and a receive antenna. The first, second, third, and fourth corner radars 30-1, 30-2, 30-3, and 30-4 respectively include first corner radar data, second corner radar data, and third corner radar data. and fourth corner radar data may be obtained. The first corner radar data may include distance information and speed of an object located on the front right side of the vehicle 1 . The second corner radar data may include distance information and speed of an object located on the left front side of the vehicle 1 . The third and fourth corner radar data may include distance information and speed information of objects located on the rear right side of the vehicle 1 and the rear left side of the vehicle 1 .

Referring back to FIG. 2 , the controller 50 may detect and/or identify objects in front of the vehicle 1 based on the front image data of the camera 10 and the front radar data of the front radar 20, Location information (distance and direction) and speed information (relative speed) of objects in front of the vehicle 1 may be obtained. In addition, the processor 51 provides location information (distance and direction) of objects on the side (front right, front left, rear right, rear left) of the vehicle 1 based on the corner radar data of the plurality of corner radars 30. and speed information (relative speed) can be obtained.

3 is a control flow diagram of a driver assistance method according to an embodiment.

Referring to FIG. 3 , the controller 50 determines whether the own vehicle enters the intersection (100).

The control unit 50 may analyze the front image data obtained by the camera 10 and monitor whether there are lanes or stop lines on the road surface on which the own vehicle is driving to determine whether the own vehicle enters an intersection. For example, the control unit 50 enters an intersection based on whether a stop line and a direction indicator line are recognized at a point where both lanes are cut, whether a traffic light is recognized at a point where both lanes are cut, whether an intersection sign is recognized near a point where both lanes are cut, etc. can determine whether

When the vehicle enters the intersection (100, YES), the controller 50 performs intersection structure avoidance control to avoid the intersection structure if there is an intersection structure such as a median strip or guard rail near the intersection (102, YES). ). The intersection structure avoidance control creates a virtual driving lane avoiding the intersection structure, and performs lane keeping control based on the virtual driving lane. At this time, when driving the vehicle along the virtual driving lane, the driver's steering intention is preferentially processed. Accordingly, when the driver intervenes in steering, the entire control of the system is terminated.

When there is a risk of collision with a vehicle in the next lane while performing intersection structure avoidance control, the controller 50 performs adjacent vehicle avoidance control (104). Adjacent vehicle avoidance control performs deflection driving control and/or deceleration driving control of the host vehicle.

The control unit 50 determines whether the own vehicle enters the intersection (106).

When the own vehicle enters the intersection (106, YES), the control unit 50 stops the intersection structure avoidance control (108) and stops the adjacent vehicle avoidance control (110).

Hereinafter, the intersection structure avoidance control will be described in detail.

4 is a control flowchart for controlling avoidance of intersection structures in a driver assistance method according to an embodiment.

Referring to FIG. 4 , the controller 50 obtains front image data obtained by the camera 10 and front radar data obtained by the front radar 20 (200).

The control unit 50 analyzes the forward image data and the forward radar data to determine whether there are intersection structures such as median strips and guardrails near the intersection (202). The control unit 50 predicts the own vehicle's path within the intersection based on the recognized lane information before entering the intersection and checks whether there is an intersection structure near the own vehicle's path. The path of the own vehicle is predicted using lane information such as width and curvature of the lane recognized before entering the intersection and vehicle behavior information (eg, yaw rate, steering angle, and vehicle speed) detected by the behavior sensor 40. It is determined whether there is an intersection structure in the direction of the driver's seat in the vicinity of the vehicle's path within the intersection.

If there is an intersection structure around entering the intersection (202, Yes), the control unit 50 is a virtual driving lane that is a virtual driving lane capable of avoiding a collision with the intersection structure based on the lane information before entering the intersection and the location information of the intersection structure. A lane is created (204). For example, the controller 50 creates a virtual driving path avoiding the intersection structure by using the width of the lane recognized before entering the intersection. At this time, a virtual driving lane is created using the lane information and vehicle behavior information recognized before entering the intersection so that the vehicle does not make a sudden movement. By calculating the longitudinal position and/or the lateral position of the intersection structure, a virtual driving lane continuously connected to the recognized lane before entering the intersection is created.

The controller 50 determines a target trajectory based on the virtual driving lane (206). For example, the target trajectory may be a trajectory connecting a central position between left and right dividing lines of the virtual driving lane.

The control unit 50 performs lane keeping assist by controlling the steering device 60 so that the vehicle travels along the target trajectory (208). Lane keeping control includes steering control that automatically changes the steering angle of the vehicle so as to drive the vehicle at an appropriate position within a lane defined by left and right dividing lines.

The driver assistance system according to the embodiment can be applied to various driving types of vehicles passing through an intersection, such as a vehicle traveling straight through an intersection or a vehicle turning left or right, but hereinafter, for convenience of explanation, it is applied to a vehicle traveling straight through an intersection. Explain.

FIG. 5 is a diagram for explaining avoidance of collision with an intersection structure through intersection structure avoidance control when there is an intersection structure on an exit road to an intersection when driving straight through an intersection in a driver assistance system according to an embodiment.

Referring to FIG. 5 , an intersection CR is shown in which the upstream side median strip CD1 and the downstream side median strip CD2 are not located on a straight line, but are offset from each other.

Assume that there are lanes L1 and L2 before entering the intersection, and lanes L3 and L4 at the intersection exit.

In general, there are many cases where the dividing line is not marked on the road surface of the intersection (CR). As shown in FIG. 5, in the case of an intersection (CR) where the road before entering the intersection and the road after entering the intersection are misaligned, when the vehicle (1) driving straight from lane L1 before entering the intersection to lane L3 after entering the intersection does not change its driving route , there is a risk that the own vehicle 1 collides with the median strip CD1, which is an intersection structure in the direction of the destination.

When the own vehicle 1 enters an intersection, if there is a median strip CD1 that may collide with the own vehicle 1 near the intersection, median strip avoidance control for avoiding collision with the median strip CD1 is needed

Median avoidance control includes generating a virtual driving lane, determining a target trajectory, and performing lane keeping control.

First, based on the lane information (width and curvature of L2) before entering the intersection and the location information (longitudinal position and lateral position) of the median strip (CD1), a virtual driving lane that can avoid collision with the intersection structure is created. . A virtual driving lane is generated on a line in which the host vehicle 1 does not rapidly move. By calculating the longitudinal position and/or the lateral position of the median strip CD1, a virtual driving lane continuously connected to the recognized lane L1 before entering the intersection is created.

The virtual driving lane is a lane of lanes divided by the left dividing line LL1 and the right dividing line LL2.

The driver's seat side dividing line LL1, which is the left dividing line of the imaginary driving lane, is connected to the left dividing line of the lane L1 before entering the intersection, and has a lateral position secured enough space not to collide with the median strip CD1.

The dividing line LL2 on the opposite side of the driver's seat, which is the right dividing line of the imaginary driving lane, connects to the right dividing line of the lane L1 before entering the intersection and is located near the width of the lane before entering the intersection.

A target trajectory PR connecting the center position between the left and right dividing lines LL1 and LL2 of the virtual driving lane is determined.

Then, lane keeping control is performed so that the host vehicle 1 travels along the target trajectory PR.

Hereinafter, the adjacent vehicle avoidance control will be described in detail.

6 is a control flow chart for neighboring vehicle avoidance control in a driver assistance method according to an embodiment.

Referring to FIG. 6 , the control unit 50 obtains corner radar data acquired by the corner radar 30 while performing intersection structure avoidance control (300).

The control unit 50 analyzes the corner radar data to determine whether there is a possibility of collision with an adjacent vehicle that is a vehicle in the next lane (302). The control unit 50 determines that there is a possibility of collision with an adjacent vehicle when the lateral distance with the adjacent vehicle is within a preset distance.

If there is a possibility of collision with an adjacent vehicle (302, Yes), the control unit 50 moves the host vehicle 1 farther away from the adjacent vehicle within the virtual driving lane to avoid a collision with the adjacent vehicle and drives the deflected driving control. is performed (304).

FIG. 7 is a diagram for explaining avoidance of a collision with an adjacent vehicle through biased driving control when there is a risk of collision with a vehicle in a neighboring lane during intersection structure avoidance control in a driver assistance system according to an embodiment.

Referring to FIG. 7 , a situation is shown in which the own vehicle 1 on the first lane before entering the intersection and the adjacent vehicle 2 on the second lane enter the intersection.

The own vehicle (1) should move along the target trajectory of the dotted line of the virtual driving lane to avoid collision with the median strip (CD1), but the adjacent vehicle (2) in the second lane moves along the right dividing line (LL2) of the virtual driving lane. ), the lateral distance between the host vehicle 1 and the adjacent vehicle 2 is reduced to within a preset distance, resulting in a risk of collision.

As such, when there is a possibility of collision between the own vehicle 1 and the adjacent vehicle 2, the left dividing line LL1, which is the opposite dividing line farther away from the neighboring vehicle 2, rather than the central position of the virtual driving lane, the own vehicle 1 ) to perform deflection driving control. By this biased travel control, the host vehicle 1 widens the lateral distance with the adjacent vehicle 2, thereby reducing the risk of collision. At this time, the host vehicle 1 continues to perform intersection structure avoidance control. Therefore, the own vehicle 1 can avoid collision with the median strip CD1 and also avoid collision with the adjacent vehicle 2 .

Referring back to FIG. 6 , after performing the deflection driving control, the control unit 50 determines again whether there is a possibility of collision with an adjacent vehicle (306).

If there is a possibility of collision with an adjacent vehicle (302, Yes), the control unit 50 performs deceleration driving control to avoid a collision with the adjacent vehicle by decelerating the own vehicle 1 (308). When the possibility of collision with a neighboring vehicle still exists even by biased driving control, the controller 50 decelerates the speed of the host vehicle 1 to avoid a collision with the neighboring vehicle 2 .

8 is a view for explaining avoiding a collision with an adjacent vehicle through deceleration driving control when there is a risk of collision with a vehicle in an adjacent lane during deflection driving control in a driver assistance method according to an embodiment.

Referring to FIG. 8 , when there is a possibility of collision with an adjacent vehicle 2 even by deflection driving, the own vehicle 1 may be decelerated and travel after the adjacent vehicle 2 passes.

The movement path of the adjacent vehicle 2 may be predicted in advance by monitoring the behavior of the adjacent vehicle 2 from the corner radar data.

When there is a possibility of collision between the own vehicle 1 and the adjacent vehicle 2 even by deflection driving, the reduced speed of the own vehicle 1 is started.

When the value of the lateral distance between the host vehicle 1 and the adjacent vehicle 2 is the deceleration start distance value DSD, the host vehicle 1 starts to decelerate.

When the value of the lateral distance between the own vehicle 1 and the adjacent vehicle 2 is a possible collision distance value CPD lower than the deceleration start distance value DSD, the own vehicle 1 is stopped.

The host vehicle 1 is decelerated so that the lateral distance value between the own vehicle 1 and the adjacent vehicle 2 is positioned between the deceleration start distance value DSD and the possible collision distance value CPD.

The host vehicle 1 is decelerated so that the lateral distance value between the own vehicle 1 and the adjacent vehicle 2 is positioned between the deceleration start distance value DSD and the possible collision distance value CPD.

While the host vehicle 1 decelerates or stops, the lateral distance value between the host vehicle 1 and the adjacent vehicle 2

When higher than the acceleration start distance value ASD, the host vehicle 1 is accelerated to the traveling speed before deceleration so that the host vehicle 1 returns to the traveling speed before deceleration. In this case, the acceleration start distance value ASD may be equal to or higher than the deceleration start distance value DSD.

If the possibility of collision with an adjacent vehicle still exists even by the deflection driving control, the collision between the host vehicle 1 and the adjacent vehicle 2 is avoided through the deceleration driving control.

As described above, the driver assistance system according to the embodiment can avoid a collision with an intersection structure and an adjacent vehicle when the own vehicle passes through the intersection, so that the own vehicle can safely pass through the intersection without risk of an accident.

Meanwhile, the aforementioned control unit and/or its components may include one or more processor/microprocessor(s) combined with a computer readable recording medium storing computer readable code/algorithm/software. The processor/microprocessor(s) may execute the computer readable code/algorithm/software stored in a computer readable recording medium to perform the aforementioned functions, operations, steps, and the like.

The above-described control unit and/or its components may further include a memory implemented as a computer-readable non-transitory recording medium or a computer-readable temporary recording medium. The memory may be controlled by the above-described control unit and/or its components, configured to store data transmitted to or received from the above-described control unit and/or its components, or by the above-described control unit and/or its components. It may be processed or configured to store data to be processed.

The disclosed embodiment can also be implemented as computer readable code/algorithm/software on a computer readable recording medium. The computer-readable recording medium may be a computer-readable non-transitory recording medium such as a data storage device capable of storing data that can be read by a processor/microprocessor. Examples of computer-readable recording media include hard disk drives (HDD), solid state drives (SSD), silicon disk drives (SDD), read-only memory (ROM), CD-ROMs, magnetic tapes, floppy disks, and optical data storage devices. etc.

10: camera 20: forward radar
30: corner radar 40: motion sensor
50: control unit 51: processor
52: memory 60: steering device
70: brake device 80: accelerator device

Claims (18)

a corner radar that acquires corner radar data with a corner detection field of view of the vehicle; and
A control unit electrically connected to the corner radar,
The control unit, when the vehicle passes through an intersection, determines whether there is a possibility of collision with a vehicle in an adjacent lane based on corner radar data obtained by the corner radar, and if there is a possibility of collision, avoiding a collision with an adjacent vehicle A driver assistance system that performs deflection driving control through the steering system or deceleration driving control through the braking system to According to claim 1,
a camera having a forward view of the vehicle and obtaining forward image data; and
Including a front radar for acquiring front radar data with a forward sensing field of view of the vehicle,
When the vehicle enters the intersection, the control unit avoids a collision with an intersection structure existing around the entrance of the intersection based on the front image data obtained by the camera and the front radar data obtained by the front radar A driver assistance system for performing intersection structure avoidance control and determining whether there is a possibility of collision with the adjacent vehicle while performing the intersection structure avoidance control. According to claim 2,
When performing intersection structure avoidance control, the control unit generates a virtual driving lane avoiding a collision with the intersection structure based on lane information before entering the intersection and location information of the intersection structure, and based on the virtual driving lane, determines a target trajectory A driver assistance system that determines and performs lane keeping control so that the vehicle maintains the target trajectory. According to claim 3,
Wherein the control unit generates a virtual driving lane having a right dividing line and a left dividing line continuously connected to the recognized lane before entering the intersection based on at least one of a longitudinal position and a lateral position of the intersection structure. According to claim 3,
The driver assistance system of claim 1 , wherein the control unit drives the vehicle in the virtual driving lane to the side of the opposite dividing line far away from the adjacent vehicle in the virtual driving lane when performing deflection driving control. According to claim 3,
Wherein the control unit decelerates or stops the vehicle based on a lateral distance between the vehicle and the adjacent vehicle when performing deceleration driving control. According to claim 6,
Wherein the control unit accelerates the vehicle to the driving speed before deceleration through an accelerator when the horizontal distance value between the vehicle and the adjacent vehicle is higher than a preset distance value after the vehicle decelerates or stops. According to claim 1,
Wherein the control unit determines again whether there is a possibility of collision with a vehicle in the adjacent lane after performing the deflection driving control, and performs the deceleration driving control if there is still a possibility of collision. According to claim 1,
The driver assistance system of claim 1 , wherein the control unit determines whether there is a possibility of collision with the adjacent vehicle based on a lateral distance between the vehicle and the adjacent vehicle. When a vehicle passes through an intersection, corner radar data is acquired by a corner radar having a corner detection field of view of the vehicle;
Based on the acquired corner radar data, it is determined whether there is a possibility of collision with a vehicle in an adjacent lane;
A driver assistance method for performing deflection driving control through a steering device or deceleration driving control through a braking device to avoid a collision with an adjacent vehicle when there is a possibility of collision. According to claim 10,
Determining whether the possibility of collision exists is,
When the vehicle enters the intersection, front image data is acquired by a camera having a front view of the vehicle, front radar data is obtained by a front radar having a front detection view of the vehicle, and the obtained front image Based on the data and the front radar data, intersection structure avoidance control is performed to avoid collision with intersection structures existing around the exit of the intersection, and whether there is a possibility of collision with the adjacent vehicle while the intersection structure avoidance control is performed is determined. A driver assistance method comprising judging. According to claim 11,
Performing the intersection structure avoidance control,
Based on the lane information before entering the intersection and the location information of the intersection structure, a virtual driving lane that avoids collision with the intersection structure is created, a target trajectory is determined based on the virtual driving lane, and the vehicle follows the target trajectory A driver assistance method comprising performing lane keeping control to maintain a lane. According to claim 12,
Generating the virtual driving lane,
A driver assistance method comprising generating a virtual driving lane having a right dividing line and a left dividing line continuously connected to a recognized lane before entering an intersection based on at least one of a longitudinal position and a lateral position of the intersection structure. According to claim 12,
The driver assistance method of claim 1 , wherein performing the deflection driving control includes driving the vehicle in the virtual driving lane to a side of a division line farther away from the adjacent vehicle. According to claim 12,
Performing the deceleration driving control includes decelerating or stopping the vehicle based on a lateral distance between the vehicle and the adjacent vehicle. According to claim 15,
Performing the deceleration driving control is to accelerate the vehicle to the driving speed before deceleration through an accelerator when the horizontal distance value between the vehicle and the adjacent vehicle is higher than a preset distance value after the vehicle is decelerated or stopped. A driver assistance method comprising: According to claim 10,
After performing the deflection driving control, it is determined again whether there is a possibility of collision with the vehicle in the adjacent lane, and if there is still a possibility of collision, the driver assistance method further comprising performing the deceleration driving control. According to claim 10,
The determining whether the possibility of collision exists includes determining whether there is a possibility of collision with the adjacent vehicle based on a lateral distance between the vehicle and the adjacent vehicle.

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