KR20230116122A - Vehicle, Vehicle Collision-Avoidance system and Collision-Avoidance Method thereof - Google Patents

Abstract

The present invention is a vehicle collision avoidance system and collision avoidance method. The collision avoidance system according to an embodiment of the present invention includes a sensor unit, a navigation unit, and a control unit, and the control unit can check whether a preceding vehicle has made a U-turn based on information received from the sensor unit and the navigation unit and adjust the operational sensitivity of the collision avoidance system in response thereto. Accordingly, embodiments of the present invention minimize unnecessary braking intervention of the collision avoidance system to increase the driving convenience of a driver.

Description

Vehicle, Vehicle Collision-Avoidance system and Collision-Avoidance Method thereof}

The present embodiments relate to an anti-collision system applicable to vehicles in all fields, and more specifically, to a forward collision-avoidance assistance system corresponding to an Advanced Driver Assistance System (ADAS) technology. Avoidance Assist-Junction Turning (FCA), etc.

Conventional automotive safety technologies include passive technologies such as seat belts and airbags to reduce injuries to occupants after an accident, or ABS (Anti-lock Brake System; brake lock prevention) and ESC (Electronic Stability) technologies to reduce the possibility of an accident in an emergency. Assistive technologies such as Control (electronic attitude control) were all. However, ADAS safety technology is being developed with the goal of preventing accidents from occurring themselves by helping to detect risks in advance and avoid them before accidents occur, going beyond existing technologies.

Forward Collision-Avoidance Assist (FCA), one of the major safety technologies of ADAS, detects a risk of collision with a car, pedestrian, or cyclist in front of the vehicle, and sounds a warning and alerts the driver if the driver does not operate the brakes. It is a driving safety technology that helps you avoid by automatically controlling the brakes. For example, as a prior art related to a forward collision avoidance assist device, Patent Application No. 10-2017-0026543 (“Intersection Collision Avoidance System and Method”) discloses a system at an intersection based on information collected by a camera sensor or a radar sensor. Introduce technology that can judge the risk of collision and warn of the danger. This prior art collects information with a sensor mounted on a vehicle, and determines the risk of collision based on the collected information.

However, in some cases, the forward collision avoidance assist device performs a braking operation even when the risk of collision is remarkably low, causing inconvenience to the driver. In particular, when a preceding vehicle makes a U-turn in a U-turn section, despite the low risk of collision, the forward collision avoidance assist device may perform a braking operation by determining the risk of collision on the premise of a general road situation. This system malfunction has a problem of increasing driver's discomfort and fatigue.

Embodiments of the present invention aim to provide an anti-collision system whose sensitivity changes depending on on-road conditions.

Embodiments of the present invention aim to provide a vehicle equipped with an anti-collision system whose sensitivity changes depending on on-road conditions.

Embodiments of the present invention are intended to provide a collision avoidance method of a collision avoidance system whose sensitivity changes depending on road conditions.

In addition, embodiments of the present invention are aimed at providing an anti-collision system, vehicle or anti-collision method that minimizes malfunction in a U-turn section of a road.

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

An anti-collision system provided in a vehicle according to any one of the embodiments of the present invention, comprising: a sensor unit having at least one of a radar sensor, a camera sensor, and a lidar sensor; and receiving location information of the vehicle. A navigation unit having a GPS receiver and a control unit determining whether or not a preceding vehicle makes a U-turn based on information received from the sensor unit and the navigation unit, wherein the control unit controls a U-turn operation of the preceding vehicle. An anti-collision system that recognizes and lowers the sensitivity of the anti-collision system.

Preferably, the sensor unit detects a longitudinal relative distance, a longitudinal relative speed, a lateral relative distance and a lateral relative speed between the vehicle and the preceding vehicle, and an angle of a traveling direction of the preceding vehicle.

Also, preferably, the control unit determines whether the preceding vehicle makes a U-turn based on deceleration history information of the preceding vehicle, a position of the preceding vehicle, and an angle of a traveling direction of the preceding vehicle.

Also, preferably, the control unit determines whether the preceding vehicle makes a U-turn based on whether the direction indicator lamp of the preceding vehicle is blinking or whether the direction indicator lamp of the preceding vehicle is blinking.

Also, preferably, the control unit recognizes a U-turn operation of the preceding vehicle, sets a U-turn area, and adjusts the sensitivity of the collision avoidance system based on a range of the U-turn area and location information of the vehicle or the preceding vehicle. do.

Also, preferably, the length of the U-turn area in the longitudinal direction is 4 times or less than the length (L) of the preceding vehicle, and the width of the U-turn area in the lateral direction is the length (L) of the preceding vehicle or the width (W) of the lane is 4 times or less of , and the location of the U-turn area is set based on the right lane of the preceding vehicle.

Also, preferably, the control unit,

One) The preceding vehicle is located outside the U-turn area

2) The vehicle is located inside the U-turn area

3) The vehicle is located outside the lane where the U-turn area is set

When at least one condition of 1) to 3) is satisfied, the sensitivity of the anti-collision system is restored.

In addition, as a collision avoidance method of an anti-collision system according to embodiments of the present invention, a first step of monitoring a preceding vehicle by a sensor unit, a second step of determining whether the preceding vehicle makes a U-turn by a controller, and a controller A collision avoidance method including a third step of lowering the sensitivity of the collision avoidance system.

Preferably, the second step may include the preceding vehicle based on at least one information of deceleration history information of the preceding vehicle, whether a location of the preceding vehicle is within a range of a U-turn zone, or information on an angle of a heading of the preceding vehicle. decides whether to make a U-turn.

Also, preferably, the second step determines whether the preceding vehicle makes a U-turn based on the vehicle's direction indicator blinking information or the preceding vehicle's direction indicator blinking information.

Preferably, the second step includes setting a U-turn area in response to whether or not the preceding vehicle makes a U-turn, and the collision avoidance method includes the range of the U-turn area and location information of the vehicle or the preceding vehicle. A fourth step of restoring the sensitivity of the anti-collision system based on is further included.

Also, preferably, in the step of setting the U-turn area, the length of the U-turn area in the longitudinal direction is 4 times or less than the length L of the preceding vehicle, and the width of the U-turn area in the lateral direction is the length of the preceding vehicle ( L) or less than four times the lane width W, and the location of the U-turn area is set based on the right lane of the preceding vehicle.

Also, preferably, the fourth step,

One) The preceding vehicle is located outside the U-turn area

2) The vehicle is located inside the U-turn area

3) The vehicle is located outside the lane where the U-turn area is set

When at least one condition of 1) to 3) is satisfied, the sensitivity of the anti-collision system is restored.

Also, preferably, in the fourth step, the moving distance of the vehicle is measured based on a wheel speed signal of the vehicle or a longitudinal distance change value between the vehicle and an arbitrary stationary object, and the relative position of the U-turn area is measured. yields

Also, preferably, in the fourth step, the relative position of the U-turn area is calculated based on the left and right lane position information of the vehicle.

According to any one of the embodiments of the present invention, the malfunction of the system is minimized by adjusting the sensitivity of the collision avoidance system according to the conditions on the road, and the risk of secondary collision due to unnecessary braking is reduced.

In addition, according to any one of the embodiments of the present invention, unnecessary braking intervention is reduced in a specific section on the road, thereby reducing driver's driving fatigue and increasing driving convenience. In addition, according to any one of the embodiments of the present invention, it is possible to reduce system configuration costs because road conditions are accurately sensed through location information, vehicle sensor information, and control information of entry-level navigation without using ultra-precise GPS. .

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

1 is an illustration of an entire block configuration of a vehicle system according to one of the embodiments of the present invention.
2 shows an example of a vehicle to which an anti-collision system according to any one of the embodiments of the present invention is applicable.
3 is a diagram for explaining a state in which a collision avoidance system of a host vehicle operates by a U-turn operation of a preceding vehicle.
Figure 4 shows information that can be obtained from the sensor unit of the anti-collision system according to any one of the embodiments of the present invention.
5 is a flowchart illustrating an operating method of an anti-collision system according to any one of the embodiments of the present invention.
6 is a diagram for explaining an operating method of an anti-collision system according to any one of the embodiments of the present invention.
7 is a diagram for explaining an operating method of an anti-collision system according to any one of the embodiments of the present invention.
8 is a diagram to explain a change in motion sensitivity in an anti-collision system according to one of the embodiments of the present invention.
9 is a diagram for explaining an operating method of an anti-collision system according to any one of the embodiments of the present invention.
10 is a diagram for explaining conditions for restoring motion sensitivity in an anti-collision system according to one of the embodiments of the present invention.

Hereinafter, with reference to the accompanying drawings, embodiments of the present invention will be described in detail so that those skilled in the art can easily carry out the present invention. However, the present invention may be embodied in many different forms and is not limited to the embodiments described herein. And in order to clearly explain the present invention in the drawings, parts irrelevant to the description are omitted, and similar reference numerals are attached to similar parts throughout the specification.

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

1 is an illustration of an entire block configuration of a vehicle system according to one of the embodiments of the present invention. 2 shows an example of a vehicle to which a system according to any one of the embodiments of the present invention is applicable.

First, the structure and function of a vehicle to which the system according to the present embodiments can be applied will be described with reference to FIGS. 1 and 2 .

As shown in FIG. 1 , a vehicle 1000 controls driving of the vehicle through a driving information input interface 101, a driving information input interface 201, a passenger output interface 301, and a vehicle control output interface 401. It can be implemented centering on the integrated driving control unit 600 that transmits and receives data necessary for the operation. However, the integrated driving control unit 600 may also be referred to as a controller, a processor, or simply a control unit in this specification.

The driving integrated control unit 600 may obtain driving information according to a driver's manipulation of the user input unit 100 in the autonomous driving mode or the manual driving mode of the vehicle through the driving information input interface 101 . As shown in FIG. 1 , the user input unit 100 includes a driving mode switch 110 and a control panel 120 (eg, a navigation terminal mounted on a vehicle, a smartphone or tablet PC owned by a passenger, etc.) Accordingly, the driving information may include driving mode information and navigation information of the vehicle.

For example, the driving mode of the vehicle determined according to the driver's manipulation of the driving mode switch 110 (ie, autonomous driving mode/manual driving mode or sports mode/eco mode/safety mode) (Safe Mode/Normal Mode) may be transmitted to the integrated driving control unit 600 through the driving information input interface 101 as the driving information.

In addition, navigation information such as the passenger's destination input by the passenger through the control panel 120 and the route to the destination (the shortest route or preferred route selected by the passenger among the candidate routes to the destination) is driving information. It may be transmitted to the integrated driving control unit 600 through the input interface 101 .

Meanwhile, the control panel 120 may be implemented as a touch screen panel that provides a user interface (UI) for a driver to input or modify information for autonomous driving control of a vehicle. In this case, the aforementioned driving mode switch 110 ) may be implemented as a touch button on the control panel 120.

In addition, the integrated driving control unit 600 may obtain driving information indicating a driving state of the vehicle through the driving information input interface 201 . The driving information includes the steering angle formed by the occupant operating the steering wheel, the stroke of the accelerator pedal or the brake pedal formed by depressing the accelerator or brake pedal, and vehicle speed, acceleration, yaw, pitch, and behavior formed in the vehicle. and roll, etc., and may include various types of information representing the driving state and behavior of the vehicle. As shown in FIG. ) 220, vehicle speed sensor 230, acceleration sensor 240, and yaw/pitch/roll sensor 250.

Furthermore, vehicle driving information may include vehicle location information, and vehicle location information may be acquired through a Global Positioning System (GPS) receiver 260 applied to the vehicle. Such driving information may be transmitted to the integrated driving controller 600 through the driving information input interface 201 and used to control driving of the vehicle in an autonomous driving mode or a manual driving mode.

In addition, the driving integrated control unit 600 may transmit driving state information provided to the occupant in the autonomous driving mode or the manual driving mode of the vehicle to the output unit 300 through the occupant output interface 301 . That is, the integrated driving control unit 600 transmits the driving state information of the vehicle to the output unit 300 so that the occupant is in an autonomous driving state or a manual driving state of the vehicle based on the driving state information output through the output unit 300. , and the driving state information may include various information representing the driving state of the vehicle, such as the current driving mode, shift range, and vehicle speed of the vehicle.

In addition, when it is determined that a driver needs to be warned in the autonomous driving mode or manual driving mode of the vehicle along with the driving state information, the integrated driving control unit 600 outputs warning information through the occupant output interface 301 to the output unit ( 300) so that the output unit 300 outputs a warning to the driver. In order to audibly and visually output such driving state information and warning information, the output unit 300 may include a speaker 310 and a display device 320 as shown in FIG. 1 . At this time, the display device 320 may be implemented as the same device as the aforementioned control panel 120 or may be implemented as a separate and independent device.

In addition, the driving integrated control unit 600 may transmit control information for vehicle driving control in the vehicle's autonomous driving mode or manual driving mode to the lower control system 400 applied to the vehicle through the vehicle control output interface 401. . The lower control system 400 for driving control of the vehicle may include an engine control system 410, a braking control system 420, and a steering control system 430, as shown in FIG. 1, and a driving integrated control unit ( 600) may transmit engine control information, braking control information, and steering control information as the control information to each lower control system 410, 420, and 430 through the vehicle control output interface 401. Accordingly, the engine control system 410 may increase or decrease fuel supplied to the engine to control the vehicle speed and acceleration, and the braking control system 420 may control braking of the vehicle by adjusting the braking force of the vehicle. The steering control system 430 may control steering of the vehicle through a steering device applied to the vehicle (eg, a Motor Driven Power Steering (MDPS) system).

As described above, the driving integrated control unit 600 of the present embodiment obtains driving information according to the driver's manipulation and driving information indicating the driving state of the vehicle through the driving information input interface 101 and the driving information input interface 201, respectively. and transmits driving state information and warning information generated according to the autonomous driving algorithm to the output unit 300 through the occupant output interface 301, and also transmits control information generated according to the driving algorithm to the vehicle control output interface 401 ) to the lower control system 400 so that driving control of the vehicle can be operated.

On the other hand, in order to ensure stable autonomous driving of the vehicle, it is necessary to continuously monitor the driving state by accurately measuring the driving environment of the vehicle and control the driving according to the measured driving environment. To this end, the vehicle according to the present embodiment As shown in FIG. 1 , a sensor unit 500 may be included to detect objects around the vehicle, such as surrounding vehicles, pedestrians, roads, or fixed facilities (eg, traffic lights, milestones, traffic signs, construction fences, etc.).

As shown in FIG. 1 , the sensor unit 500 may include one or more of a lidar sensor 510 , a radar sensor 520 , and a camera sensor 530 to detect surrounding objects outside the vehicle.

The lidar sensor 510 may detect surrounding objects outside the vehicle by transmitting a laser signal to the surroundings of the vehicle and receiving a signal reflected back by the object, and a set distance and settings predefined according to the specifications thereof. A surrounding object located within a vertical field of view and a set vertical field of view may be detected. The lidar sensor 510 may include a front lidar sensor 511, an upper lidar sensor 512, and a rear lidar sensor 513 installed on the front, top, and rear of the vehicle, respectively, but their installation locations and the number of installations is not limited to a specific embodiment. A threshold value for determining the validity of a laser signal reflected from a corresponding object and returned may be stored in advance in a memory (not shown) of the driving integrated control unit 600, and the integrated driving control unit 600 uses the lidar sensor 510 ), the location (including the distance to the object), speed, and direction of movement of the object can be determined by measuring the time for the laser signal transmitted through the object to be reflected and returned.

The radar sensor 520 may detect surrounding objects outside the vehicle by radiating electromagnetic waves around the vehicle and receiving a signal reflected back by the object, and a set distance and a set vertical angle of view are predefined according to the specification. and a surrounding object located within a set horizontal view angle range may be detected. The radar sensor 520 may include a front radar sensor 521, a left radar sensor 521, a right radar sensor 522, and a rear radar sensor 523 installed on the front, left side, right side, and rear of the vehicle, respectively. However, the installation location and number of installations are not limited to specific embodiments. The driving integrated control unit 600 can determine the position (including the distance to the corresponding object), speed, and direction of movement of the object through a method of analyzing the power of electromagnetic waves transmitted and received through the radar sensor 520. can

The camera sensor 530 may detect surrounding objects outside the vehicle by photographing the surroundings of the vehicle, and may detect surrounding objects located within ranges of a predefined set distance, set vertical angle of view, and set horizontal angle of view according to the specification. . A vertical angle of view and a horizontal angle of view of the camera sensor 530 may be adjustable. That is, by adjusting the range of the angle of view, the range in which an object (eg, surrounding vehicle) is detected can be appropriately manipulated as needed.

The camera sensors 530 may include a front camera sensor 531, a left camera sensor 532, a right camera sensor 533, and a rear camera sensor 534 installed on the front, left, right, and rear surfaces of the vehicle, respectively. However, the installation location and number of installations are not limited to specific embodiments. The driving integrated control unit can determine the location (including the distance to the corresponding object), speed, direction of movement, etc. of the object by applying predefined image processing to the image captured through the camera sensor 530. .

In addition, an internal camera sensor 535 for capturing an image of the inside of the vehicle may be mounted at a predetermined position inside the vehicle (eg, a rear view mirror), and the integrated driving control unit 600 is configured to capture images through the internal camera sensor 535. A guide or warning may be output to the occupant through the above-described output unit 300 by monitoring the occupant's behavior and condition based on the obtained image.

In addition to the lidar sensor 510, the radar sensor 520, and the camera sensor 530, the sensor unit 500 may further include an ultrasonic sensor 540 as shown in FIG. Various types of sensors for detecting surrounding objects may be further employed in the sensor unit 500 .

2 shows that a front lidar sensor 511 or a front radar sensor 521 is installed on the front of the vehicle, and a rear lidar sensor 513 or rear radar sensor 524 is installed on the rear of the vehicle to help understand the present embodiment. It is installed on the front camera sensor 531, left camera sensor 532, right camera sensor 533 and rear camera sensor 534 are installed on the front, left side, right side and rear side of the vehicle, respectively. , As described above, the installation position and number of installations of each sensor are not limited to a specific embodiment.

Furthermore, the sensor unit 500 is configured to detect vital signs (eg, heart rate, electrocardiogram, respiration, blood pressure, body temperature, brain wave, blood flow (pulse wave), blood sugar, etc.) It may further include a biosensor, and the biosensor may include a heart rate sensor, an electrocardiogram sensor, a respiration sensor, a blood pressure sensor, a body temperature sensor, an electroencephalogram sensor, a photoplethysmography sensor, and a blood sugar sensor. .

Finally, the sensor unit 500 additionally adds a microphone 550, and the internal microphone 551 and the external microphone 552 are used for different purposes.

The internal microphone 551 may be used, for example, to analyze the voice of a passenger in the autonomous vehicle 1000 based on AI or to immediately respond to a direct voice command.

On the other hand, the external microphone 552 can be used, for example, to respond appropriately to safe driving by analyzing various sounds generated from the outside of the autonomous vehicle 1000 with various analysis tools such as deep learning.

For reference, the symbols shown in FIG. 2 may perform the same or similar functions as those shown in FIG. 1, and FIG. 2 shows the relative positional relationship of each component compared to FIG. to) was exemplified in more detail.

FIG. 3 shows a state in which the collision avoidance system of the host vehicle 1000 operates due to the U-turn operation of the preceding vehicle 2000. 3 illustrates a problem of a conventional anti-collision system. That is, it represents a situation in which the forward collision avoidance assist system (FCA) of the vehicle malfunctions. Referring to FIG. 3 , the preceding vehicle 2000 is in a state of trying to make a U-turn by crossing the center line in a U-turn area on the road. Although the possibility of collision between the preceding vehicle 2000 making a U-turn in this state and the host vehicle 1000 located behind it is very low, the conventional anti-collision system brakes and issues an alarm, causing inconvenience to the driver. . In the conventional collision avoidance system, when the preceding vehicle 2000 performs a U-turn, it is determined that there is a possibility of a collision because it is recognized as a simple deceleration of the preceding vehicle 2000 instead of recognizing it as a U-turn.

An anti-collision system (hereinafter, referred to as "collision avoidance system") according to embodiments of the present invention includes a sensor unit that obtains information of a preceding vehicle and surrounding information of the own vehicle, a navigation unit that obtains location information of the own vehicle, and and a control unit for determining whether or not the preceding vehicle makes a U-turn. The anti-collision system according to embodiments may determine whether or not the preceding vehicle makes a U-turn based on the information obtained through the sensor unit, and adjust the sensitivity of performing the braking operation or alarm (warning) operation of the anti-collision system.

The sensor unit may include one or more of a lidar sensor 510, a radar sensor 520, and a camera sensor 530 like the sensor unit 500 shown in FIG. 1 . The sensor unit may transmit information about the preceding vehicle acquired by the sensors and information about surrounding conditions of the host vehicle to the control unit. A description of the sensor unit is omitted as it overlaps with the contents of FIG. 1 .

4 shows information that can be obtained from the sensor unit. The sensor unit may obtain a longitudinal relative distance or relative speed (a) and a lateral relative distance or relative speed (b) between the own vehicle 1000 and the preceding vehicle 2000 . The measurement of the relative distance or relative speed may be based on the center of the bumper of the own vehicle. The sensor unit may obtain the distance between the host vehicle 1000 and the preceding vehicle 2000 from the longitudinal relative distance and the lateral relative distance, and determine the speed of the preceding vehicle 2000 from the longitudinal relative speed and the lateral relative speed. can be obtained In addition, the sensor unit may obtain the heading angle (c) of the preceding vehicle 2000 based on the traveling direction axis of the own vehicle 1000, and the sensor unit may obtain the heading angle (c) of the vehicle 1000 in both lanes from the center of the bumper. The lateral relative distance (d) can be measured. In addition, the sensor unit may obtain information on the blinking state of the tail light of the preceding vehicle 2000 (whether the left and right direction indicators or brake lights are blinking), and information (e) (Host, Right/ Left, Next/Next_Next, etc.) can be obtained. The sensor unit may obtain the length L of the preceding vehicle.

The navigation unit includes a GPS receiver capable of receiving location information of the own vehicle 1000 . The GPS receiver is the same as the GPS receiver 260 described in FIG. 1, and can obtain vehicle location information. The navigation unit may transmit road information on which the vehicle 1000 is traveling and location information of the vehicle 1000 to the controller.

The controller determines whether the preceding vehicle makes a U-turn based on information received from the sensor unit and the navigation unit. The control unit adjusts the sensitivity of the anti-collision system when it is determined that the preceding vehicle makes a U-turn. For example, the controller may lower the sensitivity of the anti-collision system when the preceding vehicle 2000 makes a U-turn. When the sensitivity of the anti-collision system is lowered, the performance standard of the braking operation or alarm operation of the anti-collision system is temporarily increased, and unnecessary malfunctions such as braking and warning due to the U-turn operation of the preceding vehicle can be prevented.

The control unit may determine whether the preceding vehicle 2000 is making a U-turn by receiving information sensed by the navigation unit or the sensor unit. The control unit may determine whether the preceding vehicle 2000 has a history of decelerating before changing the driving direction or whether the preceding vehicle 2000 makes a U-turn based on the heading angle c of the preceding vehicle 2000 . More specifically, the U-turn of the preceding vehicle 2000 may be determined based on whether or not the preceding vehicle 2000 has a deceleration history, information on the degree of deceleration, or whether the heading angle c is greater than a specific threshold value. there is. In this case, a specific threshold may be variably set by a person skilled in the art based on a system design process or experimental data. Also, the control unit may determine the U-turn of the preceding vehicle 2000 based on whether the location of the preceding vehicle 2000 is in a U-turn zone on the road.

In addition, the control unit may determine whether to make a U-turn based on whether the direction indicator lamp or brake lamp of the preceding vehicle 2000 is blinking. For example, it may be determined that the possibility of a U-turn of the preceding vehicle 2000 is high when the left direction indicator lamp blinks or the brake light blinks. The control unit may determine whether the preceding vehicle 2000 makes a U-turn by combining at least any one of the above information.

Meanwhile, when recognizing the U-turn operation of the preceding vehicle 2000, the control unit sets a virtual U-turn zone and determines the range of the U-turn zone and location information of the own vehicle 1000 and the preceding vehicle 2000. Based on this, it is possible to adjust the sensitivity of the braking and alarm (warning) operation of the anti-collision system.

The size of the U-turn area may be set based on the length (L) of the preceding vehicle 2000 or the width (w) of the lane. The U-turn area may be a rectangular area having a longitudinal length or a lateral width four times less than the length L of the preceding vehicle or the width w of the lane. Preferably, the length of the U-turn area in the longitudinal direction is 1 to 3 times the length L of the preceding vehicle, and the width of the U-turn area in the lateral direction may be 2 to 4 times the width w of the lane. Also, the width of the U-turn area in the lateral direction may be 1 to 3 times the length L of the preceding vehicle.

The location of the U-turn area may be set based on the location of the preceding vehicle 2000 . In the U-turn area, the horizontal reference line may be set in the right lane of the preceding vehicle 2000, and the longitudinal reference line may be set in the longitudinal position of the preceding vehicle 2000 immediately after determining the U-turn of the preceding vehicle 2000. Accordingly, the horizontal width of the U-turn area may be set to the left from the horizontal reference line, and the longitudinal length of the U-turn area may be set to the front from the longitudinal reference line. That is, the location of the U-turn area may be set based on the right lane of the preceding vehicle 2000 and the longitudinal location of the preceding vehicle 2000 .

The control unit may adjust operation sensitivity of the anti-collision system based on the relative positional relationship between the location information of the own vehicle 1000 and the preceding vehicle 2000 and the U-turn area. Specifically, the control unit may restore the lowered motion sensitivity of the anti-collision system to an original state.

The control unit controls a first condition that the preceding vehicle 2000 is located outside the U-turn area, a second condition that the host vehicle 1000 is located inside the U-turn area, and a second condition that the own vehicle 1000 is located outside the lane in which the U-turn area is set. When at least one of the three conditions is satisfied, the sensitivity of the anti-collision system may be restored to its original state. The condition for restoring the motion sensitivity of the anti-collision system may further include a fourth condition in which the speed of the host vehicle 1000 is not an operating condition of the anti-collision system (FCA).

The first condition represents a situation in which the preceding vehicle 2000 leaves the U-turn area by making a U-turn or the preceding vehicle 2000 leaves the U-turn area by turning left or going straight. The second condition is a situation in which the own vehicle 1000 enters the U-turn area, and may represent a situation in which the own vehicle 1000 makes a U-turn. The third condition represents a situation in which the own vehicle 1000 deviated from the lane in which the U-turn area was set and became unrelated to the preceding vehicle 1000 . That is, it shows a case where the host vehicle 1000 changes lanes and moves to a lane not included in the U-turn area.

10 (a) to (d) show situations corresponding to the first to third conditions. 10(a) and (b) show a state in which the preceding vehicle 2000 exits the U-turn area by making a U-turn or exits the U-turn area by going straight or turning left, and shows the first condition. 10(c) shows a second condition in which the own vehicle 1000 enters the U-turn area and is located in the U-turn area. 10(d) shows a third condition in which the own vehicle 1000 moves to the right lane and is located outside the lane for which the U-turn area is set.

On the other hand, the fourth condition represents a situation where the speed of the host vehicle 1000 decreases (eg, 5 kph or less) and is not an operating condition of the anti-collision system.

The controller determines the positional relationship between the U-turn area, the own vehicle 1000, and the preceding vehicle 2000, that is, to determine whether the first to third conditions are satisfied, the wheel pulse of the own vehicle 1000, A moving distance of the own vehicle 1000 may be estimated using the wheel speed signal. The moving distance of the own vehicle 1000 may be estimated as wheel speed (m/s) * moving time (s). In addition, when setting the U-turn area, the control unit may measure a longitudinal distance value between an arbitrary stationary object located in front of the U-turn area and the own vehicle 1000 and measure a change in the longitudinal distance value. Therefore, the control unit satisfies the first to third conditions based on the longitudinal distance value between the arbitrary stationary object and the own vehicle 1000 and the longitudinal distance value between the own vehicle 1000 and the preceding vehicle 2000. can determine whether In this case, signals of radar and camera sensors may be compensated and used in order to increase the accuracy of determination of a stationary object. Also, the longitudinal location (coordinates) of the U-turn area may be updated based on a moving distance of the own vehicle or a distance between the own vehicle and an arbitrary stationary object. The lateral location (coordinates) of the U-turn area may be updated based on location information of left and right lanes of the own vehicle 1000 . In addition, it may be determined whether the first to third conditions are satisfied based on location information of the own vehicle 1000 provided by the navigation unit.

Meanwhile, the control unit may correspond to the driving integrated control unit 600 described in FIG. 1 .

5 is a flowchart illustrating a method 100 of operating an anti-collision system according to any one of the embodiments of the present invention. Hereinafter, a method of operating the anti-collision system will be described.

Referring to FIG. 5 , S110 is a step of monitoring the preceding vehicle 2000 by the sensor unit of the own vehicle 1000 . S120 is a step in which the controller of the host vehicle 1000 determines whether the preceding vehicle 2000 makes a U-turn, and sets a U-turn area when it is determined that the preceding vehicle 2000 makes a U-turn. S130 is a step in which the control unit lowers the sensitivity of the anti-collision system. S140 is a step of monitoring the U-turn operation of the preceding vehicle 2000 and restoring the sensitivity of the anti-collision system when at least one of the first to third conditions described above is satisfied.

In step S110, the sensor unit of the host vehicle 1000 monitors the preceding vehicle 2000, and the longitudinal relative distance and relative speed (a) of the preceding vehicle 2000, the lateral relative distance and relative speed (b), and vehicle length (L), the step of obtaining the heading angle (c), and the like.

Figure 6 is a flow chart showing an operating method 100 of an anti-collision system according to any one of the embodiments of the present invention, showing S120 in more detail.

In step S120, the control unit determines whether the preceding vehicle 2000 makes a U-turn based on the information received from the sensor unit.

In step S121 , at least one of relative speed information of the preceding vehicle 2000 and whether or not a brake light (rear light) of the preceding vehicle 2000 is blinking may be checked. In step S121 , it is possible to determine whether the preceding vehicle 2000 is decelerating (deceleration history) based on the relative speed information of the preceding vehicle 2000 obtained from the sensor unit or whether a brake light is on or off.

Step S122 checks whether the location of the preceding vehicle 2000 is located in the U-turn area on the road. The controller uses the location information of the own vehicle 1000 received from the GPS receiver, the U-turn zone information on the road provided by the navigation unit, and the distance information between the own vehicle 100 and the preceding vehicle 2000 to obtain the preceding vehicle 2000 that can be derived. ), it is possible to determine whether the location of the preceding vehicle 2000 is within the U-turn area on the road.

Step S123 checks whether the turn signal lamp or brake lamp of the preceding vehicle 2000 or the own vehicle 1000 is blinking. When at least one of the turn signal lamp or the brake lamp of the preceding vehicle 2000 or the host vehicle 1000 is turned off (YES), it is possible to proceed to the next step. Whether the direction indicators or brake lights are blinking may be obtained through a camera sensor of the sensor unit.

Step S124 checks whether the heading angle c of the preceding vehicle 2000 is greater than or equal to a specific threshold value. Unlike a left turn, a U-turn changes the heading angle (c) by 180 degrees. Accordingly, by setting a specific threshold at an appropriate level for distinguishing a left-turning vehicle from a U-turning vehicle, it can be determined that a U-turn is made when the heading angle c of the preceding vehicle 2000 exceeds a specific threshold. In this case, a specific threshold may be variably set by a person skilled in the art based on a system design process or experimental data.

In steps S121 to S124 described above with reference to FIG. 6 , one or more of the steps may be omitted, and the order of determination of the steps may be changed. In other words, step S120 may include at least one or more of steps S121 to S124, and the order of determination of steps may be appropriately changed by a person skilled in the art, unlike FIG. 6 .

Step S125 is a step of setting a U-turn area when it is determined that the preceding vehicle 2000 is making a U-turn.

Figure 7 is shown to explain the operating method of the anti-collision system according to any one of the embodiments of the present invention, shows S125 in more detail.

Referring to FIG. 7 , the size of the U-turn area may be set based on the length (L) of the preceding vehicle 2000 or the width (w) of the lane. The U-turn area may be a rectangular area having a longitudinal length or a lateral width four times or less than the length L of the preceding vehicle or the width w of the lane. Preferably, the length of the U-turn area in the longitudinal direction is 1 to 3 times the length L of the preceding vehicle, and the width of the U-turn area in the lateral direction may be 2 to 4 times the width w of the lane. Also, the width of the U-turn area in the lateral direction may be 1 to 3 times the length L of the preceding vehicle. As shown in FIG. 7 , the U-turn area may have a lateral width three times the lane width and a longitudinal length twice the length L of the preceding vehicle. In addition, the length and width of the U-turn area may be appropriately changed by a skilled technician.

The location of the U-turn area may be set based on the location of the preceding vehicle 2000 . In the U-turn area, the horizontal reference line may be set in the right lane of the preceding vehicle 2000, and the longitudinal reference line may be set in the longitudinal position of the preceding vehicle 2000 immediately after determining the U-turn of the preceding vehicle 2000. It can be set at the longitudinal position of the preceding vehicle 2000. Accordingly, the U-turn area may be set by setting the horizontal width of the U-turn area to the left from the horizontal reference line and setting the longitudinal length of the U-turn area forward from the longitudinal reference line.

Step S130 is a step in which the control unit lowers the sensitivity of the anti-collision system.

8 is a diagram to explain a change in motion sensitivity in an anti-collision system according to one of the embodiments of the present invention.

Referring to graphs (a) and (b) of FIG. 8 , the time to collision (TTC) standard at which the anti-collision system performs a warning or braking operation (partial-braking, full-braking) according to the increase in vehicle speed Graphs of increasing values are shown. TTC means the time it takes for a vehicle to collide.

(a) The graph represents the TTC reference value in general road conditions, and (b) the graph represents the TTC reference value in the situation where the preceding vehicle makes a U-turn. As shown in FIG. 8, the TTC reference value of the graph (b) is smaller than that of the graph (a). This indicates that the anti-collision system performs an alarm or braking operation when the time taken for the host vehicle 1000 to collide with the preceding vehicle 2000 is shorter than usual when the preceding vehicle makes a U-turn. In other words, it means that the anti-collision system reacts more insensitively than usual.

In step S130, the control unit lowers the sensitivity of the anti-collision system by lowering the TTC reference value of the anti-collision system. In this case, when the preceding vehicle 2000 makes a U-turn, the TTC reference value may be lowered within a range of 60% to 80% of the TTC reference value in general road conditions. However, the downward degree of the TTC reference value may be appropriately changed by a person skilled in the art. In addition, the anti-collision system according to any one of the embodiments of the present invention may apply a method of temporarily stopping a braking or alarm operation, such as temporarily stopping a BSC warning operation, as well as adjusting the operation sensitivity of the FCA system.

9 is for explaining an operating method of an anti-collision system according to any one of the embodiments of the present invention, and shows S140 in more detail. Step S140 monitors the U-turn of the preceding vehicle 2000 (S142), determines whether at least one of the first to third conditions is satisfied (S144), and restores the sensitivity of the anti-collision system (S146) am.

Step S142 is a step in which the sensor obtains information about the preceding vehicle 2000 and monitors the U-turn operation of the preceding vehicle 2000 .

Step S144 is a step in which the control unit determines whether at least one of the first to third conditions is satisfied based on the location information of the own vehicle 1000 or the preceding vehicle 2000 and the set range of the U-turn area. The description of the first to third conditions is omitted. The conditions may further include the aforementioned fourth condition.

Step S146 is a step in which the control unit restores the sensitivity of the anti-collision system when at least one of the above-described first to third conditions is satisfied. The controller may restore the sensitivity of the anti-collision system by raising the TTC reference value at which the alarm or braking operation of the anti-collision system operates.

On the other hand, as another aspect of the present invention, the operation of the above-described proposal or invention is implemented by a "computer" (a comprehensive concept including a system on chip (SoC) or a microprocessor), Code that can be implemented or executed, or an application that stores or includes the code, a computer-readable storage medium, or a computer program product may also be provided.

Detailed descriptions of the preferred embodiments of the present invention disclosed as described above are provided to enable those skilled in the art to implement and practice the present invention. Although the above has been described with reference to preferred embodiments of the present invention, those skilled in the art will understand that the present invention can be variously modified and changed without departing from the scope of the present invention. For example, those skilled in the art can use each configuration described in the above-described embodiments in a manner of combining with each other.

Accordingly, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

100: user input unit
101: driving information input interface
200: driving information detection unit
201 Driving information input interface
300: output unit
301: occupant output interface
400: sub-control system
401: vehicle control output interface
500: sensor unit
510: lidar sensor
520: radar sensor
530: camera sensor
540: ultrasonic sensor
550: microphone
600: driving integrated control unit
700: server
1000: vehicle
2000: Leading vehicle

Claims (16)

As an anti-collision system provided in a vehicle,
a sensor unit having at least one of a radar sensor, a camera sensor, and a lidar sensor;
a navigation unit having a GPS receiver capable of receiving location information of the vehicle; and
A control unit for determining whether a preceding vehicle makes a U-turn based on information received from the sensor unit and the navigation unit;
The control unit,
Recognizing the U-turn operation of the preceding vehicle to lower the sensitivity of the anti-collision system,
anti-collision system. The method of claim 1,
The sensor unit,
Sensing the longitudinal relative distance, longitudinal relative speed, lateral relative distance and lateral relative speed of the vehicle and the preceding vehicle, and the angle of the preceding vehicle's direction of travel,
anti-collision system. The method of claim 2,
The control unit,
Determining whether the preceding vehicle makes a U-turn based on the deceleration history information of the preceding vehicle, the position of the preceding vehicle, and the angle of the preceding vehicle's direction of travel,
anti-collision system. The method of claim 3,
The control unit,
Determining whether or not the preceding vehicle makes a U-turn based on whether the direction indicator of the preceding vehicle is blinking or whether the direction indicator of the vehicle is blinking,
anti-collision system. The method of claim 3,
The control unit,
Recognizing the U-turn operation of the preceding vehicle to set a U-turn area, and adjusting the sensitivity of the collision avoidance system based on the range of the U-turn area and location information of the vehicle or the preceding vehicle,
anti-collision system. The method of claim 5,
The length of the U-turn area in the longitudinal direction is 4 times or less than the length (L) of the preceding vehicle, and the width of the U-turn area in the lateral direction is 4 times or less of the length (L) of the preceding vehicle or the width (W) of the lane,
The location of the U-turn area is set based on the right lane of the preceding vehicle.
anti-collision system. The method of claim 6,
The control unit,
1) The preceding vehicle is located outside the U-turn area
2) The vehicle is located inside the U-turn area
3) The vehicle is located outside the lane where the U-turn area is set
Restoring the sensitivity of the anti-collision system when at least one of the conditions 1) to 3) is satisfied,
anti-collision system. As a collision avoidance method of the collision avoidance system of claim 7,
A first step of monitoring a preceding vehicle by a sensor unit;
a second step of determining whether the preceding vehicle makes a U-turn in a control unit; and
Including a third step of lowering the sensitivity of the anti-collision system in the control unit,
How to avoid collision. The method of claim 8,
The second step,
Determining whether or not the preceding vehicle makes a U-turn based on at least one of deceleration history information of the preceding vehicle, whether the location of the preceding vehicle is within a range of a U-turn zone, or information on a heading angle of the preceding vehicle,
How to avoid collision. The method of claim 9,
The second step,
Determining whether the preceding vehicle makes a U-turn based on the vehicle's direction indicator blinking information or the preceding vehicle's direction indicator blinking information,
How to avoid collision. The method of claim 9,
The second step,
Setting a U-turn area in response to whether the preceding vehicle makes a U-turn;
The anti-collision method,
A fourth step of restoring the sensitivity of the anti-collision system based on the range of the U-turn area and the location information of the vehicle or the preceding vehicle,
How to avoid collision. The method of claim 11,
The step of setting the U-turn area,
The length of the U-turn area in the longitudinal direction is 4 times or less than the length (L) of the preceding vehicle, and the width of the U-turn area in the lateral direction is 4 times or less of the length (L) of the preceding vehicle or the width (W) of the lane, The location of the U-turn area is set based on the right lane of the preceding vehicle,
How to avoid collision. The method of claim 11,
In the fourth step,
1) The preceding vehicle is located outside the U-turn area
2) The vehicle is located inside the U-turn area
3) The vehicle is located outside the lane where the U-turn area is set
Restoring the sensitivity of the anti-collision system when at least one of the conditions 1) to 3) is satisfied,
How to avoid collision. The method of claim 13,
In the fourth step,
Measuring a moving distance of the vehicle based on a wheel speed signal of the vehicle or a longitudinal distance change value between the vehicle and an arbitrary stationary object, and calculating a relative position of the U-turn area,
How to avoid collision. The method of claim 14,
In the fourth step,
Calculating the relative position of the U-turn area based on the left and right lane position information of the vehicle,
How to avoid collision. A vehicle equipped with the anti-collision system of claim 6,
The sensor unit includes a front camera sensor, a front lidar sensor and a front radar sensor,
vehicle.