KR20230168494A - Driver assistance apparatus and driver assistance method - Google Patents

Abstract

The driver assistance device includes a memory, a communication interface that receives an operation signal from an airbag installed in the vehicle and outputs a braking signal to a braking system installed in the vehicle, and at least one processor electrically connected to the memory and the communication interface, and at least one processor When the airbag operation signal is received, the processor performs deceleration control of the vehicle by outputting a braking signal to the braking system. If the driving voltage is lower than the normal driving voltage, a deceleration control release history is created and stored in the memory, and the driving voltage is lowered. When the normal driving voltage is restored, deceleration control is re-performed according to the deceleration control release history stored in the memory.

Description

Driver assistance device and driver assistance method {DRIVER ASSISTANCE APPARATUS AND DRIVER ASSISTANCE METHOD}

The disclosed invention relates to a driver assistance device and driver assistance method that can prevent secondary collisions after a vehicle collision.

Recently, vehicles equipped with an advanced driver assist system (ADAS) that actively provides information about the vehicle condition, driver condition, and surrounding environment to reduce the burden on the driver and improve convenience. Research is actively underway.

Examples of advanced driver assistance systems mounted on vehicles include Forward Collision Avoidance (FCA), Autonomous Emergency Brake (AEB), Driver Attention Warning (DAW), and Lane Keeping Assist. There is a Lane Keeping Assistance System (LKAS), etc. This system determines the risk of collision with an object in the vehicle's driving situation and provides collision avoidance and warning through emergency braking in a collision situation.

If a serious vehicle collision occurs while driving, the driver may lose consciousness or be unable to operate the vehicle due to other reasons. Additionally, even after a collision, the vehicle may move in an unpredictable direction, causing a secondary collision.

Conventionally, when a vehicle collision occurs, the control unit automatically operates the brake system to control the vehicle's deceleration to prevent secondary collisions.

However, in the event of a vehicle collision, the voltage supplied to the control unit may be unstable due to the impact and a low voltage lower than the normal voltage may be supplied. If low voltage occurs while the control unit is performing deceleration control to prevent secondary collision, the control unit is turned off and deceleration control cannot be performed. Even if the voltage is immediately restored to normal, deceleration control is already released and the control unit does not remember that deceleration control was stopped, so deceleration control cannot be performed. As a result, there is a risk that the vehicle may continue to roll after a collision, causing a secondary collision.

One aspect of the disclosed invention provides a driver assistance device and driver assistance method that can more effectively prevent secondary collision accidents by allowing deceleration control to be resumed when the voltage is restored even if deceleration control is interrupted due to low voltage during a vehicle collision accident. do.

A driver assistance device according to one aspect of the disclosed invention includes memory; a communication interface that receives an operation signal from an airbag installed in the vehicle and outputs a braking signal to a braking system installed in the vehicle; and at least one processor electrically connected to the memory and the communication interface, wherein when the airbag operation signal is received, the at least one processor outputs a braking signal to the braking system to control deceleration of the vehicle. When the driving voltage is lower than the normal driving voltage, a deceleration control release history is generated and stored in the memory, and when the driving voltage is restored to the normal driving voltage, the deceleration control is performed according to the deceleration control release history stored in the memory. It can be re-done.

The at least one processor may release the deceleration control if the driving voltage is lower than the normal driving voltage while performing the deceleration control, generate a history of deceleration control release, and store the deceleration control release history in the memory.

The at least one processor may generate a deceleration control release history including data indicating that the deceleration control was released without being completed during operation due to the occurrence of low voltage.

The at least one processor may generate a deceleration control release history including data related to the occurrence of low voltage and deceleration control release.

The memory may be non-volatile memory.

The memory may include at least one of Read Only Memory (ROM), Erasable Programmable Read Only Memory (EPROM), Electrically Erasable Programmable Read-Only Memory (EEPROM), or flash memory.

A driver assistance method according to another aspect of the disclosed invention receives an operation signal of an airbag installed in a vehicle, and when the operation signal of the airbag is received, a braking signal is output to a braking system installed in the vehicle to control deceleration of the vehicle. And, when the driving voltage is lower than the normal driving voltage, a deceleration control release history is generated, the deceleration control history is stored in a memory, and when the driving voltage is restored to the normal driving voltage, the deceleration control release history stored in the memory is stored. It may include re-performing the deceleration control accordingly.

Generating the deceleration control release history may include releasing the deceleration control if the driving voltage is lower than the normal driving voltage while performing the deceleration control, and generating the deceleration control release history.

Generating the deceleration control release history may include generating a deceleration release history including data indicating that the deceleration control was released without being completed during operation due to the occurrence of low voltage.

Generating the deceleration control release history includes generating a deceleration control release history including data related to the occurrence of low voltage and deceleration control release.

Storing the deceleration control release history in the memory may include storing the deceleration control release history in a non-volatile memory.

Storing the deceleration control release history in the non-volatile memory may include storing the deceleration control release history in ROM (Read Only Memory, ROM), Erasable Programmable Read Only Memory (EPROM), or Electrically Erasable Programmable Read-Only Memory (EPROM). It may include storing it in at least one of Only Memory: EEPROM) or flash memory.

According to one aspect of the disclosed invention, even if deceleration control is interrupted due to low voltage during a vehicle collision, deceleration control can be resumed when the voltage is restored, thereby more effectively preventing secondary collision accidents.

Figure 1 shows the configuration of a vehicle to which a driver assistance device is applied according to an embodiment.
Figure 2 is a control block diagram of a driver assistance device according to an embodiment.
3 is a flowchart showing the operation of a driver assistance device according to an embodiment.
FIG. 4 is a graph showing a recovery process in a driver assistance device according to an embodiment after the driving voltage drops to a low voltage due to a vehicle collision.
Figure 5 is a timing diagram showing a process of re-performing deceleration control after deceleration control is released due to the occurrence of low voltage in a driver assistance device according to an embodiment.
FIG. 6 illustrates a situation in which the deceleration control re-performance logic does not operate after a collision accident of a vehicle equipped with a driver assistance device according to an embodiment.
FIG. 7 illustrates a situation in which the deceleration control re-performance logic operates after a collision accident of a vehicle equipped with a driver assistance device according to an embodiment.

Like reference numerals refer to 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 pertains is omitted. The term 'unit, module, member, block' used in the specification may be implemented as software or hardware, and depending on the embodiment, a plurality of 'unit, module, member, block' may be implemented as a single component, or It is also possible for one 'part, module, member, or block' to include multiple components.

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

In addition, when a part is said to “include” a certain component, this does not mean that other components are excluded, but that it can further include other components, unless specifically stated to the contrary.

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

Terms such as first and second are used to distinguish one component from another component, and the components are not limited by the above-mentioned terms. Singular expressions include plural expressions unless the context clearly makes an exception.

The identification code for each step is used for convenience of explanation. The identification code does not explain the order of each step, and each step may be performed differently from the specified order unless a specific order is clearly stated in the context. there is.

Figure 1 shows the configuration of a vehicle to which a driver assistance device is applied according to an embodiment.

Referring to FIG. 1 , the vehicle 1 includes an engine 10, a transmission 20, a braking device 30, and a steering device 40. The engine 10 includes a cylinder and a piston and can generate power for the vehicle 1 to run. The transmission 20 includes a plurality of gears and can transmit power generated by the engine 10 to the wheels. The braking device 30 can slow down the vehicle 1 or stop the vehicle 1 through friction with the wheels. The steering device 40 can change the driving direction of the vehicle 1.

The vehicle 1 may include a plurality of electrical components. For example, the vehicle 1 includes an Engine Management System (EMS) 11, a Transmission Control Unit (TCU) 21, and an Electronic Brake Control Module ( 31), Electronic Power Steering (EPS) 41, Body Control Module (BCM), Driver Assistance apparatus (DAS) 100, and airbag 200 may include.

The engine management system 11 may control the engine 10 in response to the driver's intention to accelerate through the accelerator pedal or a request from the driver assistance system 100. For example, engine management system 11 may control the torque of engine 10.

The transmission control unit 21 may control the transmission 20 in response to the driver's shift command through the shift lever and/or the driving speed of the vehicle 1. For example, the transmission control unit 21 can adjust the shift ratio from the engine 10 to the wheels.

The brake control module 31 brakes the wheels of the vehicle 1. For example, the brake control module 31 is an anti-lock braking system (ABS), a traction control system (TCS), or an electronic stability control (ESC), Braking force is provided to the vehicle (1) by providing hydraulic braking force to each wheel. The braking system control module 31 and the braking system 30 may be collectively referred to as braking systems 30 and 31.

The electronic steering device 41 can assist the operation of the steering device 40 so that the driver can easily operate the steering wheel in response to the driver's steering intention through the steering wheel. For example, the electronic steering device 41 may assist the operation of the steering device 40 to reduce steering force when driving at low speeds or parking and increase steering force when driving at high speeds. The electronic steering device 41 and the steering device 40 can be collectively named the steering systems 40 and 41.

The body control module 51 can control the operation of electrical components that provide convenience to the driver or ensure the driver's safety. For example, the body control module 51 can control headlamps, wipers, clusters, multi-function switches, and turn signal lamps.

The impact detection sensor 201 may generate an impact signal when the vehicle 1 collides.

The airbag 200 is a safety device that is installed in the vehicle 1 and protects occupants by injecting gas and rapidly inflating according to a signal from the impact detection sensor 201. That is, the impact signal of the impact detection sensor 201 may mean the operation signal of the airbag 200. The airbag 200 and the impact detection sensor 201 can be combined and named the airbag system 200 and 201.

The driver assistance device 100 can assist the driver in operating (driving, braking, and steering) the vehicle 1. For example, the driver assistance device 100 may control driving, braking, and/or steering of the vehicle 1 in response to environments inside and outside the vehicle.

The driver assistance device 100 can provide various functions to the driver. The driver assistance device 100 may include a control unit (ECU) 110 that performs overall control. For example, the control unit 110 can configure lane departure warning (Lane Departure Warning (LDW), Lane Keeping Assist (LKA), High Beam Assist (HBA), and Autonomous Emergency Braking (AEB). ), Traffic Sign Recognition (TSR), Smart Cruise Control (SCC), and Blind Spot Detection (BSD) can be provided.

The above electronic components can communicate with each other through a vehicle communication network (NT). For example, electronic components transmit data through Ethernet, MOST (Media Oriented Systems Transport), Flexray, CAN (Controller Area Network), LIN (Local Interconnect Network), etc. You can give and receive. For example, the driver assistance device 100 provides drive control signals, braking signals, and steering signals to the engine management system 11, the brake control module 31, and the electronic steering device 41, respectively, through the vehicle communication network (NT). Signals can be transmitted. Additionally, the driver assistance device 100 may receive a signal corresponding to the operation signal of the airbag 200 from the impact detection sensor 201 through the vehicle communication network (NT).

Figure 2 is a control block diagram of a driver assistance device according to an embodiment.

Referring to FIG. 2, the control unit 110 may be called an Electronic Control Unit (ECU).

The control unit 110 may include a processor 111, a memory 112, a power circuit 113, and a communication interface 114.

The processor 111 includes at least one processor and may control the overall operation of the driver assistance device 100.

The processor 111 may generate a braking signal and/or a steering signal based on the operation signal of the airbag 200.

When the processor 111 receives an operation signal of the airbag 200 from the impact sensor 201, the processor 111 may transmit an emergency braking signal, which is a braking signal, to the braking systems 30 and 31. The processor 111 may transmit an emergency braking signal to the brake control module 31, thereby causing the brake control module 31 to drive the brake device 30. Additionally, the processor 111 may directly transmit a driving signal for driving the braking device 30.

When the operation signal of the airbag 200 is received, the processor 111 outputs a braking signal to the braking systems 30 and 31 to control the deceleration of the vehicle 1.

When performing deceleration control of the vehicle 1, if the operating voltage is lower than the reference operating voltage, the processor 111 generates a deceleration control release history and stores it in the memory 112.

And when the operating voltage is restored to the reference operating voltage, the processor 111 re-performs deceleration control of the vehicle 1 according to the deceleration control release history stored in the memory 112. The processor 111 may re-perform deceleration control of the vehicle 1 by transmitting an emergency braking signal to the braking systems 30 and 31 when the operating voltage is restored to the reference operating voltage.

The memory 112 may store programs for processing or control of the processor 111 and various data for operation of the driver assistance device 100.

The memory 112 includes not only volatile memories such as S-RAM and D-RAM, but also flash memory, Read Only Memory (ROM), Erasable Programmable Read Only Memory (EPROM), etc. It may include non-volatile memory.

The memory 112 may store the deceleration control release history generated by the processor 111 through processing by the processor 111. At this time, flash memory, Read Only Memory (ROM), and Erasable Programmable Read Only Memory (EPROM) are used to preserve the deceleration control release history even if the driver assistance device 100 or the control unit 110 is turned off. It is stored in non-volatile memory, etc.

The power circuit 113 generates a predetermined operating voltage from power provided from the battery 61 provided in the vehicle 1. The power circuit 113 may generate driving voltages for the processor 111, memory 112, and communication interface 114. The processor 111, memory 112 or communication interface 114 operates according to the driving voltage provided by the power circuit 113. The processor 113 can detect and recognize whether the voltage supplied from the power circuit 113 is a normal driving voltage or a low voltage.

The communication interface 114 is capable of communicating with various systems within the vehicle 1. For example, the communication interface 114 may receive an operation signal of the airbag 200 from the airbag systems 200 and 201 and transmit the received operation signal to the processor 111. Additionally, the communication interface 114 may transmit a braking signal to the braking systems 30 and 31 by the processor 111.

Figure 3 is a flowchart showing the operation of a driver assistance device according to an embodiment.

Referring to FIG. 3, when a large impact is applied to the vehicle 1, such as a collision accident, the airbag systems 200 and 201 installed in the vehicle 1 detect the impact through the impact detection sensor 201. can be detected. Gas is injected into the airbag 200 by an impact signal from the impact detection sensor 201. The airbag 200 protects the occupants by rapidly inflating with injected gas. At this time, the impact signal from the impact sensor 201 is transmitted to the outside as an operation signal indicating that the airbag 200 has been activated. The operation signal of the airbag 200 is transmitted to the driver assistance device 100 through a vehicle communication network (NT).

The driver assistance device 100 identifies whether an operation signal for the airbag 200 has been received (300).

The processor 111 checks whether an operation signal of the airbag 200 is received from the airbag systems 200 and 201 through the communication interface 114 and identifies whether an operation signal of the airbag 200 has been received.

When the driver assistance device 100 receives an operation signal of the airbag 200 (300, yes), it performs deceleration control of the vehicle 1 (302).

When the processor 111 receives the operation signal of the airbag 200 from the airbag system 200 and 201 through the communication interface 114, the processor 111 outputs a braking signal to the braking system 30 and 31 of the vehicle 1 to perform braking. Allows the systems 30 and 31 to perform deceleration control of the vehicle 1.

The driver assistance device 100 acquires the driving voltage of the control unit 110 when controlling the deceleration of the vehicle 1 (304).

The processor 111 can detect and recognize the voltage supplied from the power circuit 113 that receives power from the battery 61 provided in the vehicle 1.

The driver assistance device 100 identifies whether the driving voltage of the control unit 110 is low voltage (306).

The processor 111 identifies whether the voltage supplied from the power circuit 113 is a normal driving voltage or a low voltage lower than the normal driving voltage. The normal driving voltage is a preset voltage range so that the processor 111 can normally perform the deceleration control function of the vehicle 1.

FIG. 4 is a graph showing a recovery process in a driver assistance device according to an embodiment after the driving voltage drops to a low voltage due to a vehicle collision.

Referring to FIG. 4, the normal driving voltage is preset to a voltage range between Vhigh and Vlow.

When a collision accident occurs in the vehicle 1, the driving voltage Vm may drop from the normal driving voltage to a low voltage lower than the normal driving voltage for a short period of time.

The processor 111 monitors the driving voltage (Vm) and identifies whether the driving voltage (Vm) is lowered from the normal driving voltage to a low voltage. It can be seen that the driving voltage (Vm) falls to a voltage lower than the normal driving voltage at time t1. It can be identified that low voltage occurred at time t1.

Referring again to FIG. 3, if the driving voltage of the control unit 110 is not low voltage (306, No), the driver assistance device 100 moves to operation mode 302 and performs the following operations.

Meanwhile, if the driving voltage of the control unit 110 is low (306, yes), the driver assistance device 100 releases the deceleration control in operation (308).

The processor 111 outputs a brake release signal to the brake systems 30 and 31 of the vehicle 1, thereby causing the brake systems 30 and 31 to release deceleration control of the vehicle 1.

At the same time, the driver assistance device 100 creates a deceleration control release history (310). The deceleration control release history is data indicating that deceleration control was not completed and was released (or stopped) during operation due to the occurrence of low voltage. The deceleration control release history may include data related to low voltage occurrence and deceleration control release. In addition, the deceleration control release history may include low voltage occurrence time and deceleration control release time.

The driver assistance device 100 stores the generated deceleration control release history in its internal memory 112 (312).

The processor 112 stores the deceleration control release history in the non-volatile memory of the memory 112. The processor 112 uses flash memory, read only memory (ROM), and erasable programmable read only memory (ROM) to preserve the deceleration control release history even when the driver assistance device 100 or the control unit 110 is powered off. : EPROM) can be stored in non-volatile memory. Since the deceleration control release history is stored in non-volatile memory such as ROM, EPROM, EEPROM, flash memory, etc., there is no fear of the stored data being deleted due to a collision of the vehicle 1.

The driver assistance device 100 determines whether the driving voltage of the control unit 110 recovers from the low voltage to the normal driving voltage (314).

The processor 111 identifies whether the voltage supplied from the power circuit 113 has increased from a low voltage to a normal driving voltage.

As shown in FIG. 4, the processor 111 monitors the driving voltage Vm and identifies whether the driving voltage Vm increases from a low voltage to a normal driving voltage. It can be seen that the driving voltage (Vm) is restored to the normal driving voltage at time t2. It can be identified that the normal driving voltage has been restored at time t2.

Referring again to FIG. 3, when the driving voltage of the control unit 110 has recovered from the low voltage to the normal driving voltage (314, example), the driver assistance device 100 records the deceleration control release history stored in the memory 112 within the driver assistance device 100. Read (316).

The processor 111 reads the deceleration control release history stored in the non-volatile memory of the memory 112 (316).

The driver assistance device 100 performs deceleration control according to the result of reading the deceleration control release history (318).

As a result of reading the deceleration control release history, the processor 111 re-performs the deceleration control if there is a history of deceleration control being released due to the occurrence of low voltage immediately before.

The processor 111 re-outputs the braking signal to the braking systems 30 and 31 of the vehicle 1, thereby causing the braking systems 30 and 31 to re-perform deceleration control of the vehicle 1.

Figure 5 is a timing diagram showing a process of re-performing deceleration control after deceleration control is released due to the occurrence of low voltage in a driver assistance device according to an embodiment.

Referring to FIG. 5, when the driver assistance device 100 receives an operation signal of the airbag 200 generated in a vehicle collision accident, it operates deceleration control of the vehicle 1 to prevent a secondary collision of the vehicle 1.

The driver assistance device 100 operates deceleration control of the vehicle 1 by outputting a braking signal to the braking systems 30 and 31 installed in the vehicle 1. At this time, since the deceleration control operates only when the driving voltage of the control unit 110 of the driver assistance device 100 is a normal driving voltage, the driver assistance device 100 performs deceleration control when the driving voltage of the control unit 110 is a normal driving voltage. operates.

In the event of a vehicle collision, the voltage supplied to the control unit 110 may be unstable for a short period of time due to the impact and a low voltage lower than the normal voltage may be supplied.

When the driving voltage (Vm) drops to a low voltage lower than the normal driving voltage (Vhigh-Vlow) at time t1 while performing deceleration control of the vehicle 1, the driver assistance device 100 releases the deceleration control in operation.

The driver assistance device 100 releases the deceleration control in operation at time t1 and generates a deceleration control release history and stores it in a non-volatile memory so that the deceleration control can be re-performed when the driving voltage is recovered. The deceleration control release history is data indicating that deceleration control was not completed during operation due to the occurrence of low voltage and was released (or stopped), and may include data related to the occurrence of low voltage and deceleration control release. Since the deceleration control release history is stored in non-volatile memory such as ROM, EPROM, EEPROM, flash memory, etc., there is no fear of the stored data being deleted due to a collision of the vehicle 1.

When the driving voltage of the control unit 110 recovers from the low voltage to the normal driving voltage at time t2, the driver assistance device 100 reads the deceleration control release history stored in the non-volatile memory, and generates a low voltage immediately before the reading result. If there is a history of deceleration control being released due to , deceleration control is re-performed.

FIG. 6 illustrates a situation in which the deceleration control re-performance logic does not operate after a collision accident of a vehicle equipped with a driver assistance device according to an embodiment.

Referring to FIG. 6, when the host vehicle (1) collides with the traffic structure (C) on the shoulder (①) and proceeds in one lane (②), if the deceleration control re-performance logic does not operate, the host vehicle ( 1) is at risk of secondary collision with surrounding vehicles (2) driving in the first lane (③).

FIG. 7 illustrates a situation in which the deceleration control re-performance logic operates after a collision accident of a vehicle equipped with a driver assistance device according to an embodiment.

Referring to FIG. 7, when the host vehicle (1) collides with the traffic structure (C) on the shoulder (①) and proceeds in one lane (②), when the deceleration control re-performance logic operates, the host vehicle (1) ) can prevent a secondary collision with a surrounding vehicle (2) because it can stop before a secondary collision with a surrounding vehicle (2) traveling in the first lane.

Conventionally, in the event of a vehicle collision, the voltage supplied to the control unit 110 may be unstable due to the impact and a low voltage lower than the normal voltage may be supplied. If low voltage occurs while the control unit 110 is performing deceleration control to prevent secondary collision, the control unit 110 is turned off and cannot perform deceleration control. Even if the voltage is immediately restored to normal, the deceleration control is already released and the control unit 110 does not remember that the deceleration control was stopped, so the deceleration control cannot be performed. As a result, there is a risk that the vehicle may continue to roll after a collision, causing a secondary collision.

However, the driver assistance device according to one embodiment records the deceleration control release history in the non-volatile memory when a low voltage occurs, and when the normal voltage is restored, the deceleration control release history stored in the non-volatile memory is read and the deceleration control is controlled due to the low voltage just before. If is released, deceleration control can be re-performed. Therefore, even if deceleration control is interrupted due to low voltage during a vehicle collision, deceleration control can be resumed when the voltage is restored, thereby more effectively preventing secondary collision accidents.

Meanwhile, the above-described control unit and/or its components may include one or more processors/microprocessor(s) combined with a computer-readable recording medium storing computer-readable code/algorithm/software. The processor/microprocessor(s) may perform the above-described functions, operations, steps, etc. by executing computer-readable code/algorithm/software stored in a computer-readable recording medium.

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 and is configured to store data transmitted to or received from the above-described control unit and/or its components. It may be configured to store data that has been processed or to be processed.

The disclosed embodiments can also be implemented as computer-readable code/algorithm/software on a computer-readable recording medium. A 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 (HDDs), solid-state drives (SSDs), silicon disk drives (SDDs), read-only memory (ROMs), CD-ROMs, magnetic tapes, floppy disks, and optical data storage devices. etc.

100: driver assistance device 110: control unit
111: processor 112: memory
113: power circuit 114: communication interface

Claims (12)

Memory;
a communication interface that receives an operation signal from an airbag installed in the vehicle and outputs a braking signal to a braking system installed in the vehicle; and
Comprising at least one processor electrically connected to the memory and the communication interface,
When the airbag operation signal is received, the at least one processor performs deceleration control of the vehicle by outputting a braking signal to the braking system, and when the driving voltage is lower than the normal driving voltage, generates a deceleration control release history and A driver assistance device that is stored in a memory and, when the driving voltage is restored to the normal driving voltage, re-performs the deceleration control according to the deceleration control release history stored in the memory. According to paragraph 1,
The driver assistance device wherein the at least one processor releases the deceleration control if the driving voltage is lower than the normal driving voltage while performing the deceleration control, generates a history of deceleration control release, and stores the deceleration control release history in the memory. According to paragraph 1,
The driver assistance device wherein the at least one processor generates a deceleration control release history including data indicating that the deceleration control was not completed during operation and was released due to the occurrence of low voltage. According to paragraph 3,
The driver assistance device wherein the at least one processor generates a deceleration control release history including data related to the occurrence of low voltage and deceleration control release. According to paragraph 1,
A driver assistance device in which the memory is a non-volatile memory. According to clause 5,
The memory is a driver assistance device including at least one of Read Only Memory (ROM), Erasable Programmable Read Only Memory (EPROM), Electrically Erasable Programmable Read-Only Memory (EEPROM), or flash memory. Receives operation signals from airbags installed in the vehicle,
When the airbag operation signal is received, a braking signal is output to a braking system installed in the vehicle to control deceleration of the vehicle,
If the driving voltage is lower than the normal driving voltage, a deceleration control release history is generated,
Store the deceleration control history in memory,
When the driving voltage is restored to the normal driving voltage, re-performing the deceleration control according to the deceleration control release history stored in the memory. In clause 7,
Creating the deceleration control release history is,
A driver assistance method comprising releasing the deceleration control if the driving voltage is lower than the normal driving voltage while performing the deceleration control, and generating a history of deceleration control release. In clause 7,
Creating the deceleration control release history is,
A driver assistance method comprising generating a deceleration control release history including data indicating that the deceleration control was not completed during operation and was released due to the occurrence of low voltage. According to clause 9,
Creating the deceleration control release history is,
A driver assistance method comprising generating a deceleration control release history containing data related to low voltage occurrences and deceleration control release. In clause 7,
Storing the deceleration control release history in the memory,
A driver assistance method comprising storing the deceleration control release history in a non-volatile memory. According to clause 11,
Storing the deceleration control release history in the non-volatile memory,
Saving the deceleration control release history in at least one of Read Only Memory (ROM), Erasable Programmable Read Only Memory (EPROM), Electrically Erasable Programmable Read-Only Memory (EEPROM), or flash memory. Driver assistance methods, including:

Images