WO2015102275A1

WO2015102275A1 - Traffic lane change warning apparatus

Info

Publication number: WO2015102275A1
Application number: PCT/KR2014/012537
Authority: WO
Inventors: 이순걸; 문상찬; 김민우; 주다니
Original assignee: 경희대학교 산학협력단
Priority date: 2013-12-31
Filing date: 2014-12-18
Publication date: 2015-07-09
Also published as: KR20150078545A; KR101581188B1

Abstract

The present invention relates to a traffic lane change warning apparatus, which determines whether to change a traffic lane on the basis of information on one's own vehicle and information on an adjacent vehicle, and issues a warning to a driver on the basis of a risk level according to the traffic lane change. The traffic lane change warning apparatus according to an embodiment of the present invention can comprise: a travel information acquisition unit for acquiring first travel information on one's own vehicle and second travel information of a counterpart vehicle located adjacent to one's own vehicle; and a control unit for calculating estimated locations and estimated routes of one's own vehicle and the counterpart vehicle after the elapse of time preset on the basis of the first travel information and the second travel information, and determining, from a calculation result, a risk level according to a traffic lane change of one's own vehicle.

Description

Lane change alarm

The present invention relates to a lane change warning device, and more particularly, to a lane change warning device for determining whether a lane is changed based on information on a vehicle and surrounding vehicle, and notifying a driver based on a risk according to lane change. will be.

In general, when the vehicle is driving on the road, the driver changes lanes according to the state of the road or the direction to proceed.

When changing lanes, the driver uses the mirrors provided in the vehicle to check whether the vehicle is in the left, right, and rear states, or whether there are obstacles, and when there is a space and there is no risk of collision with other vehicles.

However, the driver may look left and right through the mirror to change lanes while driving, but information about the distance to the vehicle located on the left or the right and the speed of the vehicle may not be known.

As a result, there is a high possibility of causing a contact accident when changing lanes, and other safety accidents may occur when the left and right rear vehicles are faster than the lane change request vehicle.

Accordingly, there is a need for a technology for assisting the driver in safely changing lanes by providing the driver with information about the state of the surrounding lanes and other vehicles when changing lanes.

An object of an embodiment of the present invention has been devised in view of the above-mentioned point, in particular, the lane change alarm to induce a safe lane change by accurately predicting the location and driving route while analyzing the driving behavior of the own vehicle and surrounding vehicles To provide a device.

Another object of the present invention is to determine the lane change combined with the surrounding situation information through the speed of the vehicle, and to select the driving route according to the risk of the vehicle by differently applying the danger warning level through the driving pattern and the route trajectory. It is to provide a vehicle change warning device suitable for inducing this.

According to one or more exemplary embodiments, a lane change warning device includes: a driving information acquisition unit configured to acquire first driving information of a own vehicle and second driving information of a counterpart vehicle located around the own vehicle; Based on the first driving information and the second driving information, a predicted position and a predicted path of the own vehicle and the counterpart vehicle are calculated after a preset time, and the risk level according to the lane change of the own vehicle is calculated from the calculation result. It may include a control unit for determining.

Preferably, the driving information acquisition unit includes a first driving information acquisition unit for acquiring the first driving information including at least one of a position, a speed, an acceleration, and a steering angle of the vehicle, and a position of the relative vehicle; And a second driving information acquisition unit for acquiring the second driving information including at least one of a speed, an acceleration, and a steering angle.

Preferably, the driving information acquisition unit, a wireless receiver for receiving a position with respect to the vehicle, the correction information for correcting the error of the received position, and detects the speed, acceleration and steering angle for the vehicle It may be provided with a plurality of sensors.

More preferably, the first driving information includes at least one of a speed, an acceleration, and a steering angle detected by the plurality of sensors, and includes a position in which the position received by the wireless receiver is error-corrected by the received correction information. Can be.

More preferably, the radio receiver includes a GPS station for receiving a position of the vehicle and a reference station constructed on the road with correction information for correcting an error of a position received by the GPS receiver. It may include a first draw machine receiving from.

Preferably, the driving information acquisition unit may include a second non-athlete receiver for receiving the second driving information from the opponent vehicle through a wireless communication network established on a road.

Preferably, the controller may preset a plurality of levels of risk based on the driving pattern of the vehicle.

More preferably, the control unit, the presence or absence of the opponent vehicle, the proximity of the opponent vehicle, the proximity position of the relative vehicle with respect to the own vehicle, the possibility of collision according to the speed and acceleration of the own vehicle and the opponent vehicle, and The risk may be classified and set in a plurality of levels based on at least one of collision prediction time according to speed and acceleration of the own vehicle and the counterpart vehicle.

More preferably, the controller may include: a first level in which the counterpart vehicle is not located within a predetermined distance based on the presence or absence of the counterpart vehicle; A second level in which the opponent vehicle is located at a predetermined distance in front of or behind the vehicle, with no possibility of collision, based on the presence or absence of the opponent vehicle and the possibility of collision according to the speed and acceleration of the vehicle and the vehicle; ; The relative based on the presence or absence of the opponent vehicle, the proximity of the opponent vehicle, the possibility of collision according to the speed and acceleration of the own vehicle and the opponent vehicle, and the collision prediction time according to the speed and acceleration of the own vehicle and the opponent vehicle; A third level in which the vehicle is located in one of the front, rear, and side directions of the vehicle, and is likely to collide in close proximity within a first time; The relative based on the presence or absence of the opponent vehicle, the proximity of the opponent vehicle, the possibility of collision according to the speed and acceleration of the own vehicle and the opponent vehicle, and the collision prediction time according to the speed and acceleration of the own vehicle and the opponent vehicle; A fourth level, in which the vehicle is located in one of the front, rear, and side directions of the vehicle, and is likely to collide in proximity within a second time shorter than the first time; The relative based on the presence or absence of the opponent vehicle, the proximity of the opponent vehicle, the possibility of collision according to the speed and acceleration of the own vehicle and the opponent vehicle, and the collision prediction time according to the speed and acceleration of the own vehicle and the opponent vehicle; A fifth level in which the vehicle is located in one of the front, rear, and side directions of the vehicle, and is likely to collide in close proximity within a third time shorter than the second time; And based on the presence or absence of the counterpart vehicle, the proximity of the counterpart vehicle, the possibility of collision according to the speed and acceleration of the own vehicle and the counterpart vehicle, and the collision prediction time according to the speed and acceleration of the counterpart vehicle and the counterpart vehicle. A plurality of levels including a sixth level in which the opponent vehicle is located in one of the front, rear, and side directions of the vehicle, and has a possible collision distance within a few centimeters (cm) within a fourth time shorter than the third time; The risk can be classified as

More preferably, the controller may calculate at least one recommendation route based on the calculated predicted route of the own vehicle when the risk of the own vehicle is determined to be one of the first to sixth levels.

Preferably, the controller calculates a predicted position of the own vehicle and the counterpart vehicle after a preset time based on the first driving information and the second driving information, and calculates a predicted position of the own vehicle and the counterpart vehicle. Calculating a prediction path between the own vehicle and the relative vehicle based on the comparison, comparing the second driving information with the prediction path of the relative vehicle based on the first driving information and the prediction path of the corresponding vehicle, and comparing the result It is possible to determine the level of risk from the lane change of the own vehicle.

Preferably, the apparatus may further include an alarm unit configured to output an alarm signal according to the level of danger determined by the controller.

Preferably, the alarm unit calculates at least one recommendation route based on the calculated predicted route of the own vehicle when the control unit determines the risk level, thereby providing information on the calculated recommendation route to the own vehicle. The display device may be provided to a driver through a screen.

More preferably, the display device may map the recommendation path to an electronic map and output the screen.

According to one or more exemplary embodiments, a lane change warning device includes: a GPS receiver for receiving a location of a magnetic vehicle traveling on a road; A plurality of sensors for sensing the speed, acceleration and steering angle of the vehicle; A first non-athlete receiver receiving correction information for correcting an error of a position received by the GPS receiver from a reference station built on the road; A second playerless receiver receiving at least one of a position, a speed, and a steering angle with respect to a counterpart vehicle positioned in the vicinity of the own vehicle from the counterpart vehicle through a wireless communication network established on the road; The controller may include a controller configured to calculate a predicted position and a predicted path between the own vehicle and the counterpart vehicle after a preset time, and determine a risk level according to the lane change of the own vehicle from the calculated result.

Preferably, the control unit, at least one of the speed, acceleration and steering angle detected by the plurality of sensors and the position received from the GPS receiver (GPS) receiver error correction position from the correction information, and the second player The prediction position and the prediction path may be calculated using at least one of the received position, speed, and steering angle with respect to the counterpart vehicle.

More preferably, the control unit presets a plurality of levels of risk based on the driving pattern of the vehicle, and includes the presence or absence of the opponent vehicle, whether the vehicle is close to the vehicle, and the proximity of the vehicle relative to the vehicle. And classify and set the risk into a plurality of levels based on at least one of collision possibility according to speed and acceleration of the own vehicle and the counterpart vehicle, and collision prediction time according to the speed and acceleration of the own vehicle and the counterpart vehicle. have.

More preferably, the controller may calculate at least one recommendation route based on the calculated predicted route of the own vehicle when the risk of the own vehicle is determined to be one of the plurality of levels.

More preferably, when the risk level of the vehicle is determined as one of the plurality of levels, an alarm signal corresponding to the determined level of the risk level is output as at least one of an audio and an image, and the information about the calculated recommended route is output. And an output device configured to output at least one of an image and an image.

More preferably, the output device may be configured to map the recommendation path onto an electronic map and to output the screen.

According to embodiments of the present invention has the following effects.

First, it is possible to induce a safe lane change, thereby reducing the incidence of traffic accidents and ensuring safety even at high speeds.

Secondly, because it facilitates traffic flow and vehicle driving, fuel and exhaust gas reduction effects are achieved.

1 is a diagram showing the configuration of a lane change warning device according to an embodiment of the present invention;

2 is a flowchart illustrating a lane change warning procedure of the lane change warning device according to an embodiment of the present invention; And

3 is a diagram for explaining an lane change warning example according to the present invention.

Other objects, features and advantages of the present invention will become apparent from the following detailed description of embodiments taken in conjunction with the accompanying drawings.

Hereinafter, with reference to the accompanying drawings illustrating the configuration and operation of the embodiment of the present invention, the configuration and operation of the present invention shown in the drawings and described by it will be described by at least one embodiment, By the technical spirit of the present invention described above and its core configuration and operation is not limited.

Hereinafter, exemplary embodiments of a lane change warning apparatus and method according to the present invention will be described in detail with reference to the accompanying drawings.

The relative vehicle described below should be understood as a vehicle which is positioned around the vehicle and is stationary or driving. In particular, the counterpart vehicle may be classified into a first counterpart vehicle traveling in the same lane as the own vehicle and a second counterpart vehicle traveling in a different lane.

1 is a diagram showing the configuration of a lane change warning device according to an embodiment of the present invention.

Referring to FIG. 1, the apparatus of the present invention includes a first driving information acquisition unit 10 for acquiring driving information of a vehicle, a second driving information acquisition unit 20 for acquiring driving information of a counterpart vehicle; The controller 30 may calculate a risk level when changing lanes of the vehicle from the driving information of the vehicle and the counterpart vehicle, and the alarm unit 40 may output an alarm signal according to the calculation result of the controller 30. have. The former will be described as the first driving information and the latter as the second driving information in order to distinguish the driving information on the own vehicle and the driving information on the opponent vehicle.

The first driving information acquisition unit 10 may acquire first driving information including at least one of a position, a speed, an acceleration, and a steering angle with respect to the own vehicle traveling on the road.

The first driving information acquisition unit 10 includes a GPS receiver 11 for receiving a position of a vehicle, a plurality of sensors 12 for detecting a speed, acceleration, and steering angle of the vehicle, and a GPS. The first playerless receiver 13 receives correction information for correcting the error of the position received by the receiver 11 from a reference station constructed on the road, and the controller 30 predicts the predicted position of the vehicle. (B) The positional information of the own vehicle used to calculate the prediction path is preferably a position in which the error received by the GPS receiver 11 is error-corrected by the correction information received by the first player 13.

The second driving information acquisition unit 20 may acquire second driving information including at least one of a position, a speed, an acceleration, and a steering angle of a relative vehicle located near the vehicle.

The second driving information acquisition unit 20 may be provided with a second playerless player 21 that receives the second driving information from the other vehicle through a wireless communication network established on the road. The second non-players 21 are components for sharing driving information between the own vehicle and the counterpart vehicle through a communication infrastructure built on the road. For example, the communication infrastructure built on the road may use an RF Beacon method, and accordingly, the second player 21 may be an RF beacon sensor.

The controller 30 may set a plurality of levels of risk based on the driving pattern of the vehicle.

The controller 30 sets the risk level to a plurality of levels based on at least one of the following reference information.

First, the presence or absence of the opponent vehicle (whether or not the opponent vehicle is located within a predetermined distance (A) set based on the position of the vehicle);

Second, whether or not the opponent vehicle is in proximity (whether or not the relative vehicle located within the predetermined predetermined distance A is constantly approaching his vehicle);

Third, relative position of the relative vehicle with respect to his vehicle;

Fourth, possibility of collision according to speed and acceleration of own vehicle and opponent vehicle;

Fifth, the collision prediction time according to the speed and acceleration of the own vehicle and the opponent vehicle.

An example of setting the risk level to a plurality of levels based on the above information is as follows.

The first level may be a level of an ultra high safety state in which the relative vehicle is not located within a predetermined distance A based on the presence or absence of the opponent vehicle among the reference information.

The second level is based on the presence or absence of the other vehicle and the possibility of collision according to the speed and acceleration of the other vehicle and the reference vehicle, and the other vehicle is located at a certain distance in front of or behind the vehicle and has no possibility of collision. May be a level of a high safety state.

The third level is based on the presence or absence of the other vehicle and the proximity of the other vehicle among the reference information, the possibility of collision according to the speed and acceleration of the own vehicle and the opponent vehicle, and the collision prediction time according to the speed and acceleration of the own vehicle and the opponent vehicle, It may be a level of a safe state in which the opponent vehicle is located in either one of the front, rear, and side directions of the own vehicle, and in a state in which there is a possibility of collision in close proximity within the first time.

The fourth level is based on the presence or absence of the other vehicle and the proximity of the other vehicle, the possibility of collision according to the speed and acceleration of the own vehicle and the relative vehicle, and the collision prediction time according to the speed and acceleration of the own vehicle and the relative vehicle, among the reference information. It may be a level of a low risk state in which the opponent vehicle is located in one of the front, rear, and lateral directions of the vehicle, and is likely to collide in a state within a second time shorter than the first time.

The fifth level is based on the presence or absence of the other vehicle and the proximity of the other vehicle among the reference information, the possibility of collision according to the speed and acceleration of the own vehicle and the opponent vehicle, and the collision prediction time according to the speed and acceleration of the own vehicle and the opponent vehicle, It may be a level of a high risk state in which the opponent vehicle is located in one of the front, rear, and lateral directions of the vehicle, and is in a state in which there is a possibility of collision in close proximity within a third time shorter than the second time.

The sixth level is based on the presence or absence of the other vehicle, the proximity of the other vehicle, the possibility of collision according to the speed and acceleration of the own vehicle and the relative vehicle, and the collision prediction time according to the speed and acceleration of the own vehicle and the opponent vehicle, It may be a level of an ultra high risk state in which the opponent vehicle is located in one of the front, rear, and lateral directions of the vehicle, and the collision distance is within a few centimeters (cm) within a fourth time shorter than the third time. .

The above-described setting to the first to sixth levels is an example, and the present invention is not limited thereto, and the risk may be set to multiple levels based on the reference information.

It is preferable that as the level is increased in the first to sixth levels, the risk increases.

For example, the controller 30 may set a predetermined time based on the first driving information and the second driving information acquired through the first driving information acquisition unit 10 and the second driving information acquisition unit 20 (eg, T). Second), the predicted position of the own vehicle and the counterpart vehicle can be calculated. In addition, the controller 30 may calculate a prediction path between the own vehicle and the counterpart vehicle based on the calculated predicted positions of the own vehicle and the counterpart vehicle. In addition, the controller 30 compares the second driving information with the prediction path of the opponent vehicle based on the first driving information and the prediction path of the vehicle, and, based on the comparison result, describes the level of the risk level when the lane of the vehicle is changed. Decide on one of multiple levels. Finally, the controller 30 may transmit a command corresponding to the determined risk level to the alarm unit 40.

As another example, when the risk level of the own vehicle is determined to be one of the first to sixth levels, the controller 30 induces a lane change of the own vehicle to a direction with a lower risk level based on the calculated predicted path of the own vehicle. At least one recommendation route may be calculated.

The controller 30 may calculate at least one of a recommendation speed, a recommendation acceleration, and a recommendation steering angle for each recommendation route when a plurality of recommendation routes for the own vehicle are calculated. According to the final position value, whether or not the acceleration and deceleration of the speed of the opponent vehicle, and road conditions (straight road, curved road, access road, advance road, etc.) can be calculated.

The controller 30 may calculate the number of recommended routes as the level of risk is lower, that is, the closer to the first level, and the number of recommended routes is smaller as the level of risk is higher, that is, the closer to the sixth level. Can be calculated.

For example, when the risk level according to the lane change of the own vehicle is the level of the ultra high risk state of the sixth level, the controller 30 may forward and backward within the fourth time based on the speed and acceleration of the own vehicle and the counterpart vehicle. Since the vehicle is so close that there is a possibility of collision in either of the two sides, the recommended route can be calculated to maintain the current driving state, and at least one of the recommended speed, the recommended acceleration, and the recommended steering angle to avoid the collision can be obtained. Can be calculated.

As another example, when the risk level according to lane change of the vehicle is a level of a high safety state in which the second vehicle is a second level, the controller 30 collides while the opponent vehicle is located at a certain distance in front of or behind the vehicle. Since there is no possibility, the recommendation route may be calculated to maintain the current driving state, calculate a plurality of recommendation routes for changing lanes, and calculate at least one of recommendation speed, recommendation acceleration, and recommendation steering angle for each recommendation route. Can be.

The controller 30 may calculate a risk level for each counterpart vehicle when there are a plurality of counterpart vehicles.

The alarm unit 40 may output a corresponding alarm signal when the command according to the risk level determined by the controller 30 is received.

The alarm unit 40 may include a display device 41 that provides information on the recommendation route calculated by the controller 30 to a driver of the vehicle through a screen, and the display device 41 includes a recommendation route. It can be mapped to an electronic map and printed on the screen.

The alarm unit 40 maps the recommendation route calculated by the controller 30 on the electronic map and displays it on the screen, as well as the final position value according to the recommendation route, whether the acceleration / deceleration is applied to the speed of the opponent vehicle, and the road state (straight road). , The curved road, the access road, the advance road, etc.) may be output to the screen, and the driver may be notified of the additional information.

Based on the above-described lane change warning device, a lane change alarm procedure will be described below.

2 is a flowchart illustrating a lane change warning procedure of the lane change warning device according to an embodiment of the present invention, and FIG. 3 is a diagram for explaining an lane change alarm example according to the present invention. The lane change alert procedure relates to components that interact with the control centered on the control unit described with reference to FIG. 1.

2 and 3, the lane change warning procedure for the own vehicle traveling on the road first sets a plurality of levels of risk based on the driving pattern of the vehicle (S10). The risk level may be set such that the risk level increases as the level increases from the first level having the lowest risk level by applying at least one of the above-described reference information. Details or examples of the setting of the risk level will be omitted since described with reference to FIG. 1.

Subsequently, first driving information including at least one of a position, a speed, an acceleration, and a steering angle of the vehicle is acquired (S20), and at least one of the position, the speed, the acceleration, and the steering angle of the relative vehicle positioned around the vehicle. Second driving information including one may be obtained (S30). Here, the first driving information may include at least one of the position of the vehicle received through the GPS receiver, the speed, the acceleration, and the steering angle detected by the plurality of sensors mounted on the vehicle. The position of the own vehicle, which is applied until the risk level is determined in the prediction position calculation, may be an error corrected value using the correction information received from the reference station constructed on the road from the position received through the GPS receiver. In addition, the second driving information may be received from the opponent vehicle through a communication infrastructure established on the road.

Based on the first driving information of the own vehicle and the second driving information of the counterpart vehicle, the predicted positions of the own vehicle and the counterpart vehicle are calculated after a preset time (for example, T seconds) (S40). Based on the prediction positions of the own vehicle and the counterpart vehicle, the predicted paths of the own vehicle and the counterpart vehicle may be calculated, respectively (S50).

Subsequently, the second driving information acquired based on the calculated first driving information and the calculated predicted path of the own vehicle is compared with the calculated predicted path of the relative vehicle (S60). From the comparison result, the level of danger is determined at the time of lane change of the vehicle (S70). For example, the risk of changing the lane of the vehicle may be determined from one of the first level, which is an ultra high safety state, to the sixth level of an ultra high risk state.

Subsequently, when the risk level of the own vehicle relative to the counterpart vehicle is determined as one of the plurality of risk levels, the driving state of the own vehicle is alerted according to the level of the determined risk level (S80). That is, the alarm volume or the alarm color can be changed to distinguish the level of risk.

For example, when there are a plurality of opponent vehicles, the risk level may be determined for each opponent vehicle. If the counterpart vehicle 1 is in the first level state, the counterpart vehicle 3 is in the second level state, and the counterpart vehicle 2 is in the fourth level state, the risk level for each counterpart vehicle may be output by voice or video so that the driver can distinguish the respective levels. .

As an additional example, at least one recommendation route based on the calculated prediction route of the own vehicle is calculated (S100), and information about the calculated recommendation route is notified to the driver of the vehicle (S110). When a plurality of recommended routes are calculated, at least one of a recommended speed, a recommended acceleration, and a recommended steering angle may be calculated for each recommended route, and the calculated result may be notified as information. When notifying information about the recommended route, additional information such as the final position value according to each recommended route, acceleration and deceleration of the speed of the other vehicle, and road condition (straight road, curved road, access road, advance road, etc.) Can be further informed.

According to an embodiment of the present disclosure, the recommendation route and the notification information of the additional information are preferably outputted through a screen. In the case of the recommendation route, the electronic map may be mapped and displayed on the screen.

The lower the level of risk, that is, the closer to the first level, the greater the number of recommended paths. The higher the level of risk, that is, the closer to the sixth level, the lower the number of recommended paths. Can be calculated.

While the preferred embodiments of the present invention have been described so far, those skilled in the art may implement the present invention in a modified form without departing from the essential characteristics of the present invention.

Therefore, the embodiments of the present invention described herein are to be considered in descriptive sense only and not for purposes of limitation, and the scope of the present invention is shown in the appended claims rather than the foregoing description, and all differences within the scope are equivalent to the present invention. Should be interpreted as being included in.

Claims

A driving information acquisition unit for acquiring first driving information of the own vehicle and second driving information of the counterpart vehicle located near the own vehicle;

Based on the first driving information and the second driving information, a predicted position and a predicted path of the own vehicle and the counterpart vehicle are calculated after a preset time, and the risk level according to the lane change of the own vehicle is calculated from the calculation result. Lane change alarm device including a control unit for determining.
The method of claim 1,

The driving information acquisition unit,

A first driving information acquisition unit for obtaining the first driving information including at least one of a position, a speed, an acceleration, and a steering angle of the vehicle;

A second driving information acquisition unit obtaining the second driving information including at least one of a position, a speed, an acceleration, and a steering angle with respect to the opponent vehicle;

Lane change alarm device including.
The method of claim 1,

The driving information acquisition unit,

A wireless receiver for receiving a position with respect to the own vehicle and receiving correction information for correcting an error of the received position;

Lane change alarm device having a plurality of sensors for detecting the speed, acceleration and steering angle for the vehicle.
The method of claim 3,

The first driving information includes at least one of a speed, an acceleration, and a steering angle detected by the plurality of sensors, and a lane change warning device including a position in which the position received by the wireless receiver is error-corrected by the received correction information. .
The method of claim 3,

The wireless receiver,

A GPS receiver for receiving a position with respect to the vehicle;

And a first non-athlete unit for receiving correction information for correcting an error of a position received by the GPS receiver from a reference station constructed on a road.
The method of claim 1,

The driving information acquisition unit,

And a second non-athlete transmitter receiving the second driving information from the counterpart vehicle through a wireless communication network established on a road.
The method of claim 1,

And the control unit presets a plurality of levels of risk based on the driving pattern of the vehicle.
The method of claim 7, wherein

The control unit,

Presence or absence of the opponent vehicle, proximity of the opponent vehicle, proximity position of the opponent vehicle with respect to the vehicle, possibility of collision according to the speed and acceleration of the vehicle and the vehicle, and the relationship between the vehicle and the vehicle And classifying and setting the risk into a plurality of levels based on at least one of collision prediction time according to speed and acceleration.
The method of claim 8,

The control unit,

A first level in which the counterpart vehicle is not located within a predetermined distance based on the presence or absence of the counterpart vehicle;

A second level in which the opponent vehicle is located at a predetermined distance in front of or behind the vehicle, with no possibility of collision, based on the presence or absence of the opponent vehicle and the possibility of collision according to the speed and acceleration of the vehicle and the vehicle; ;

The relative based on the presence or absence of the opponent vehicle, the proximity of the opponent vehicle, the possibility of collision according to the speed and acceleration of the own vehicle and the opponent vehicle, and the collision prediction time according to the speed and acceleration of the own vehicle and the opponent vehicle; A third level in which the vehicle is located in one of the front, rear, and side directions of the vehicle, and is likely to collide in close proximity within a first time;

The relative based on the presence or absence of the opponent vehicle, the proximity of the opponent vehicle, the possibility of collision according to the speed and acceleration of the own vehicle and the opponent vehicle, and the collision prediction time according to the speed and acceleration of the own vehicle and the opponent vehicle; A fourth level, in which the vehicle is located in one of the front, rear, and side directions of the vehicle, and is likely to collide in proximity within a second time shorter than the first time;

The relative based on the presence or absence of the opponent vehicle, the proximity of the opponent vehicle, the possibility of collision according to the speed and acceleration of the own vehicle and the opponent vehicle, and the collision prediction time according to the speed and acceleration of the own vehicle and the opponent vehicle; A fifth level in which the vehicle is located in one of the front, rear, and side directions of the vehicle, and is likely to collide in close proximity within a third time shorter than the second time; And

The relative based on the presence or absence of the opponent vehicle, the proximity of the opponent vehicle, the possibility of collision according to the speed and acceleration of the own vehicle and the opponent vehicle, and the collision prediction time according to the speed and acceleration of the own vehicle and the opponent vehicle; A plurality of levels including a sixth level in which the vehicle is located in one of the front, rear, and side directions of the vehicle, and has a collision potential distance within several centimeters (cm) within a fourth time shorter than the third time. Lane change alarm device for classifying the risk.
The method of claim 9,

The control unit,

And calculating at least one recommended route based on the calculated predicted route of the own vehicle when the risk of the own vehicle is determined to be one of the first to sixth levels.
The method of claim 1,

The control unit,

After the preset time based on the first driving information and the second driving information, a predicted position of the own vehicle and the counterpart vehicle is calculated and based on the predicted positions of the own vehicle and the counterpart vehicle, the own vehicle and the Calculate a prediction path of the other vehicle, compare the second driving information and the prediction path of the relative vehicle based on the first driving information and the prediction path of the vehicle, and change the lane of the vehicle from the comparison result Lane change alarm device that determines the level of danger in the city.
The method of claim 1,

And a warning unit configured to output an alarm signal according to the level of danger determined by the controller.
The method of claim 1,

The alarm unit,

Upon determining the risk level, the controller calculates at least one recommendation route based on the calculated predicted route of the own vehicle, and provides information on the calculated recommendation route to the driver of the vehicle on the screen. A lane change warning device having a display device.
The method of claim 13,

The display device,

And a lane change warning device configured to map the recommended route on an electronic map and output the same on the screen.
A GPS receiver for receiving a position with respect to his vehicle traveling on the road;

A plurality of sensors for sensing the speed, acceleration and steering angle of the vehicle;

A first non-athlete receiver receiving correction information for correcting an error of a position received by the GPS receiver from a reference station built on the road;

A second playerless receiver receiving at least one of a position, a speed, and a steering angle with respect to a counterpart vehicle positioned in the vicinity of the own vehicle from the counterpart vehicle through a wireless communication network established on the road;

And a controller configured to calculate a predicted position and a predicted path between the own vehicle and the counterpart vehicle after a preset time, and determine a risk level according to the lane change of the own vehicle from the calculation result.
The method of claim 15,

The control unit,

At least one of the speed, acceleration, and steering angle detected by the plurality of sensors and a position received by the GPS receiver with the correction information, and a position of the relative vehicle received from the second inactive machine. And at least one of a position, a speed, and a steering angle to calculate the predicted position and the predicted path.
The method of claim 16,

The control unit,

Preset a plurality of levels of risk based on the driving pattern of the vehicle,

Presence or absence of the opponent vehicle, proximity of the opponent vehicle, proximity position of the opponent vehicle with respect to the vehicle, possibility of collision according to the speed and acceleration of the vehicle and the vehicle, and the relationship between the vehicle and the vehicle And classifying and setting the risk into a plurality of levels based on at least one of collision prediction time according to speed and acceleration.
The method of claim 17,

The control unit,

And calculating at least one recommended route based on the calculated predicted route of the own vehicle when the risk level of the own vehicle is determined to be one of the plurality of levels.
The method of claim 18,

Outputting an alarm signal according to the determined level of danger level to at least one of audio and video when the risk level of the vehicle is determined to be one of the plurality of levels;

And an output device for outputting the calculated recommendation route information to at least one of audio and video.
The method of claim 19,

The output device,

And a lane change warning device configured to map the recommended route on an electronic map and output the same on the screen.