KR102635283B1 - Vehicle control apparatus and control method thereof - Google Patents

Abstract

A vehicle control device and a control method thereof are disclosed. A vehicle control device and a control method thereof according to an embodiment of the present invention include an input unit that receives a first current position value, a first current speed value, and a first current acceleration value of another vehicle detected by a sensing device; Based on the inputted first current position value, first current speed value, and first current acceleration value of the other vehicle, the first current relative distance value, first current relative speed value, and first current relative acceleration value with the own vehicle are generated. a calculation unit that calculates a first current collision point based on the calculated first current relative distance value, first current relative speed value, and first current relative acceleration value; a determination unit that determines whether the calculated first current collision time value is within the already set first reference collision time range; an identification unit that identifies the current situation as a collision risk situation if the first current collision time calculation value is within the first reference collision time range; and a control unit that receives the first current position value, the first current velocity value, and the first current acceleration value, transmits a calculation command to the calculation unit, transmits a judgment command to the determination unit, and transmits an identification command to the identification unit. Includes.

Description

Vehicle control apparatus and control method thereof}

The present invention relates to a vehicle control device and a control method thereof.

In general, a conventional vehicle control device calculates a TTC (Time To Collision) value, which is the current collision point with another vehicle, to prevent the own vehicle from colliding with another vehicle, and based on the calculated value of the current collision point, A warning was given that the current situation was at risk of collision.

However, conventional vehicle control devices had limitations in quickly calculating the current collision point with another vehicle.

Such conventional vehicle control devices had limitations in quickly calculating the current collision point with another vehicle, and thus had limitations in preventing the occurrence of traffic accidents.

Therefore, in recent years, research on improved vehicle control devices and control methods has been continuously conducted to quickly calculate the current collision point with another vehicle and further prevent the occurrence of traffic accidents.

Embodiments of the present invention are intended to provide a vehicle control device and a control method that can prevent the occurrence of traffic accidents.

According to one aspect of the present invention, an input unit that receives a first current position value, a first current speed value, and a first current acceleration value of another vehicle detected by a sensing device; Based on the inputted first current position value, first current speed value, and first current acceleration value of the other vehicle, the first current relative distance value, first current relative speed value, and first current relative acceleration value with the own vehicle are generated. a calculation unit that calculates a first current collision point based on the calculated first current relative distance value, first current relative speed value, and first current relative acceleration value; a determination unit that determines whether the calculated first current collision time value is within the already set first reference collision time range; an identification unit that identifies the current situation as a collision risk situation if the first current collision time calculation value is within the first reference collision time range; and a control unit that receives the first current position value, the first current velocity value, and the first current acceleration value, transmits a calculation command to the calculation unit, transmits a judgment command to the determination unit, and transmits an identification command to the identification unit. It can be included.

According to another aspect of the present invention, an input unit that receives a second current speed value and a second current acceleration value of another vehicle detected by a sensing device just before the other vehicle disappears from sight; a determination unit that determines whether the input second current speed value is within an already set second reference speed value range and determines whether the second current acceleration value is within an already set second reference acceleration value range; If the second current speed value is in the second reference speed value range and the second current acceleration value is in the second reference acceleration value range, an identification unit that identifies that the current situation is a collision risk situation; and a control unit that receives the second current speed value and the second current acceleration value, transmits a determination command to the determination unit, and transmits an identification command to the identification unit.

At this time, the input unit further receives the second current speed value and second current acceleration value of the other vehicle detected by the sensing device just before the other vehicle disappears from sight; The determination unit further determines whether the input second current speed value is within the already set second reference speed value range, and further determines whether the second current acceleration value is within the already set second reference acceleration value range; If the second current speed value is within the second reference speed value range and the second current acceleration value is within the second reference acceleration value range, the identification unit may further identify that the current situation is a collision risk situation.

In addition, the input unit further receives at least one of the current turn signal signal and the current brake light signal of another vehicle detected by the detection device; When receiving at least one of the current turn signal signal and the current brake light signal, the vehicle may further include a driving unit that drives the speed control device to lower the first current speed value in the speed control device of the host vehicle to the already set first target speed value. There is a number.

In addition, the input unit further receives at least one of the current turn signal signal and the current brake light signal of another vehicle detected by the detection device; When receiving at least one of the current turn signal signal and the current brake light signal, the vehicle's speed control device may further include a driving unit that drives the speed control device to lower the second current speed value to the already set second target speed value. There is a number.

According to another aspect of the present invention, a first input step of receiving a first current position value, a first current speed value, and a first current acceleration value of another vehicle detected by a sensing device; Based on the inputted first current position value, first current speed value, and first current acceleration value of the other vehicle, the first current relative distance value, first current relative speed value, and first current relative acceleration value with the own vehicle are generated. A first calculation step of calculating a first current collision point based on the calculated first current relative distance value, first current relative speed value, and first current relative acceleration value; A first determination step of determining whether the calculated first current collision time value is within the already set first reference collision time range; And if the first current collision timing calculation value is within the first reference collision timing range, it may include a first identification step of identifying that the current situation is a collision risk situation.

According to another aspect of the present invention, a second input step of receiving a second current speed value and a second current acceleration value of another vehicle detected by a sensing device just before the other vehicle disappears from sight; A second determination step of determining whether the input second current speed value is within the already set second reference speed value range and determining whether the second current acceleration value is within the already set second reference acceleration value range; And if the second current speed value is in the second reference speed value range and the second current acceleration value is in the second reference acceleration value range, it may include a second identification step of identifying that the current situation is a collision risk situation.

The vehicle control device and control method according to an embodiment of the present invention can prevent the occurrence of traffic accidents.

Additionally, the vehicle control device and its control method according to an embodiment of the present invention can suppress anxiety about the current driving condition while encouraging drivers to drive cautiously.

1 is a block diagram showing a vehicle control device connected to a sensing device according to a first embodiment of the present invention.
FIG. 2 is a block diagram showing an example of the vehicle control device shown in FIG. 1.
FIG. 3 is a waveform diagram showing a process for determining whether the first current collision time calculation value in the determination unit shown in FIG. 2 is within the first reference collision time range.
FIG. 4 is a diagram showing a process of receiving detection information about another vehicle detected from a detection device at the input unit shown in FIG. 2.
Figure 5 is a flowchart showing an example of a vehicle control method of a vehicle control device according to the first embodiment of the present invention.
Figure 6 is a block diagram showing an example of a vehicle control device according to a second embodiment of the present invention.
Figure 7 is a flowchart showing an example of a vehicle control method of a vehicle control device according to a second embodiment of the present invention.
Figure 8 is a flowchart showing another example of a vehicle control method of a vehicle control device according to a second embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The following examples are presented to sufficiently convey the idea of the present invention to those skilled in the art. The present invention is not limited to the embodiments presented herein and may be embodied in other forms. In order to clarify the present invention, the drawings may omit illustrations of parts unrelated to the description and may exaggerate the sizes of components somewhat to aid understanding.

FIG. 1 is a block diagram showing a vehicle control device connected to a sensing device according to a first embodiment of the present invention, and FIG. 2 is a block diagram showing the vehicle control device shown in FIG. 1 as an example.

FIG. 3 is a waveform diagram showing a process for determining whether the first current collision time calculation value in the determination unit shown in FIG. 2 is within the first reference collision time range, and FIG. 4 is a waveform diagram showing the detection in the input unit shown in FIG. 2. This diagram shows the process of receiving detection information about other vehicles detected from the device.

1 to 4, the vehicle control device 100 according to the first embodiment of the present invention includes an input unit 102, a calculation unit 104, a determination unit 106, an identification unit 108, and a control unit ( 110).

The input unit 102 receives the first current position value, first current speed value, and first current acceleration value of the other vehicle V2 detected by the sensing device 10.

Here, the sensing device 10 may be any sensing means (not shown) for detecting the first current position value, first current speed value, and first current acceleration value of the other vehicle V2.

delete

The calculation unit 104 calculates the first current relative position with the own vehicle V1 based on the first current position value, first current speed value, and first current acceleration value of the other vehicle V2 input to the input unit 102. The distance value, the first current relative velocity value, and the first current relative acceleration value are calculated under the control of the control unit 110, which will be described later, and the calculated first current relative distance value, the first current relative velocity value, and the first current relative acceleration value are calculated. The first current collision point is calculated under the control of the controller 110 based on the current relative acceleration value.

As an example, the calculation unit 104 can calculate the first current collision time value as shown in <Equation 1> below.

<Equation 1>

At this time, is the first current collision time calculation value, is the first current relative speed value, is the first current relative acceleration value, may be the first current relative distance value.

The determination unit 106 determines under the control of the control unit 110 whether the first current collision time calculation value calculated from the calculation unit 104 is within the already set first reference collision time range.

For example, the determination unit 106 determines the first current collision time value calculated from the calculation unit 104 ( ) can be determined under the control of the control unit 110 whether it is within the first reference collision point (t1) range.

If the determination unit 106 determines that the first current collision time calculation value is within the first reference collision time range, the identification unit 108 identifies the current situation as a collision risk situation under the control of the control unit 110.

At this time, the identification unit 108, although not shown, includes at least one of an alarm (not shown), a speaker (not shown), and a light emitting member (not shown) provided for the driver to identify the information or status of the vehicle. It is possible to identify that the current situation is a collision risk situation through at least one of the warning operation (not shown), the voice operation of the speaker (not shown), and the light emission operation of the light emitting member (not shown).

In addition, although the identification unit 108 is not shown, an HMI (Human Machine Interface) module (not shown) and a HUD (Head-Up Display) module are installed to interface between the user and the machine so that the driver can determine the information or status of the vehicle. It is possible to identify that the current situation is a collision risk situation through at least one of the HMI message display operation of the HMI module (not shown) and the HUD message display operation of the HUD module (not shown), including at least one of (not shown). there is.

The control unit 110 receives the first current position value, current speed value, and first current acceleration value output from the input unit 102, transmits a calculation command to the calculation unit 104, and determines the unit 106. A decision command is transmitted to and an identification command is transmitted to the identification unit 108.

At this time, the input unit 102, the calculation unit 104, the determination unit 106, and the control unit 110, although not shown, are the main computer applied to the vehicle, which controls the overall operation and determines the first current location of the other vehicle. The value, the first current speed value, and the first current acceleration value are input, and can be provided to a typical ECU (Electric Control Unit, not shown) to calculate the first current collision time.

In addition, the input unit 102, calculation unit 104, decision unit 106, and control unit 110, although not shown, are equipped with a processor, memory, and input/output devices inside a single chip to control the overall operation, make decisions, and other vehicles. The first current position value, first current velocity value, and first current acceleration value are input, and can be provided to a typical MCU (Micro Control Unit, not shown) to calculate the first current collision time.

In addition, the input unit 102, the calculation unit 104, the determination unit 106, and the control unit 110 are not limited to this, but control and determine the overall operation of the vehicle, and determine the first current position value and the first current position of the other vehicle. Any control means, determination means, input means, and calculation means that can receive the speed value and the first current acceleration value and calculate the first current collision point are possible.

Here, the input unit 102, calculation unit 104, judgment unit 106, and control unit 110 may be provided in an integrated ECU (not shown) or MCU (not shown), or may be provided in a separate ECU (not shown). Alternatively, it may be provided to an MCU (not shown).

In addition, as shown in FIGS. 2 and 4, the input unit 102 of the vehicle control device 100 according to the first embodiment of the present invention detects the detection device 10 just before the other vehicle V2 disappears from view. ), the second current speed value and second current acceleration value of the other vehicle (V2) detected can be further input.

At this time, the situation just before the other vehicle (V2) disappears from sight may be a situation in which the other vehicle (V2) is going down a hill or driving on a curved road with a small radius.

Here, the sensing device 10 may be any sensing means (not shown) for detecting the second current speed value and the second current acceleration value of the other vehicle V2.

delete

Here, the determination unit 106 may further determine under the control of the control unit 110 whether the second current speed value input to the input unit 102 is within the already set second reference speed value range, and the second current acceleration value It can be further determined under the control of the control unit 110 whether this is within the already set second reference acceleration value range.

For example, the determination unit 106 may further determine whether the second current speed value input to the input unit 102 is within the range of the second reference speed value under the control of the control unit 110, and the second current acceleration value It can be further determined whether the second reference acceleration value is within the range under the control of the control unit 110.

At this time, although not shown, the input unit 102 and the determination unit 106 receive the second current speed value and the second current acceleration value of the other vehicle V2, and the second current speed value is within the second reference speed value range. It can be provided to a typical ECU (Electric Control Unit (not shown)) to determine recognition.

In addition, although not shown, the input unit 102 and the determination unit 106 receive the second current speed value and the second current acceleration value of the other vehicle V2, and the second current speed value is within the second reference speed value range. It can be provided to a typical MCU (Micro Control Unit, not shown) to determine recognition.

In addition, the input unit 102 and the determination unit 106 are not limited to this and receive the second current speed value and the second current acceleration value of the other vehicle V2, and the second current speed value is the second reference speed value. Any input or judgment method that can determine whether it is within the range is possible.

Here, the input unit 102, determination unit 106, and control unit 110 may be provided in an integrated form to an ECU (not shown) or MCU (not shown), and may be provided in a separate form to an ECU (not shown) or MCU (not shown). It can be provided to .

At this time, if the identification unit 108 determines that the second current speed value is in the second reference speed value range in the determination unit 106 and determines that the second current acceleration value is in the second reference acceleration value range, the current situation This collision risk situation can be further identified under the control of the control unit 110.

For example, if the identification unit 108 determines that the second current speed value is within the second reference speed value range in the determination unit 106 and determines that the second current acceleration value is within the second reference acceleration value range, , it can be further identified that the current situation is a collision risk situation under the control of the control unit 110.

Here, the identification unit 108, although not shown, includes at least one of an alarm (not shown), a speaker (not shown), and a light emitting member (not shown) provided for the driver to identify information or status of the vehicle. It is possible to identify that the current situation is a collision risk situation through at least one of the warning operation (not shown), the voice operation of the speaker (not shown), and the light emission operation of the light emitting member (not shown).

In addition, although the identification unit 108 is not shown, an HMI (Human Machine Interface) module (not shown) and a HUD (Head-Up Display) module are installed to interface between the user and the machine so that the driver can determine the information or status of the vehicle. It is possible to identify that the current situation is a collision risk situation through at least one of the HMI message display operation of the HMI module (not shown) and the HUD message display operation of the HUD module (not shown), including at least one of (not shown). there is.

A vehicle control method for controlling a vehicle using the vehicle control device 100 according to the first embodiment of the present invention is shown in FIGS. 5 to 7 below.

Figure 5 is a flowchart showing an example of a vehicle control method of a vehicle control device according to the first embodiment of the present invention.

Referring to FIG. 5, the vehicle control method 500 of the vehicle control device (100 in FIG. 2) according to the first embodiment of the present invention includes a first input step (S502), a first calculation step (S504, S506), and It includes a first determination step (S508) and a first identification step (S510).

In the first input step (S502), the first current position value, first current speed value, and first current acceleration value of the other vehicle (V2 in FIG. 4) detected by the detection device (10 in FIG. 2) are input to the input unit (FIG. 2). Input is received from 102).

Afterwards, the first calculation step (S504) is based on the first current position value, first current speed value, and first current acceleration value of the other vehicle (V2 in FIG. 4) input to the input unit (102 in FIG. 2). A first current relative distance value, a first current relative speed value, and a first current relative acceleration value with the host vehicle (V1 in FIG. 4) are calculated by a calculation unit (104 in FIG. 2) under the control of the control unit (110 in FIG. 2). Calculated from

Afterwards, the first calculation step (S506) determines the first current collision time based on the first current relative distance value, first current relative speed value, and first current relative acceleration value calculated from the calculation unit (104 in FIG. 2). is calculated by the calculation unit (104 in FIG. 2) under the control of the control unit (110 in FIG. 2).

For example, in the first calculation step (S506), the first current collision time calculation value can be calculated in the calculation unit (104 in FIG. 2) as shown in <Equation 1> below.

<Equation 1>

At this time, is the first current collision time calculation value, is the first current relative speed value, is the first current relative acceleration value, may be the first current relative distance value.

Afterwards, in the first determination step (S508), the control unit (FIG. The decision is made in the judgment unit (106 in FIG. 2) according to the control of 110 in 2.

For example, the first decision step (S508) is the first current collision time value calculated from the calculation unit (104 in Figure 2) (Equation 1) ) can be determined by the determination unit (106 in FIG. 2) under the control of the control unit (110 in FIG. 2) whether it is within the range of the first reference collision point (t1 in FIG. 3).

Afterwards, in the first identification step (S510), if the determination unit (106 in FIG. 2) determines that the first current collision time is within the first reference collision time range, the control unit (110 in FIG. 2) determines that the current situation is a collision risk situation. ) is identified in the identification unit (108 in FIG. 2) under the control.

In addition, the vehicle control method 500 of the vehicle control device (100 in FIG. 2) according to the first embodiment of the present invention includes a second input step (S516), a second determination step (S518, S520), and a second identification step. (S522) may be further included.

For example, the vehicle control method 500 of the vehicle control device (100 in FIG. 2) according to the first embodiment of the present invention includes a second input step (S516) and a second judgment step after the first identification step (S510). (S518, S520) and the second identification step (S522) can be further performed.

The second input step (S516) is the second current speed value of the other vehicle (V2 in FIG. 4) further detected by the detection device (10 in FIG. 2) just before the other vehicle (V2 in FIG. 4) disappears from sight. And the second current acceleration value can be further input from the input unit (102 in FIG. 2).

Afterwards, in the second determination step (S518, S520), the control unit (S518, S520) determines whether the second current speed value input to the input unit (102 in FIG. 2) is within the range of the second reference speed value already set in the determination unit (106 in FIG. 2). According to the control of 110 in FIG. 2, the determination unit (106 in FIG. 2) can further determine (S518), and the second current acceleration value input to the input unit (102 in FIG. 2) is determined by the determination unit (106 in FIG. 2). ), the determination unit (106 in FIG. 2) can further determine whether it is within the range of the second reference acceleration value already set (S520).

For example, the second determination steps (S518, S520) determine whether the second current speed value input to the input unit (102 in FIG. 2) is within the range of the second reference speed value under the control of the control unit (110 in FIG. 2). The unit (106 in FIG. 2) can further determine (S518), and the determination unit (106 in FIG. 2) determines whether the second current acceleration value is within the range of the second reference acceleration value under the control of the control unit (110 in FIG. 2). ) can be further judged (S520).

Afterwards, in the second identification step (S522), the determination unit (106 in FIG. 2) determines that the second current speed value is within the second reference speed value range, and the determination unit (106 in FIG. 2) determines that the second current acceleration value is within the second reference speed value range. If it is determined that the value is within the second reference acceleration value range, the identification unit (108 in FIG. 2) can further identify that the current situation is a collision risk situation under the control of the control unit (110 in FIG. 2).

For example, in the second identification step (S522), the determination unit (106 in FIG. 2) determines that the second current speed value is within the range of the second reference speed value, and the determination unit (106 in FIG. 2) determines that the second current speed value is within the range of the second reference speed value. If it is determined that the acceleration value is within the range of the second reference acceleration value, the identification unit (108 in FIG. 2) can further identify that the current situation is a collision risk situation under the control of the control unit (110 in FIG. 2).

In addition, the vehicle control method 500 of the vehicle control device (100 in FIG. 2) according to the first embodiment of the present invention includes a second input step (S516), a second determination step (S518, S520), and a second identification step. (S522) can be further performed.

The second input step (S516) is the second current speed value of the other vehicle (V2 in FIG. 4) further detected by the detection device (10 in FIG. 2) just before the other vehicle (V2 in FIG. 4) disappears from sight. And the second current acceleration value can be further input from the input unit (102 in FIG. 2).

Afterwards, in the second determination step (S518, S520), the control unit (S518, S520) determines whether the second current speed value input to the input unit (102 in FIG. 2) is within the range of the second reference speed value already set in the determination unit (106 in FIG. 2). According to the control of 110 in FIG. 2, the determination unit (106 in FIG. 2) can further determine (S518), and the second current acceleration value input to the input unit (102 in FIG. 2) is determined by the determination unit (106 in FIG. 2). ), the determination unit (106 in FIG. 2) can further determine whether it is within the range of the second reference acceleration value already set (S520).

For example, the second determination steps (S518, S520) determine whether the second current speed value input to the input unit (102 in FIG. 2) is within the range of the second reference speed value under the control of the control unit (110 in FIG. 2). The unit (106 in FIG. 2) can further determine (S518), and the determination unit (106 in FIG. 2) determines whether the second current acceleration value is within the range of the second reference acceleration value under the control of the control unit (110 in FIG. 2). ) can be further judged (S520).

Afterwards, in the second identification step (S522), the determination unit (106 in FIG. 2) determines that the second current speed value is within the second reference speed value range, and the determination unit (106 in FIG. 2) determines that the second current acceleration value is within the second reference speed value range. If it is determined that the value is within the second reference acceleration value range, the identification unit (108 in FIG. 2) can further identify that the current situation is a collision risk situation under the control of the control unit (110 in FIG. 2).

For example, in the second identification step (S522), the determination unit (106 in FIG. 2) determines that the second current speed value is within the range of the second reference speed value, and the determination unit (106 in FIG. 2) determines that the second current speed value is within the range of the second reference speed value. If it is determined that the acceleration value is within the range of the second reference acceleration value, the identification unit (108 in FIG. 2) can further identify that the current situation is a collision risk situation under the control of the control unit (110 in FIG. 2).

As such, the vehicle control device 100 and its control method 500 according to the first embodiment of the present invention include an input unit 102, a calculation unit 104, a determination unit 106, an identification unit 108, and a control unit. Including (110), the first input step (S502), the first calculation step (S504, S506), the first judgment step (S508), the first identification step (S510), the second input step (S516), and the second A determination step (S518, S520) and a second identification step (S522) are performed.

Therefore, when the vehicle control device 100 and its control method 500 according to the first embodiment of the present invention determine that the first current collision time calculated value is within the range of the first reference collision time t1, the current situation is It is possible to identify a collision risk situation faster than the conventional standard collision time (t2).

Accordingly, the vehicle control device 100 and its control method 500 according to the first embodiment of the present invention can further prevent collisions with other vehicles (V2), thereby further preventing the occurrence of traffic accidents. It can be prevented.

In addition, the vehicle control device 100 and its control method 500 according to the first embodiment of the present invention are configured so that the second current speed value is within the second reference speed value range just before the other vehicle V2 disappears from sight. And, if the second current acceleration value is within the range of the second reference acceleration value, it is possible to identify that the current situation is a collision risk situation.

Therefore, the vehicle control device 100 and its control method 500 according to the first embodiment of the present invention can further prevent collisions with other vehicles (V2), thereby further preventing traffic accidents from occurring. It can be prevented.

Figure 6 is a block diagram showing an example of a vehicle control device according to a second embodiment of the present invention.

Referring to FIG. 6, the vehicle control device 600 according to the second embodiment of the present invention has the same input unit 602 and calculation unit 604 as the vehicle control device (100 in FIG. 2) according to the first embodiment. and a determination unit 606, an identification unit 608, and a control unit 610.

These functions and functions for the input unit 602, calculation unit 604, determination unit 606, identification unit 608, and control unit 610 of the vehicle control device 600 according to the second embodiment of the present invention. The organic connection relationship between the input unit (102 in FIG. 2), the calculation unit (104 in FIG. 2), the determination unit (106 in FIG. 2), and the identification unit of the vehicle control device (100 in FIG. 2) according to the first embodiment. Since the functions of (108 in FIG. 2) and the control unit (110 in FIG. 2) and the organic connection relationship between them are the same, detailed explanations for each will be omitted below.

Here, the input unit 602 of the vehicle control device 600 according to the second embodiment of the present invention receives the current turn signal signal signal and the current brake light signal of another vehicle (V2 in FIG. 4) detected by the detection device 10. At least one more signal can be input.

At this time, the driving unit 612 of the vehicle control device 600 according to the second embodiment of the present invention receives at least one of the current turn signal signal signal and the current brake light signal of the other vehicle (V2 in FIG. 4) output from the input unit 602. When received from the control unit 610, the speed control device 30 of the own vehicle (V1 in FIG. 4) lowers the first current speed value to the already set first target speed value. It can be driven according to the control of (610).

Here, the input unit 602 and the drive unit 612, although not shown, receive at least one of the current turn signal signal and the current brake light signal from another vehicle (V2 in FIG. 4), and set the first current speed value as the first target speed. It can be provided to a typical ECU (Electric Control Unit (not shown)) to drive the speed control device 30 to lower the value.

In addition, although not shown, the input unit 602 and the drive unit 612 receive at least one of the current turn signal signal and the current brake light signal from another vehicle (V2 in FIG. 4), and set the first current speed value as the first target speed. It can be provided to a typical MCU (Micro Control Unit, not shown) to drive the speed control device 30 to lower the speed to match the value.

In addition, the input unit 602 and the driving unit 612 are not limited to this, and receive at least one of the current turn signal signal and the current brake light signal of another vehicle (V2 in FIG. 4), and set the first current speed value as the first target. Any input means and driving means that can drive the speed control device 30 to lower the speed value in accordance with the speed value can be used.

At this time, the input unit 602, calculation unit 604, determination unit 606, control unit 610, and driving unit 612 may be provided in an ECU (not shown) or MCU (not shown) in an integrated form, or may be provided in a separate form. It may be provided to an ECU (not shown) or MCU (not shown).

In addition, the driving unit 612 of the vehicle control device 600 according to the second embodiment of the present invention receives at least one of the current turn signal signal signal and the current brake light signal of another vehicle (V2 in FIG. 4) output from the input unit 602. When received from the control unit 810, the speed control device 30 of the own vehicle (V1 in FIG. 4) lowers the second current speed value to the already set second target speed value. It can be driven according to the control of (610).

Here, the input unit 602 and the drive unit 612, although not shown, receive at least one of the current turn signal signal and the current brake light signal from another vehicle (V2 in FIG. 4), and use the second current speed value as the second target speed. It can be provided to a typical ECU (Electric Control Unit (not shown)) to drive the speed control device 30 to lower the value.

In addition, although not shown, the input unit 602 and the drive unit 612 receive at least one of the current turn signal signal and the current brake light signal from another vehicle (V2 in FIG. 4), and use the second current speed value as the second target speed. It can be provided to a typical MCU (Micro Control Unit (not shown)) to drive the speed control device 30 to lower the value.

In addition, the input unit 602 and the drive unit 612 are not limited to this, but receive at least one of the current turn signal signal and the current brake light signal of another vehicle (V2 in FIG. 4), and set the second current speed value as the second target. Any input means and driving means that can drive the speed control device 30 to lower the speed value in accordance with the speed value can be used.

At this time, the input unit 602, calculation unit 604, determination unit 606, control unit 610, and driving unit 612 may be provided in an ECU (not shown) or MCU (not shown) in an integrated form, or may be provided in a separate form. It may be provided to an ECU (not shown) or MCU (not shown).

A vehicle control method for controlling a vehicle using the vehicle control device 600 according to the second embodiment of the present invention is shown in FIG. 7 below.

FIG. 7 is a flowchart showing an example of a vehicle control method of a vehicle control device according to a second embodiment of the present invention, and FIG. 8 is a flowchart showing another example of a vehicle control method of a vehicle control device according to a second embodiment of the present invention. This is a flowchart.

First, referring to FIG. 7, the vehicle control method 700 of the vehicle control device (600 in FIG. 6) according to the second embodiment of the present invention is the same as that of the vehicle control device (100 in FIG. 2) according to the first embodiment of the present invention. Same as the vehicle control method (500 in FIG. 5), the first input step (S702), the first calculation step (S704, S706), the first judgment step (S708), the first identification step (S710), and the second input step. It includes (S716), a second determination step (S718, S720), and a second identification step (S722).

Among the vehicle control method 700 of the vehicle control device (600 in FIG. 6) according to the second embodiment of the present invention, the functions of each step and the organic connection relationship between them are similar to those of the vehicle according to the first embodiment of the present invention. Since the function of each step in the vehicle control method (500 in FIG. 5) of the control device (100 in FIG. 2) and the organic connection relationship between them are the same, detailed descriptions of each step will be omitted below. .

Here, the vehicle control method 700 of the vehicle control device (600 in FIG. 6) according to the second embodiment of the present invention may further include a third input step (S712) and a first drive step (S714). .

For example, the third input step (S712) can be performed after the first identification step (S710), and the first driving step (S714) can be performed after the third input step (S712).

As another example, the third input step (S712) and the first driving step (S714) are not shown, but can be performed before the first input step (not shown) and are synchronized with the first input step (not shown). It can be done.

That is, the third input step (S712) transmits at least one of the current turn signal signal signal and the current brake light signal of the other vehicle (V2 in FIG. 4) detected by the detection device (10 in FIG. 6) to the input unit (602 in FIG. 6). You can receive more input from .

Afterwards, in the first driving step (S714), at least one of the current turn signal signal and the current brake light signal of the other vehicle (V2 in FIG. 4) output from the input unit (602 in FIG. 6) is received by the control unit (610 in FIG. 6). Upon receiving the input, the speed control device (30 in FIG. 6) of the own vehicle (V1 in FIG. 4) lowers the first current speed value to match the first target speed value already set in the drive unit (612 in FIG. 6). (30 in FIG. 6) can be driven by the driver (612 in FIG. 6) under the control of the control unit (610 in FIG. 6).

In addition, as shown in FIG. 8, the vehicle control method 800 of the vehicle control device (600 in FIG. 6) according to the second embodiment of the present invention is the same as the vehicle control method (100 in FIG. 2) according to the first embodiment of the present invention. ), the same as the vehicle control method (500 in FIG. 5), includes a second input step (S816), a second determination step (S818, S820), and a second identification step (S822).

Among the vehicle control method 800 of the vehicle control device (600 in FIG. 6) according to the second embodiment of the present invention, the functions of each step and the organic connection relationship between them are similar to those of the vehicle according to the first embodiment of the present invention. Since the function of each step in the vehicle control method (500 in FIG. 5) of the control device (100 in FIG. 2) and the organic connection relationship between them are the same, detailed descriptions of each step will be omitted below. .

Here, the vehicle control method 800 of the vehicle control device (600 in FIG. 6) according to the second embodiment of the present invention may further include a fourth input step (S812) and a second drive step (S814). .

For example, the fourth input step (S812) and the second driving step (S814) may be performed before the second input step (S816).

As another example, the fourth input step (S812) and the second driving step (S814) are not shown, but can be performed in synchronization with the second input step (not shown).

That is, in the fourth input step (S812), at least one of the current turn signal signal and the current brake light signal of another vehicle (V2 in FIG. 4) detected by the detection device (10 in FIG. 6) is sent to the input unit (602 in FIG. 6). You can receive more input from .

Afterwards, in the second driving step (S814), at least one of the current turn signal signal and the current brake light signal of the other vehicle (V2 in FIG. 4) output from the input unit (602 in FIG. 6) is received by the control unit (610 in FIG. 6). Upon receiving the input, the speed control device (30 in FIG. 6) of the own vehicle (V1 in FIG. 4) lowers the second current speed value to match the second target speed value already set in the driving unit (612 in FIG. 6). (30 in FIG. 6) can be driven by the driver (612 in FIG. 6) under the control of the control unit (610 in FIG. 6).

As such, the vehicle control device 600 and its control method 700 according to the second embodiment of the present invention include an input unit 602, a calculation unit 604, a determination unit 606, an identification unit 608, and a control unit. Including (610) and the driving unit 612, a first input step (702), a first calculation step (S704, S706), a first determination step (S708), a first identification step (S710), and a third input step ( S712) and the fourth input step (S812) and the first driving step (S714) and the second driving step (S814) and the second input steps (S716, S816) and the second judgment steps (S718, S720, S818, S820) And a second identification step (S722, S822) is performed.

Therefore, when the vehicle control device 600 and its control method 700 according to the second embodiment of the present invention determine that the first current collision time calculated value is within the range of the first reference collision time t1, the current situation is It is possible to identify a collision risk situation faster than the conventional standard collision time (t2).

Accordingly, the vehicle control device 600 and its control method 700 according to the second embodiment of the present invention can further prevent collisions with other vehicles (V2), thereby further preventing the occurrence of traffic accidents. It can be prevented.

In addition, the vehicle control device 600 and its control method 700 according to the second embodiment of the present invention, when receiving at least one of the current turn signal signal and the current brake light signal of another vehicle (V2), control the vehicle (V1) ), the speed control device 30 can be driven to lower the first current speed value to the first target speed value.

Therefore, the vehicle control device 600 and its control method 700 according to the second embodiment of the present invention can further prevent collisions with other vehicles (V2), thereby further preventing traffic accidents from occurring. It can be prevented.

In addition, the vehicle control device 600 and its control method 700, 800 according to the second embodiment of the present invention determines that the second current speed value is the second reference speed just before the other vehicle V2 disappears from sight. value range, and if the second current acceleration value is within the second reference acceleration value range, it is possible to identify that the current situation is a collision risk situation.

Therefore, the vehicle control device 600 and its control methods 700 and 800 according to the second embodiment of the present invention can further prevent collisions with other vehicles (V2), thereby further reducing the occurrence of traffic accidents. It can be prevented in advance.

In addition, the vehicle control device 600 and its control method 800 according to the second embodiment of the present invention are configured to control the host vehicle (V1) when receiving at least one of the current turn signal signal and the current brake light signal of another vehicle (V2). ), the speed control device 30 can be driven to lower the second current speed value to the second target speed value.

Therefore, the vehicle control device 600 and its control method 800 according to the second embodiment of the present invention can further prevent collisions with other vehicles (V2), thereby further preventing traffic accidents from occurring. It can be prevented.

Claims (7)

an input unit that receives the first current position value, first current speed value, and first current acceleration value of the other vehicle detected by the sensing device;
A first current relative distance value, a first current relative speed value, and a first current relative acceleration value with the own vehicle based on the inputted first current position value, first current speed value, and first current acceleration value of the other vehicle. a calculation unit that calculates a first current collision point based on the calculated first current relative distance value, first current relative speed value, and first current relative acceleration value;
a determination unit that determines whether the calculated first current collision time value is within an already set first reference collision time range;
an identification unit that identifies the current situation as a collision risk situation if the first current collision time calculation value is within the first reference collision time range; and
The first current position value, the first current velocity value, and the first current acceleration value are input, a calculation command is transmitted to the calculation unit, a determination command is transmitted to the determination unit, and an identification command is transmitted to the identification unit. It includes a control unit that does,
The input unit,
Just before the other vehicle disappears from sight, a second current speed value and a second current acceleration value of the other vehicle detected by the sensing device are further received;
The judgment department,
further determining whether the inputted second current speed value is within an already set second reference speed value range, and further determining whether the second current acceleration value is within an already set second reference acceleration value range;
The identification unit,
If the second current speed value is within the second reference speed value range and the second current acceleration value is within the second reference acceleration value range, further identify that the current situation is a collision risk situation,
The input unit,
further receiving at least one of the current turn signal signal and the current brake light signal of the other vehicle detected by the detection device;
Upon receiving at least one of the current turn signal signal and the current brake light signal, driving the speed control device of the host vehicle to lower the first current speed value to an already set first target speed value. A vehicle control device further comprising a driving unit. An input unit that receives a second current speed value and a second current acceleration value of the other vehicle detected by the sensing device just before the other vehicle disappears from sight;
a determination unit that determines whether the input second current speed value is within an already set second reference speed value range and determines whether the second current acceleration value is within an already set second reference acceleration value range;
an identification unit that identifies that the current situation is a collision risk situation when the second current speed value is within the second reference speed value range and the second current acceleration value is within the second reference acceleration value range; and
A control unit that receives the second current speed value and the second current acceleration value, transmits a decision command to the determination unit, and transmits an identification command to the identification unit,
The input unit,
further receiving at least one of the current turn signal signal and the current brake light signal of the other vehicle detected by the detection device;
A driving unit that, upon receiving at least one of the current turn signal signal and the current brake light signal, drives the speed control device of the host vehicle to lower the second current speed value to a previously set second target speed value. A vehicle control device further comprising: delete delete delete A first input step of receiving a first current position value, a first current speed value, and a first current acceleration value of another vehicle detected by the sensing device;
A first current relative distance value, a first current relative speed value, and a first current relative acceleration value with the own vehicle based on the inputted first current position value, first current speed value, and first current acceleration value of the other vehicle. A first calculation step of calculating a first current collision point based on the calculated first current relative distance value, first current relative speed value, and first current relative acceleration value;
A first determination step of determining whether the calculated first current collision timing value is within an already set first reference collision timing range; and
If the first current collision timing calculation value is within the first reference collision timing range, a first identification step of identifying that the current situation is a collision risk situation,
Further receiving a second current speed value and a second current acceleration value of the other vehicle detected by the sensing device just before the other vehicle disappears from sight;
further determining whether the inputted second current speed value is within an already set second reference speed value range, and further determining whether the second current acceleration value is within an already set second reference acceleration value range; and
If the second current speed value is within the second reference speed value range and the second current acceleration value is within the second reference acceleration value range, further comprising identifying that the current situation is a collision risk situation,
further receiving at least one of a current turn signal signal and a current brake light signal of the other vehicle detected by the sensing device; and
Upon receiving at least one of the current turn signal signal and the current brake light signal, driving the speed control device of the host vehicle to lower the first current speed value to an already set first target speed value. A vehicle control method comprising further steps. A second input step of receiving a second current speed value and a second current acceleration value of the other vehicle detected by the sensing device just before the other vehicle disappears from sight;
a second determination step of determining whether the inputted second current speed value is within an already set second reference speed value range and determining whether the second current acceleration value is within an already set second reference acceleration value range; and
If the second current speed value is within the second reference speed value range and the second current acceleration value is within the second reference acceleration value range, a second identification step of identifying that the current situation is a collision risk situation,
further receiving at least one of a current turn signal signal and a current brake light signal of the other vehicle detected by the sensing device; and
Upon receiving at least one of the current turn signal signal and the current brake light signal, driving the speed control device of the host vehicle to lower the second current speed value to an already set second target speed value. A vehicle control method further comprising:

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