KR102752639B1 - Advanced Driver Assistance System, Vehicle having the same and method for controlling the same - Google Patents

Abstract

The vehicle of the present invention comprises: an image acquisition unit that acquires an image; a plurality of sensors that are provided at different locations on a chassis and have different detection areas for detecting an obstacle; a processor that acquires an object in an acquired image, and if a fixed obstacle exists among the acquired objects, verifies the location of the fixed obstacle, verifies a sensor that has the verified location as a detection area, and increases the weight of the verified sensor by a predetermined value or more; and a warning unit that outputs collision warning information in response to a control command of the processor.

Description

{Advanced Driver Assistance System, Vehicle having the same and method for controlling the same}

The present invention relates to a collision avoidance device for detecting an obstacle and preventing a collision with the detected obstacle, a vehicle having the same, and a control method thereof.

A vehicle is a machine that moves on the road by driving wheels for the purpose of transporting people or cargo. Accidents can occur due to the vehicle's own malfunction, or due to the driver's carelessness, the negligence of other vehicles, or road conditions.

Recently, various driver assistance devices (ADAS: Advanced Driver Assistance Systems) are being developed to prevent accidents caused by driver carelessness and to provide driving information to drivers and to enable autonomous driving for the convenience of drivers.

For example, there is a technology that detects obstacles around the vehicle by installing a distance detection sensor on the vehicle and warns the driver of this, thereby preventing accidents in advance.

As another example, there is a technology that obtains the distance from another vehicle through an electromagnet mounted on the bumper of a vehicle, and if the obtained distance from another vehicle is within a certain distance, it determines that a collision situation has occurred and supplies power to the electromagnet to generate magnetic force, thereby automatically braking the vehicle in the event of a collision.

In this way, before collision warning or collision avoidance control, obstacles must be detected using sensors. However, when there is an area with many fixed obstacles, a problem occurs in which moving obstacles cannot be detected due to fixed obstacles. As a result, when a moving obstacle appears in this area, the detection time and response time of the obstacle are delayed, resulting in a problem in which collision warning or collision avoidance control cannot be properly performed.

One aspect provides a driver assistance device for identifying direction information in which a stationary obstacle exists, increasing a weight of a sensor track having the identified direction information, and decreasing a reference value for determining whether to control, a vehicle having the same, and a control method thereof.

Another aspect provides a driver assistance device, a vehicle having the same, and a control method thereof, which identifies direction information in which a fixed obstacle exists, increases a weight of a sensor having the identified direction information among a plurality of sensors, and decreases a reference value for determining whether to control.

A driver assistance device according to one aspect is a driver assistance device that performs at least one of a collision warning with an obstacle and a collision avoidance control, the driver assistance device comprising: a sensor having a plurality of tracks having different detection directions for detecting an obstacle; and a processor that determines whether an obstacle exists based on signals detected by the plurality of tracks, obtains distance information and direction information of the detected obstacle based on the detected signal if it is determined that the obstacle exists, determines whether the obstacle is a stationary obstacle based on the obtained distance information, and checks a track corresponding to direction information of the stationary obstacle if it is determined that the obstacle is a stationary obstacle, and increases a weight of the checked track by a predetermined value or more.

The processor of the driver assistance device according to one aspect reduces the reference value for determining whether to control the output of the collision warning by a set value when it is determined that the obstacle is a stationary obstacle.

A driver assistance device according to one aspect further includes a plurality of warning units having different direction information, and when the processor determines that an obstacle is a stationary obstacle, it identifies a warning unit having direction information corresponding to the direction information of the stationary obstacle, and reduces a reference value for determining whether to control the operation of the identified warning unit by a set value.

The processor of the driver assistance device according to one aspect reduces the reference value for determining whether to perform collision avoidance control by a set value when the obstacle is determined to be a stationary obstacle.

A driver assistance device according to one aspect further includes an image acquisition unit for acquiring an image, and a processor acquires an object in the acquired image, and if a stationary obstacle exists among the acquired objects, acquires direction information of the stationary obstacle, and increases a weight of a sensor having the acquired direction information by a predetermined value or more.

A processor of a driver assistance device according to one aspect detects an obstacle in a moving state based on a weight of an elevated track, and controls at least one of collision warning and collision avoidance control when an obstacle in a moving state is detected.

A driver assistance device according to another aspect is a driver assistance device that performs at least one of collision warning with an obstacle and collision avoidance control, the driver assistance device comprising: a plurality of sensors provided at different locations and having different detection directions for detecting the obstacle; and a processor that determines whether an obstacle exists based on signals detected by the plurality of sensors, obtains distance information and direction information of the detected obstacle based on the detected signals when it is determined that the obstacle exists, determines whether the obstacle is a stationary obstacle based on the obtained distance information, and checks a sensor corresponding to direction information of the stationary obstacle when it is determined that the obstacle is a stationary obstacle and increases a weight of the checked sensor by a predetermined value or more.

The processor of the driver assistance device according to another aspect reduces the reference value for determining whether to control the output of the collision warning by a set value when it is determined that the obstacle is a stationary obstacle.

The processor of the driver assistance device according to another aspect detects a moving obstacle in the direction in which a stationary obstacle exists based on the increased weight of the sensor and the decreased reference value, and controls the output of a collision warning when a moving obstacle is detected.

The processor of the driver assistance device according to another aspect reduces the reference value for determining whether to perform collision avoidance control by a set value when the obstacle is determined to be a stationary obstacle.

A processor of a driver assistance device according to another aspect detects a moving obstacle in the direction in which a stationary obstacle exists based on the increased weight of the sensor and the decreased reference value, and performs collision avoidance control when a moving obstacle is detected.

A driver assistance device according to another aspect further includes an image acquisition unit for acquiring an image, and a processor acquires an object in the acquired image, and if a stationary obstacle exists among the acquired objects, acquires direction information of the stationary obstacle, and increases a weight of a sensor having the acquired direction information by a predetermined value or more.

According to another aspect, a vehicle includes: an image acquisition unit for acquiring an image; a plurality of sensors provided at different locations on a chassis and having different detection areas for detecting an obstacle; a processor for acquiring an object in an acquired image, and if a fixed obstacle exists among the acquired objects, identifying a location of the fixed obstacle, identifying a sensor having the identified location as a detection area, and increasing a weight of the identified sensor by a predetermined value or more; and a warning unit for outputting collision warning information in response to a control command of the processor.

According to another aspect, a vehicle further includes a location receiving unit for receiving current location information; and a storage unit for storing map information and road information, wherein the processor determines a location where a fixed obstacle exists based on the received current location information and the map information and road information stored in the storage unit, and increases a weight of a sensor having a determined location as a detection area among detection areas of a plurality of sensors by a predetermined value or more.

According to another aspect, the vehicle's processor reduces the reference value for determining whether to control the output of the collision warning by a set value if the obstacle is determined to be a stationary obstacle.

According to another aspect, the vehicle further includes a braking device for reducing the driving speed in response to a control command of the processor.

According to another aspect, the vehicle's processor reduces the threshold for determining whether to perform collision avoidance control by a set value if the obstacle is determined to be a stationary obstacle.

According to another aspect, the vehicle's processor detects a moving obstacle in the direction in which a stationary obstacle exists based on the increased sensor weights and decreased reference values, and controls the braking device so that collision avoidance control is performed when a moving obstacle is detected.

A vehicle control method according to another aspect comprises: acquiring an object in an image acquired by an image acquisition unit; identifying a location of the fixed obstacle if a fixed obstacle exists among the acquired objects; identifying a sensor having the identified location as a detection area among a plurality of sensors; increasing a weight of the identified sensor by a predetermined value or more; and, if the obstacle is determined to be a fixed obstacle, decreasing a first reference value for determining whether to perform collision warning output control by a first set value, and decreasing a second reference value for determining whether to perform collision avoidance control by the second set value.

A method for controlling a vehicle according to another aspect further includes receiving current location information, determining a location where a fixed obstacle exists based on the received current location information and map information and road information stored in a storage unit, and increasing a weight of a sensor having the determined location as a detection area among a plurality of sensors by a predetermined value or more.

A method for controlling a vehicle according to another aspect further includes detecting an obstacle in a moving state in a direction in which a stationary obstacle exists based on increased weights of a sensor, a decreased first reference value and a decreased second reference value, and performing at least one of output control of a collision warning and collision avoidance control when the moving obstacle is detected.

The present invention increases the weight of a sensor that detects an obstacle in an area corresponding to an area where a stationary obstacle exists in preparation for the possibility that a moving obstacle is not detected due to a stationary obstacle when detecting an obstacle, so that when a moving obstacle suddenly appears, the moving obstacle that suddenly appears can be quickly detected, and thus a collision warning and collision avoidance control for the obstacle can be quickly performed. Accordingly, the present invention can prevent a collision with an obstacle, reduce the rate of additional injury, and improve the stability of driving.

In addition, the present invention can increase the detection accuracy of a moving obstacle by adjusting the increase value of the sensor weight in proportion to the size of the area occupied by the stationary obstacle when increasing the sensor weight.

In particular, the present invention can easily detect the movement of surrounding obstacles when driving by a novice driver or when driving at night.

In this way, the present invention can improve the usability, quality and marketability of driver assistance devices and vehicles, and further increase user satisfaction and secure product competitiveness.

Figure 1 is a configuration diagram of a vehicle according to one embodiment.
Figure 2 is a configuration diagram of a driver assistance device provided in a vehicle according to one embodiment.
FIG. 3 is an exemplary diagram of a detection area of a camera and radar included in a driver assistance device of a vehicle according to one embodiment.
Figure 4 is a configuration diagram of a collision avoidance device provided in a vehicle according to one embodiment.
FIGS. 5A and 5B are exemplary diagrams of the lateral angular resolution of an obstacle detection unit in a collision avoidance device provided in a vehicle according to one embodiment.
FIGS. 6A and 6B are examples of obstacle detection by an obstacle detection unit provided in a vehicle according to one embodiment.
Figure 7 is a control flow diagram of a vehicle according to one embodiment.
FIG. 8 is an exemplary diagram of an obstacle detection unit provided in a vehicle according to another embodiment.
Fig. 9 is an example diagram of obstacle detection by an obstacle detection unit provided in a vehicle according to another embodiment.
Figure 10 is a control flow diagram of a vehicle according to another embodiment.

Like reference numerals refer to like elements throughout the specification. This specification does not describe all elements of the embodiments, and general information within the technical field to which the disclosed invention pertains or information that is redundant between the embodiments is omitted.

The terms 'part, module, element, block' used in the specification can be implemented in software or hardware, and depending on the embodiments, a plurality of 'parts, modules, elements, blocks' can be implemented as a single component, or a single 'part, module, element, block' can include a plurality of components.

Throughout the specification, when a part is said to be "connected" to another part, this includes not only a direct connection but also an indirect connection, and an indirect connection includes a connection via a wireless communications network.

Additionally, when a part is said to "include" a component, this does not mean that it excludes other components, but rather that it may include other components, unless otherwise specifically stated.

Throughout the specification, when it is said that an element is "on" another element, this includes not only cases where the element is in contact with the other element, but also cases where there is another element between the two elements.

The terms first, second, etc. are used to distinguish one component from another, and the components are not limited by the aforementioned terms.

Singular expressions include plural expressions unless the context clearly indicates otherwise.

The identification codes in each step are used for convenience of explanation and do not describe the order of each step. Each step may be performed in a different order than specified unless the context clearly indicates a specific order.

The working principle and embodiments of the disclosed invention will be described with reference to the attached drawings below.

Figure 1 is a configuration diagram of a vehicle according to an embodiment.

A vehicle according to an embodiment may be a vehicle that drives in response to a driver's driving will, or may be an autonomous vehicle that drives autonomously to a destination.

The vehicle according to the embodiment may be an internal combustion engine vehicle, a hybrid vehicle, or an electric vehicle.

In this embodiment, an internal combustion engine vehicle is described as an example.

As shown in FIG. 1, the vehicle (1) includes an engine (10), a transmission (20), a braking device (30), and a steering device (40).

The engine (10) includes a cylinder and a piston and can generate power to drive the vehicle (1).

The transmission (20) includes a plurality of gears and can transmit power generated by the engine (10) to the wheels.

The braking device (30) can decelerate or stop the vehicle (1) through friction with the wheels.

The steering device (40) can change the driving direction of the vehicle (1).

A vehicle (1) may include multiple electrical components.

For example, the vehicle (1) further includes an engine management system (EMS) (11), a transmission control unit (TCU) (21), an electronic brake control module (31), an electronic power steering (EPS) (41), a body control module (BCM), and a driver assistance system (DAS).

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

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

The electronic brake control module (31) can control the braking device (30) in response to the driver's braking intention via the brake pedal and/or slip of the wheels. For example, the electronic brake control module (31) can temporarily release the braking of the wheels in response to slip of the wheels detected when braking the vehicle (1) (Anti-lock Braking Systems, ABS).

The electronic brake control module (31) can selectively release the brakes of the wheels in response to oversteering and/or understeering detected during steering of the vehicle (1) (Electronic stability control, ESC).

Additionally, the electronic brake control module (31) can temporarily brake the wheels in response to wheel slip detected when the vehicle (1) is driven (Traction Control System, TCS).

The electronic steering control device (41) can assist the operation of the steering device (40) so that the driver can easily operate the steering wheel in response to the driver's steering will through the steering wheel. For example, the electronic steering control device (41) can assist the operation of the steering device (40) so as to reduce the steering force during low-speed driving or parking and increase the steering force during high-speed driving.

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

A driver assistance device (100) can assist a driver in operating (driving, braking, steering) a vehicle (1). For example, the driver assistance device (100) can detect an environment around the vehicle (1) (e.g., other vehicles, pedestrians, cyclists, lanes, road signs, etc.) and control driving and/or braking and/or steering of the vehicle (1) in response to the detected environment.

The driver assistance device (100) can provide various functions to the driver. For example, the driver assistance device (100) can provide Lane Departure Warning (LDW), Lane Keeping Assist (LKA), High Beam Assist (HBA), Autonomous Emergency Braking (AEB), Traffic Sign Recognition (TSR), Smart Cruise Control (SCC), Blind Spot Detection (BSD), etc.

The driver assistance device (100) may include a collision avoidance device that outputs notification information about a collision with an obstacle to prevent a collision with an obstacle or to avoid the obstacle.

The driver assistance device (100) includes a camera module (101) that acquires image data around the vehicle (1) and a radar module (102) that acquires obstacle data around the vehicle (1).

The camera module (101) includes a camera (101a) and an electronic control unit (ECU) (101b), and can capture images of the front of the vehicle (1) and recognize other vehicles, pedestrians, cyclists, lanes, road signs, etc.

The radar module (102) includes a radar (102a) and a controller (102b), and can obtain the relative position, relative speed, etc. of obstacles (e.g., other vehicles, pedestrians, cyclists, etc.) around the vehicle (1).

The above electronic components can communicate with each other through the vehicle communication network (NT). For example, the electrical components can exchange data through Ethernet, MOST (Media Oriented Systems Transport), Flexray, CAN (Controller Area Network), LIN (Local Interconnect Network), etc.

The driver assistance device (100, or driver assistance system) can transmit a driving control signal, a braking control signal, and a steering control signal to the engine management system (11), the electronic braking control module (31), and the electronic steering control device (41) through a vehicle communication network (NT).

FIG. 2 is a configuration diagram of a driver assistance device provided in a vehicle according to an embodiment, and FIG. 3 is an example diagram of a detection area of a camera and radar included in a driver assistance device of a vehicle according to an embodiment.

The driver assistance device of the present embodiment can perform a collision avoidance function to prevent a collision with an obstacle. That is, the driver assistance device of the present embodiment can be a collision avoidance device.

As illustrated in FIG. 2, the vehicle (1) may include a braking system (32), a steering system (42), and a driver assistance device (100).

The braking system (32) includes an electronic braking control module (31, see FIG. 1) and a braking device (30, see FIG. 1) described with reference to FIG. 1, and the steering system (42) may include an electronic steering device (41, see FIG. 1) and a steering device (40, see FIG. 1).

The driver assistance device (100) of the present embodiment may include a front camera (110) as a camera of the camera module (101), and may include a front radar (120) and a plurality of corner radars (130: 131, 132, 133, 134) as radars of the radar module (102).

As illustrated in FIG. 3, the driver assistance device (100) may include a front camera (110) for securing a field of view (110a) facing the front of the vehicle (1), a front radar (120), and a plurality of corner radars (130).

The front camera (110) can be installed on the front windshield of the vehicle (1).

The front camera (110) can capture the front of the vehicle (1) and obtain image data of the front of the vehicle (1). The image data of the front of the vehicle (1) can include location information about at least one of another vehicle, a pedestrian, a cyclist, a lane, a curb, a guardrail, a street tree, and a streetlight located in front of the vehicle (1).

The front camera (110) may include a plurality of lenses and an image sensor. The image sensor may include a plurality of photodiodes that convert light into an electrical signal, and the plurality of photodiodes may be arranged in a two-dimensional matrix.

The front camera (110) may be electrically connected to the first control unit (140). For example, the front camera (110) may be connected to the first control unit (140) via a vehicle communication network (NT), connected to the first control unit (140) via a hard wire, or connected to the first control unit (140) via a printed circuit board (PCB).

The front camera (110) can transmit image data of the front of the vehicle (1) to the first control unit (140).

The forward radar (120) may have a field of sensing (120a) facing the front of the vehicle (1). The forward radar (120) may be installed, for example, in the grille or bumper of the vehicle (1).

The forward radar (120) may include a transmitting antenna (or transmitting antenna array) that radiates radio waves toward the front of the vehicle (1) and a receiving antenna (or receiving antenna array) that receives reflected radio waves reflected from an obstacle.

The forward radar (120) can obtain forward radar data from transmitted radio waves by a transmitting antenna and reflected radio waves received by a receiving antenna.

Forward radar data may include location information and speed information about other vehicles, pedestrians or cyclists located in front of the vehicle (1).

The forward radar (120) can calculate the relative distance to an obstacle based on the phase difference (or time difference) between the transmitted and reflected radio waves, and can calculate the relative speed of the obstacle based on the frequency difference between the transmitted and reflected radio waves.

The forward radar (120) may be connected to the first control unit (140) via, for example, a vehicle communication network (NT) or hard wire or a printed circuit board. The forward radar (120) may transmit forward radar data to the first control unit (140).

The plurality of corner radars (130) include a first corner radar (131) installed on the front right side of the vehicle (1), a second corner radar (132) installed on the front left side of the vehicle (1), a third corner radar (133) installed on the rear right side of the vehicle (1), and a fourth corner radar (134) installed on the rear left side of the vehicle (1).

The first corner radar (131) may have a detection field of view (131a) facing the front right side of the vehicle (1). The first corner radar (131) may be installed on the right side of the front bumper of the vehicle (1).

The second corner radar (132) may have a detection field of view (132a) facing the front left side of the vehicle (1) and may be installed on the left side of the front bumper of the vehicle (1).

The third corner radar (133) may have a detection field of view (133a) facing the rear right side of the vehicle (1) and may be installed on the right side of the rear bumper of the vehicle (1).

The fourth corner radar (134) may have a detection field of view (134a) facing the rear left side of the vehicle (1) and may be installed on the left side of the rear bumper of the vehicle (1).

Each of the first, second, third and fourth corner radars (131, 132, 133, 134) may include a transmitting antenna and a receiving antenna.

The first, second, third and fourth corner radars (131, 132, 133 and 134) can obtain first corner radar data, second corner radar data, third corner radar data and fourth corner radar data, respectively.

The first corner radar data may include distance information and speed level regarding other vehicles, pedestrians or cyclists (hereinafter referred to as “obstacles”) located to the right front of the vehicle (1).

The second corner radar data may include distance information and speed level of an obstacle located on the front left side of the vehicle (1).

The third and fourth corner radar data may include distance information and speed information of obstacles located at the rear right side of the vehicle (1) and the rear left side of the vehicle (1).

Each of the first, second, third and fourth corner radars (131, 132, 133, 134) can be connected to the first control unit (140) via a vehicle communication network (NT) or hard wire or a printed circuit board. The first, second, third and fourth corner radars (131, 132, 133, 134) can transmit the first, second, third and fourth corner radar data to the first control unit (140), respectively.

The first control unit (140) may include a controller (101b, see FIG. 1) of a camera module (101, see FIG. 1) and/or a controller (102b, see FIG. 1) of a radar module (102, see FIG. 1) and/or a separate integrated controller.

The first control unit (140) includes a processor (141) and a memory (142).

The processor (141) processes forward image data of the front camera (110), forward radar data of the front radar (120), and corner radar data of a plurality of corner radars (130), and can generate a braking signal and a steering signal for controlling the braking system (32) and the steering system (42).

For example, the processor (141) may include an image signal processor for processing forward image data of a front camera (110) and/or a digital signal processor for processing radar data of radars (120, 130) and/or a micro control unit (MCU) for generating a braking signal and a steering signal.

The processor (141) can detect obstacles (e.g., other vehicles, pedestrians, cyclists, curbs, guardrails, street trees, streetlights, etc.) in front of the vehicle (1) based on forward image data of the front camera (110) and forward radar data of the front radar (120).

Specifically, the processor (141) can obtain position information (distance and direction) and speed information (relative speed) of obstacles in front of the vehicle (1) based on forward radar data of the forward radar (120). The processor (141) can obtain position information (direction) and type information (e.g., whether the obstacle is another vehicle, a pedestrian, a cyclist, a curb, a guardrail, a street tree, or a streetlight, etc.) of obstacles in front of the vehicle (1) based on forward image data of the front camera (110).

In addition, the processor (141) can match obstacles detected by the forward image data to obstacles detected by the forward radar data, and obtain type information, location information, and speed information of the forward obstacles of the vehicle (1) based on the matching result.

The processor (141) can generate a braking signal and a steering signal based on type information, location information, and speed information of obstacles in front.

For example, the processor (141) calculates the time to collision (TTC) between the vehicle (1) and the front obstacle based on the position information (relative distance) and speed information (relative speed) of the front obstacles, and based on the comparison result between the time to collision and a predetermined reference time, the processor (141) can warn the driver of the collision or transmit a braking signal to the braking system (32) or transmit a steering signal to the steering system (42).

In response to a time to collision less than a predetermined first reference time, the processor (141) may output a warning via audio and/or display.

In response to a time to collision being less than a predetermined second reference time, the processor (141) may transmit a pre-brake signal to the braking system (32).

In response to a time to collision that is less than a predetermined third reference time, the processor (141) can transmit an emergency braking signal to the braking system (32). In this case, the second reference time is less than the first reference time, and the third reference time is less than the second reference time.

The processor (141) can transmit a steering signal to the steering system (42) based on direction information among the location information of the obstacles in front.

As another example, the processor (141) may calculate a distance to collision (DTC) based on speed information (i.e., relative speed) of obstacles ahead, and may warn the driver of a collision or transmit a braking signal to the braking system (32) based on a comparison result between the distance to collision and the distance to obstacles ahead.

The processor (141) can obtain location information (distance and direction) and speed information (relative speed) of obstacles on the side (front right, front left, rear right, rear left) of the vehicle (1) based on corner radar data of a plurality of corner radars (130).

The memory (142) can store a program and/or data for the processor (141) to process image data, a program and/or data for the processor (141) to process radar data, and a program and/or data for the processor (141) to generate a braking signal and/or a steering signal.

The memory (142) can temporarily store image data received from the front camera (110) and/or radar data received from radars (120, 130), and temporarily store the processing results of the image data and/or radar data of the processor (141).

Memory (142) may include not only volatile memory such as S-RAM and D-RAM, but also nonvolatile memory such as flash memory, ROM (Read Only Memory), and EPROM (Erasable Programmable Read Only Memory).

Figure 4 is a configuration diagram of a collision avoidance device (200) among driver assistance devices (100) provided in a vehicle according to an embodiment.

A collision avoidance device (200) provided in a vehicle (1) includes an image acquisition unit (210), an obstacle detection unit (220), an input unit (230), a second control unit (240), a storage unit (241), a sound output unit (250), a display unit (260), and a position receiving unit (270), and may further include a braking system (32) and a steering system (42).

The image acquisition unit (210) acquires an image of the road and transmits information of the acquired image to the second control unit (240). Here, the image information may be image data.

The image acquisition unit (210) may include a front camera (110), and may acquire image information of the road from front image data captured by the front camera (110) and may also acquire information on obstacles.

The obstacle detection unit (220) detects obstacles in front and on the left and right sides of the vehicle and transmits obstacle information about the detected obstacles to the second control unit (240). Here, the obstacle information may include location information of the obstacle, and the location information of the obstacle may include distance information to the obstacle and direction information of the obstacle.

The obstacle detection unit (220) is a sensor for detecting obstacles and may include a front radar (120) and first and second corner radars (131, 132).

The forward radar (120) and the first and second corner radars (131, 132) may be radars of the same model or may be radars of different models.

The forward radar (120) may be a radar having the same angular resolution as the first and second corner radars (131, 132). In addition, the forward radar (120) may be a radar having a higher angular resolution than the first and second corner radars (131, 132).

The sensor of the obstacle detection unit (220) may have multiple tracks in which the detection directions of obstacles are set differently. Here, each track may detect an obstacle existing in a preset detection direction. In addition, the detection direction range of each track may have an angular range corresponding to the angular resolution. In other words, the sensor may detect obstacles located within each of the multiple tracks. This will be described with reference to FIGS. 5A and 5B.

As shown in Fig. 5a, when the sensor is a radar of model LRR-20, the sensor can detect the position of an obstacle at a distance of 200 m or more through eight receiving channels with a lateral angular resolution of less than 5 degrees. Here, the eight receiving channels can be receiving channels of eight tracks.

For example, the first track (T1) of the sensor can detect an obstacle existing between 0 and 5 degrees and receive a detection signal through the first channel, the second track (T2) can detect an obstacle existing between 5 and 10 degrees and receive a detection signal through the second channel, and the third track (T3) can detect an obstacle existing between 10 and 15 degrees and receive a detection signal through the third channel. Descriptions of the fourth to eighth tracks are omitted.

That is, the sensor transmits and receives signals through eight tracks, sequentially transmits and receives signals based on a preset order, and detects obstacles existing in the detection direction of each track based on the received signals, and can detect the direction and distance of the obstacle based on the signals received through the channels of each track.

As shown in Fig. 5b, when the sensor is a radar of model MRR-20, the sensor can detect the position of an obstacle at a distance of about 160 m through four receiving channels having a lateral angular resolution of less than 10 degrees. Here, the four receiving channels can be receiving channels of four tracks. Here, the lateral direction can be a direction perpendicular to the moving direction of the vehicle.

For example, a first track (T1) of a sensor can detect an obstacle existing between 0 and 10 degrees and receive a detection signal through a first channel, a second track (T2) can detect an obstacle existing between 10 and 20 degrees and receive a detection signal through a second channel, a third track (T3) can detect an obstacle existing between 20 and 30 degrees and receive a detection signal through a third channel, and a fourth track (T4) can detect an obstacle existing between 30 and 40 degrees and receive a detection signal through a fourth channel.

That is, the sensor can detect obstacles existing in the detection directions of each of the four tracks, and detect the direction and distance of the obstacle based on signals received through the channels of each track.

The input unit (230) can receive an on/off command for the collision avoidance mode.

The input unit (230) can also receive an on/off command for an operation mode linked to the collision avoidance mode. For example, the operation mode linked to the collision avoidance mode may include an autonomous driving mode.

The input unit (230) can select a warning sound for collision prevention from among multiple warning sounds.

When the second control unit (240) receives image information while performing autonomous driving mode, it performs image processing to recognize the lane of the road, recognizes the lane in which the autonomous vehicle is driving based on the location information of the recognized lane, determines whether both lanes of the autonomous lane have been recognized, and if it is determined that both lanes have been recognized, it can control autonomous driving based on the recognized lanes.

The second control unit (240) can identify objects in the image based on image information acquired by the camera when performing collision avoidance mode, and compare information on the identified objects with object information stored in the storage unit to determine whether the objects in the image are fixed obstacles or moving obstacles.

If the second control unit (240) determines that a fixed obstacle exists, it is also possible to determine the location of the fixed obstacle, check the track of the sensor corresponding to the determined location, and increase the weight of the confirmed track.

When the second control unit (240) determines that there is a fixed obstacle in the image, it obtains the ratio of the fixed obstacle in one image.

That is, the second control unit (240) can predict the probability that a moving obstacle is hidden by a fixed obstacle by obtaining the ratio of the size of one image and the size of a fixed obstacle.

The second control unit (240) can obtain the shape of the obstacle based on the information of the identified objects, determine whether the obstacle is a fixed obstacle based on the obtained shape, and if it is determined to be a fixed obstacle, determine the location of the fixed obstacle. Here, the shape of the obstacle can be information for recognizing the type of obstacle.

The second control unit (240) can obtain location information and speed information of an obstacle from image data captured by a front camera, and determine whether the obstacle is a stationary obstacle based on the obtained location information and speed information, and can also obtain the location of the stationary obstacle. Here, the stationary obstacle may include street trees, streetlights, buildings, construction materials, and loads.

The second control unit (240) determines whether a fixed obstacle exists around the vehicle based on the current location information received by the location receiving unit (270) and the map information and road information stored in the storage unit (241). If it is determined that a fixed obstacle exists, it is possible to determine the location of the fixed obstacle, check the track of the sensor corresponding to the determined location, and increase the weight of the confirmed track.

Here, determining the location of a stationary obstacle may include determining the direction in which the stationary obstacle exists.

The second control unit (240) can determine the presence of an obstacle located in front of the vehicle based on obstacle information detected by the front radar (120) among the obstacle detection units (220), can determine the presence of an obstacle located on the right side of the vehicle based on obstacle information detected by the first corner radar (131), and can determine the presence of an obstacle located on the left side of the vehicle based on obstacle information detected by the second radar (132).

If the second control unit (240) determines that an obstacle exists, it can warn the driver of a collision, transmit a braking signal to the braking system (32), or transmit a steering signal to the steering system (42) based on the obstacle information detected by the obstacle detection unit (220). Here, the obstacle information can include information on whether an obstacle exists and information on the location of the obstacle, and the information on the location of the obstacle can include a distance value to the obstacle and a direction of the obstacle.

Here, the distance to the obstacle is the relative distance between the self-vehicle and the obstacle, and the direction of the obstacle can be the relative direction to the self-vehicle.

The second control unit (240) can control the output of warning information if the distance to the obstacle is the first reference distance, and can control the operation of the braking system for collision avoidance control if the distance to the obstacle is the second reference distance. Here, the second reference distance may be a shorter distance than the first reference distance.

The second control unit (240) can control the output of warning information if the collision time with the obstacle is the first reference time, and can control the operation of the braking system for collision avoidance control if the collision time with the obstacle is the second reference time. Here, the second reference time may be a shorter time than the first reference time.

The second control unit (240) determines whether an obstacle exists in the detection direction of each track based on signals detected by multiple tracks of a single sensor, and if it is determined that an obstacle exists, it obtains distance information of the detected obstacle based on the detected signal, and determines whether the obstacle is a stationary obstacle based on the obtained distance information. That is, the second control unit (240) determines whether the detected obstacle is a stationary obstacle based on changes in driving speed, driving time, and obtained distance.

If the second control unit (240) determines that the obstacle is a stationary obstacle, it checks the track that detected the stationary obstacle and increases the weight of the checked track by a certain value or more.

The second control unit (240) can increase the sensitivity of the identified track when the weight of the identified track is increased by a certain value or more. In addition, the second control unit (240) can increase the number of times an obstacle is detected using the identified track when the weight of the identified track is increased by a certain value or more.

When the second control unit (240) increases the weight of the confirmed track by a certain value or more, it can increase the signal processing order of the signal received on the channel of the confirmed track over the signal processing order of the signal received on the channel of another track. In other words, the second control unit (240) can increase the priority of signal processing for the signal received on the channel of the confirmed track.

The second control unit (240) can obtain the ratio of the fixed obstacle based on the signals detected by the multiple tracks when it is determined that a fixed obstacle is detected. The second control unit (240) can increase the weight of the identified track by a predetermined value or by a value greater than the predetermined value based on the ratio of the fixed obstacle. This will be described with reference to FIGS. 6A and 6B.

As illustrated in Fig. 6a, if the second control unit (240) determines that a stationary obstacle has been detected through two of the four tracks of the sensor, it can increase the weights of the two tracks by a first predetermined value.

As illustrated in Fig. 6b, if the second control unit (240) determines that a stationary obstacle has been detected through three of the four tracks of the sensor, it can increase the weights of the three tracks by a second predetermined value.

In addition, an obstacle is an obstacle located in front of the vehicle, and is an obstacle that exists in front of the vehicle based on the front bumper of the vehicle.

If the second control unit (240) determines that a stationary obstacle has been detected through at least one track, it reduces at least one of the first reference distance, the second reference distance, the first reference time, and the second reference time by a set value.

For example, the second control unit (240) can change the first reference distance to the first setting distance by decreasing the first setting value, and can change the second reference distance to the second setting distance by decreasing the second setting value. Here, the first setting value and the second setting value are distance values and may be the same or different.

In addition, the second control unit (240) can change the first reference time to the first setting time by decreasing the first setting value, and can also change the second reference time to the first setting time by decreasing the second setting value. Here, the first setting value and the second setting value are time values and may be the same or different.

The second control unit (240) obtains the distance to an obstacle existing in the detection direction of the confirmed track based on a signal received through the channel of the confirmed track, and if the obtained distance to the obstacle is less than or equal to a first set distance, controls the output of collision warning information, and if the obtained distance to the obstacle is less than or equal to a second set distance, controls the braking system to perform collision avoidance control.

When controlling the output of warning information, the second control unit (240) can also control the operation of a warning lamp or speaker that has direction information corresponding to the direction of an obstacle in a moving state.

The braking system (32) can perform braking in response to a braking signal from the second control unit (240) when preventing a collision with an obstacle.

The braking system (32) can also perform emergency braking based on a braking signal from the second control unit (240).

The steering system (42) can perform steering in response to a steering signal from the second control unit (240) to avoid collision with an obstacle.

The storage unit (241) stores map information and road information.

Map information may include information about the location of roads, the locations of buildings around the roads, etc.

Road information may include information on the location of street trees around each road, location information of buildings, loading information of construction materials, location information of banners, etc.

Road information may include information on the location of trees around intersections, roads where left turns, right turns, and U-turns are possible, location information of buildings, loading information for construction materials, and location information of banners.

The storage unit (241) can also store shape information of a fixed-state obstacle and shape information of a moving-state obstacle.

Here, moving obstacles can be pedestrians, bicycles, bikes, or other vehicles.

The storage unit (241) stores the first reference distance and the second reference distance, and can also store the first setting value and the second setting value for changing the first and second reference distances.

The storage unit (241) can store the first reference time and the second reference time, and can also store the first setting value and the second setting value for changing the first reference time and the second reference time.

The storage unit (241) can store identification information and location information of a plurality of collision points corresponding to the lateral angular resolution of the forward radar. Here, the lateral angular resolution is the ability to separate and recognize a detection area capable of detecting an obstacle using the forward radar, and can recognize the detection area by dividing it into preset angles as a standard unit.

This storage (241) may be implemented as at least one of nonvolatile memory devices such as cache, ROM (Read Only Memory), PROM (Programmable ROM), EPROM (Erasable Programmable ROM), EEPROM (Electrically Erasable Programmable ROM), and flash memory, or volatile memory devices such as RAM (Random Access Memory), or storage media such as a hard disk drive (HDD), CD-ROM, but is not limited thereto.

The storage unit (241) may be a memory implemented as a separate chip from the processor described above in relation to the second control unit (240), or may be implemented as a single chip with the processor.

The sound output unit (250) outputs sound in response to the control command of the second control unit (240).

The sound output unit (250) outputs a warning sound to prevent collision with an obstacle. The sound output unit (250) may be a speaker. The speakers may be provided on the front left and right sides and the rear left and right sides inside the vehicle.

The display unit (260) can display an image or turn it on and off in response to a control command from the second control unit (240).

The display unit (260) can display information on whether the collision avoidance mode is being performed or not, and can display information on collision avoidance when the collision avoidance mode is being performed.

The display unit (260) may be a lamp such as an LED or a flat panel display device such as an LCD.

The display unit (260) may include warning lamps provided on the front left and right sides inside the vehicle, and may further include warning lamps provided on the rear left and right sides, respectively.

The display unit (260) can also display on/off information of an operation mode linked to a collision avoidance mode. At this time, the display unit (260) can display performance information of the collision avoidance mode and performance information of an operation mode linked to the collision avoidance mode together.

The display unit (260) can display autonomous driving mode or manual driving mode.

The display unit (260) can also display obstacles acquired by the image acquisition unit (210) in addition to the lane.

The location receiving unit (270) receives the current location information of the vehicle.

The position receiving unit may include a Global Positioning System (GPS) receiver that performs communication with a plurality of satellites. Here, the Global Positioning System (GPS) receiver includes an antenna module that receives signals from a plurality of GPS satellites. The antenna module may be provided on an antenna mounted on the exterior of the vehicle.

The signal processing unit includes software that acquires the current location using distance and time information corresponding to location signals of multiple GPS satellites, and an output unit that outputs the acquired vehicle location data.

The vehicle may further include a speed detection unit for detecting a driving speed of the vehicle.

Figure 7 is a control flow diagram of a vehicle according to one embodiment.

The vehicle can determine the presence of an obstacle based on at least one of map information and road information stored in the image acquisition unit (210), obstacle detection unit (220), location receiving unit (270), and storage unit (241).

The vehicle identifies objects in the image based on image information acquired by the front camera, and compares the information of the identified objects with the object information stored in the storage unit to determine whether the objects in the image are obstacles. In other words, the vehicle can detect obstacles from the image information.

The vehicle can also determine whether there is an obstacle around the vehicle based on the current location information received by the location receiving unit (270) and the map information and road information stored in the storage unit (241). In other words, the vehicle can detect an obstacle from the map information and road information.

The vehicle can also determine the presence of an obstacle based on signals received from sensors, which are obstacle detection units.

More specifically, the vehicle can determine the presence of an obstacle located in front of the vehicle based on obstacle information detected by the front radar (120), can determine the presence of an obstacle located on the right side of the vehicle based on obstacle information detected by the first corner radar (131), and can determine the presence of an obstacle located on the left side of the vehicle based on obstacle information detected by the second corner radar (132). In other words, the vehicle can detect an obstacle from a sensing signal of the obstacle detection unit.

The vehicle can determine whether there is an obstacle in the detection direction of the track based on the signal received from each track of the sensor.

The vehicle detects obstacles in the surroundings (301) and determines whether the detected obstacles are fixed obstacles or moving obstacles. Here, fixed obstacles may include street trees, streetlights, buildings, construction materials, and cargo.

More specifically, the vehicle can obtain the shape of the obstacle based on information about objects identified in the image, determine whether the obstacle is a stationary obstacle based on the obtained shape, and if it is determined to be a stationary obstacle, determine the location of the stationary obstacle. Here, the shape of the obstacle can be information for recognizing the type of obstacle.

The vehicle can determine an obstacle included in road information and map information as a fixed obstacle. At this time, the vehicle can determine the location of the fixed obstacle based on the road information, map information, and the current location information of the vehicle.

The vehicle checks distance information from an obstacle detected by an obstacle detection unit, and determines whether the location of the detected obstacle changes based on the checked distance information, driving speed, and driving time. If it is determined that the location of the detected obstacle does not change, the vehicle determines the detected obstacle as a stationary obstacle, and determines the location of the obstacle through identification information of a channel that received a detection signal for the stationary obstacle.

When the vehicle determines that a stationary obstacle exists (302), it obtains the ratio occupied by the stationary obstacle (303).

More specifically, when the vehicle determines that a stationary obstacle exists in the image, it obtains the ratio of the stationary obstacle in one image. In other words, by obtaining the ratio of the size of one image and the size of the stationary obstacle, the vehicle can predict the probability that a moving obstacle is hidden by a stationary obstacle.

The vehicle can also obtain the percentage of fixed obstacles based on the number of tracks on which detection signals for fixed obstacles are received and the total number of tracks.

When the vehicle determines that a stationary obstacle exists, it checks the track of a sensor having a channel that has received a detection signal for the stationary obstacle and increases the weight of the checked track (304).

When the position of a fixed obstacle is determined by the image acquisition unit and the position receiving unit, the vehicle can also check a track having a detection direction corresponding to the direction among the position information of the fixed obstacle and increase the weight of the checked track.

Increasing the weight of the identified track here may include increasing the sensitivity of the identified track.

Additionally, increasing the weight of the identified track may include increasing the number of obstacles detected through the identified track.

Additionally, increasing the weight of the identified track may include preferentially processing signals received on the channel of the identified track.

The vehicle can adjust the weight of the identified track based on the proportion of obstacles in the stationary state.

For example, if the vehicle determines that a stationary obstacle has been detected through two of the four tracks of the sensor, the vehicle can increase the weights of the two tracks by a first predetermined value, and if the vehicle determines that a stationary obstacle has been detected through three of the four tracks of the sensor, the vehicle can increase the weights of the three tracks by a second predetermined value.

The vehicle reduces (305) the reference value for determining whether to control the output of warning information and the reference value for determining whether to perform collision avoidance control.

For example, the second control unit (240) can change the first reference distance for determining whether to control the output of warning information by the first setting value to the first setting distance, and can change the second reference distance for determining whether to control collision avoidance by the second setting value to the second setting distance. Here, the first setting value and the second setting value are distance values and may be the same or different.

The vehicle may also change the first reference time for determining whether to control the output of warning information by the first setting value to the first setting time, and may also change the second reference time for determining whether to control collision avoidance by the second setting value to the first setting time. Here, the first setting value and the second setting value are time values and may be the same or different.

The vehicle determines (306) whether a moving obstacle exists in the detection direction of the identified track based on a signal received through a channel of the identified track, and if it is determined that a moving obstacle exists, it acquires the distance to the moving obstacle, and if the acquired distance to the obstacle is less than or equal to a first set distance, it controls the output of collision warning information, and if the acquired distance to the obstacle is less than or equal to a second set distance, it controls the braking system to perform collision avoidance control (307).

Collision avoidance control may include reducing driving speed or performing braking.

In addition, the vehicle acquires a distance to an obstacle existing in the detection direction of the other track based on a signal received through a channel of a track other than the confirmed track, and if the acquired distance to the obstacle is less than or equal to a first reference distance, controls the output of collision warning information, and if the acquired distance to the obstacle is less than or equal to a second reference distance, controls the braking system to perform collision avoidance control.

When controlling the output of warning information, the vehicle can also control the operation of warning lamps or speakers that have direction information corresponding to the direction of an obstacle in a moving state.

FIG. 8 is an exemplary diagram of an obstacle detection unit provided in a vehicle according to another embodiment, and FIG. 9 is an exemplary diagram of obstacle detection by an obstacle detection unit provided in a vehicle according to another embodiment.

Descriptions of the same configurations as those of one embodiment among the configurations of a vehicle according to another embodiment will be omitted. That is, only the configurations of the obstacle detection unit and the control unit among the configurations of a vehicle according to another embodiment will be described. In addition, descriptions will be made using the drawing numbers of Fig. 4.

As illustrated in Fig. 8, the vehicle may include a plurality of sensors (S1-S7) as obstacle detection units for detecting obstacles.

In addition, the obstacle detection unit (220) may include a plurality of radar sensors and may also include a plurality of lidar sensors.

LiDAR (Light Detection And Ranging) sensor is a non-contact distance detection sensor that uses the laser radar principle.

A lidar sensor may include a transmitter that transmits a laser and a receiver that receives the laser that is reflected from the surface of an object within the sensor range. As a reference, a lidar sensor has a higher detection accuracy in the lateral direction than a radar (Radar: Radio Detecting And Ranging) sensor, so it can increase the accuracy of the process of determining whether there is a passage ahead.

The obstacle detection unit (220) may include a plurality of ultrasonic sensors. The ultrasonic sensor generates ultrasonic waves for a certain period of time and then detects signals that are reflected from an object and returned. The ultrasonic sensor can be used to determine the presence or absence of obstacles such as pedestrians within a short distance.

The second control unit (240) identifies objects in the image based on image information acquired by the camera when performing collision avoidance mode, determines whether at least one of the identified objects is a stationary obstacle, and if it is determined to be a stationary obstacle, determines the location of the stationary obstacle, verifies a sensor corresponding to the location, and can also control the weight of the identified sensor to increase.

The second control unit (240) can also obtain the ratio of fixed obstacles based on image information and adjust the increase value of the weight of the identified sensor based on the obtained ratio.

The second control unit (240) determines whether there is a fixed obstacle around the vehicle based on the current location information received by the location receiving unit (270) and the map information and road information stored in the storage unit (241). If it is determined that there is a fixed obstacle, it is also possible to determine the location of the fixed obstacle, check the sensor corresponding to the determined location, and increase the weight of the identified sensor.

Here, determining the location of a stationary obstacle may include determining the direction in which the stationary obstacle exists.

The second control unit (240) determines whether an obstacle exists in the detection direction of each sensor based on signals detected by a plurality of sensors, and if it is determined that an obstacle exists, it obtains distance information of the detected obstacle based on the detected signal, and determines whether the obstacle is a stationary obstacle based on the obtained distance information. That is, the second control unit (240) determines whether the detected obstacle is a stationary obstacle based on changes in the driving speed, driving time, and obtained distance. Here, the detection directions of the plurality of sensors for detecting obstacles may be different from each other. The detection directions of these sensors may be set in advance.

If the second control unit (240) determines that the obstacle is a stationary obstacle, it checks the sensor that detected the stationary obstacle and increases the weight of the identified sensor by a certain value or more.

If the second control unit (240) determines that a fixed-state obstacle has been detected through a plurality of sensors, it can obtain the ratio of the fixed-state obstacle based on the signals detected by the plurality of sensors. The second control unit (240) can increase the weight of the identified sensor by a predetermined value or by a value greater than the predetermined value based on the ratio of the fixed-state obstacle.

For example, as illustrated in FIG. 9, if the second control unit (240) determines that a stationary obstacle has been detected through two of the seven sensors, it can increase the weights of the two sensors by a first predetermined value, and if it determines that a stationary obstacle has been detected through three sensors, it can increase the weights of the three sensors by a second predetermined value. In addition, it is also possible to increase the weights of the three sensors differently.

If the second control unit (240) determines that a stationary obstacle has been detected through at least one sensor, it reduces at least one of the first reference distance, the second reference distance, the first reference time, and the second reference time by a set value.

In addition, the second control unit (240) can change the first reference time to the first setting time by decreasing the first setting value, and can also change the second reference time to the first setting time by decreasing the second setting value. Here, the first setting value and the second setting value are time values and may be the same or different.

The second control unit (240) obtains the distance to an obstacle existing in the detection direction of the verified sensor based on a signal received through the verified sensor, and if the obtained distance to the obstacle is less than or equal to a first set distance, controls the output of collision warning information, and if the obtained distance to the obstacle is less than or equal to a second set distance, controls the braking system to perform collision avoidance control.

When controlling the output of warning information, the second control unit (240) can also control the operation of a warning lamp or speaker that has direction information corresponding to the direction of an obstacle in a moving state.

The second control unit (240) checks the distance to the detected obstacle when a moving obstacle is detected through the remaining sensors that do not receive signals for fixed obstacles, and if the distance to the detected obstacle is the first reference distance, controls the output of warning information, and if the distance to the obstacle is the second reference distance, controls the operation of the braking system for collision avoidance control.

Figure 10 is a control flow diagram of a vehicle according to another embodiment.

The vehicle can determine the presence of an obstacle based on at least one of map information and road information stored in the image acquisition unit (210), obstacle detection unit (220), location receiving unit (270), and storage unit (241).

The vehicle identifies objects in the image based on image information acquired by the front camera, and compares the information of the identified objects with the object information stored in the storage unit to determine whether the objects in the image are obstacles. In other words, the vehicle can detect obstacles from the image information.

The vehicle can also determine whether there is an obstacle around the vehicle based on the current location information received by the location receiving unit (270) and the map information and road information stored in the storage unit (241). In other words, the vehicle can detect an obstacle from the map information and road information.

The vehicle can also determine the presence of an obstacle based on signals received from multiple sensors, which are obstacle detection units.

The vehicle detects obstacles in the surroundings (311) and determines whether the detected obstacles are stationary or moving obstacles.

More specifically, the vehicle can obtain the shape of the obstacle based on information about objects identified in the image, determine whether the obstacle is a stationary obstacle based on the obtained shape, and if it is determined to be a stationary obstacle, determine the location of the stationary obstacle. Here, the shape of the obstacle can be information for recognizing the type of obstacle.

The vehicle can determine an obstacle included in road information and map information as a fixed obstacle. At this time, the vehicle can determine the location of the fixed obstacle based on the road information, map information, and the current location information of the vehicle.

The vehicle checks distance information from an obstacle detected through a plurality of sensors, and determines whether the position of the detected obstacle changes based on the confirmed distance information, driving speed, and driving time, and if it is determined that the position of the detected obstacle does not change, it determines the detected obstacle as a stationary obstacle, and can determine the position (i.e., direction) of the obstacle through the identification information of the sensor that received the detection signal for the stationary obstacle.

When the vehicle determines that a stationary obstacle exists (312), it obtains the ratio occupied by the stationary obstacle (313).

More specifically, when the vehicle determines that a stationary obstacle exists in the image, it obtains the ratio of the stationary obstacle in one image. In other words, by obtaining the ratio of the size of one image and the size of the stationary obstacle, the vehicle can predict the probability that a moving obstacle is hidden by a stationary obstacle.

The vehicle can also obtain the proportion of stationary obstacles based on the number of sensors that have received detection signals for stationary obstacles and the total number of sensors.

When the vehicle determines that a stationary obstacle exists, it checks the sensor that received the detection signal for the stationary obstacle and increases the weight of the identified sensor (314).

When the location of a fixed obstacle is determined by the image acquisition unit and the location receiving unit, the vehicle can also check a sensor having a detection direction corresponding to the direction among the location information of the fixed obstacle and increase the weight of the checked sensor.

Increasing the weight of the identified sensor here may include increasing the sensitivity of the identified sensor.

Additionally, increasing the weight of the identified sensor may include increasing the number of obstacle detections via the identified sensor.

Additionally, increasing the weight of the identified sensor may include preferentially processing signals received by the identified sensor.

The vehicle can adjust the weights of the identified sensors based on the proportion of obstacles in a stationary state.

For example, if the vehicle determines that a stationary obstacle has been detected by two of the seven sensors, the vehicle can increase the weights of the two sensors by a first predetermined value, and if the vehicle determines that a stationary obstacle has been detected by three sensors, the vehicle can increase the weights of the three sensors by a second predetermined value.

The vehicle reduces (315) the reference value for determining whether to control the output of warning information and the reference value for determining whether to perform collision avoidance control.

For example, the second control unit (240) can change the first reference distance for determining whether to control the output of warning information by the first setting value to the first setting distance, and can change the second reference distance for determining whether to control collision avoidance by the second setting value to the second setting distance. Here, the first setting value and the second setting value are distance values and may be the same or different.

The vehicle may also change the first reference time for determining whether to control the output of warning information by the first setting value to the first setting time, and may also change the second reference time for determining whether to control collision avoidance by the second setting value to the first setting time. Here, the first setting value and the second setting value are time values and may be the same or different.

The vehicle determines (316) whether a moving obstacle exists in the detection direction of the identified sensor based on a signal received through the identified sensor, and if it determines that a moving obstacle exists, it acquires the distance to the moving obstacle, and if the acquired distance to the obstacle is less than or equal to a first set distance, it controls the output of collision warning information, and if the acquired distance to the obstacle is less than or equal to a second set distance, it controls the braking system (307) to perform collision avoidance control.

Collision avoidance control may include reducing driving speed or performing braking.

In addition, the vehicle acquires a distance to an obstacle existing in the detection direction of another sensor based on a signal received through a sensor other than the identified sensor, and if the acquired distance to the obstacle is less than or equal to a first reference distance, controls the output of collision warning information, and if the acquired distance to the obstacle is less than or equal to a second reference distance, controls the braking system to perform collision avoidance control.

When controlling the output of warning information, the vehicle can also control the operation of warning lamps or speakers that have direction information corresponding to the direction of an obstacle in a moving state.

Meanwhile, the disclosed embodiments may be implemented in the form of a recording medium storing instructions executable by a computer. The instructions may be stored in the form of program codes, and when executed by a processor, may generate program modules to perform the operations of the disclosed embodiments. The recording medium may be implemented as a computer-readable recording medium.

Computer-readable storage media include all types of storage media that store instructions that can be deciphered by a computer. Examples include ROM (Read Only Memory), RAM (Random Access Memory), magnetic tape, magnetic disk, flash memory, and optical data storage devices.

As described above, the disclosed embodiments have been described with reference to the attached drawings. Those skilled in the art to which the present invention pertains will understand that the present invention can be implemented in forms other than the disclosed embodiments without changing the technical idea or essential features of the present invention. The disclosed embodiments are exemplary and should not be construed as limiting.

1: Vehicle
100: Driver Assistance Devices
110: Front camera
120: Forward Radar
130: Corner Radar
131: 1st corner radar
132: 2nd corner radar
133: Third Corner Radar
134: 4th Corner Radar
140: First Control Unit
200: Collision prevention device
240: Second Control Unit

Claims (21)

In a driver assistance device performing at least one of collision warning and collision avoidance control with an obstacle,
A sensor having a plurality of tracks with different detection directions for detecting obstacles; and
A driver assistance device including a processor which determines whether an obstacle exists based on signals detected by the plurality of tracks, and if it is determined that the obstacle exists, obtains distance information and direction information of the detected obstacle based on the detected signals, determines whether the obstacle is a stationary obstacle based on the obtained distance information, and if it is determined that the obstacle is a stationary obstacle, identifies a track corresponding to the direction information of the stationary obstacle, increases a weight of the identified track by a predetermined value or more, detects a moving obstacle based on the weight of the increased track, and controls at least one of the collision warning and collision avoidance control if the moving obstacle is detected. In the first paragraph, the processor,
A driver assistance device that reduces the reference value for determining whether to control the output of a collision warning by a set value when the above obstacle is determined to be a fixed obstacle. In the first paragraph,
Including multiple warning signs with different directional information,
The above processor is a driver assistance device that, if it is determined that the obstacle is a stationary obstacle, checks a warning unit having direction information corresponding to the direction information of the stationary obstacle, and reduces a reference value for determining whether to control the operation of the checked warning unit by a set value. In the first paragraph, the processor,
A driver assistance device that reduces the reference value for determining whether to perform collision avoidance control by a set value when the above obstacle is determined to be a stationary obstacle. In the first paragraph,
Further comprising an image acquisition unit for acquiring an image,
The above processor is a driver assistance device that acquires an object in the acquired image, acquires direction information of the fixed obstacle if there is a fixed obstacle among the acquired objects, and increases the weight of a sensor having the acquired direction information by a predetermined value or more. delete In a driver assistance device performing at least one of collision warning and collision avoidance control with an obstacle,
A plurality of sensors arranged at different locations and having different detection directions for detecting the obstacle; and
A driver assistance device including a processor which determines whether an obstacle exists based on signals detected by the plurality of sensors, and if it is determined that the obstacle exists, obtains distance information and direction information of the detected obstacle based on the detected signals, determines whether the obstacle is a stationary obstacle based on the obtained distance information, and if it is determined that the obstacle is a stationary obstacle, identifies a sensor corresponding to direction information of the stationary obstacle, increases a weight of the identified sensor by a predetermined value or more, detects a moving obstacle based on the increased weight of the sensor, and if the moving obstacle is detected, controls at least one of the collision warning and collision avoidance control. In the seventh paragraph, the processor,
A driver assistance device that reduces the reference value for determining whether to control the output of a collision warning by a set value when the above obstacle is determined to be a fixed obstacle. In the 8th paragraph, the processor,
A driver assistance device that detects an obstacle in a moving state in the direction in which the fixed obstacle exists based on the weight of the elevated sensor and the reduced reference value, and controls the output of the collision warning when the moving obstacle is detected. In the seventh paragraph, the processor,
A driver assistance device that reduces the reference value for determining whether to perform collision avoidance control by a set value when the above obstacle is determined to be a stationary obstacle. In the 10th paragraph, the processor,
A driver assistance device that detects an obstacle in a moving state in the direction in which the fixed obstacle exists based on the weight of the increased sensor and the decreased reference value, and performs the collision avoidance control when the moving obstacle is detected. In Article 7,
Further comprising an image acquisition unit for acquiring an image,
The above processor is a driver assistance device that acquires an object in the acquired image, acquires direction information of the fixed obstacle if there is a fixed obstacle among the acquired objects, and increases the weight of a sensor having the acquired direction information by a predetermined value or more. An image acquisition unit that acquires images;
Multiple sensors installed at different locations on the chassis and having different detection areas for detecting obstacles;
A processor that acquires an object in the acquired image, and if there is a fixed obstacle among the acquired objects, verifies the location of the fixed obstacle, verifies a sensor having the verified location as a detection area, increases the weight of the verified sensor by a predetermined value or more, detects a moving obstacle based on the increased weight of the sensor, and controls at least one of collision warning and collision avoidance control when the moving obstacle is detected; and
A vehicle including a warning unit that outputs collision warning information in response to a control command of the above processor. In Article 13,
A location receiving unit for receiving current location information; and
Further comprising a storage unit for storing map information and road information,
The above processor is a vehicle that determines a location where the fixed obstacle exists based on the received current location information and the map information and road information stored in the storage unit, and increases the weight of a sensor having the determined location as a detection area among the detection areas of the plurality of sensors by a predetermined value or more. In the 13th paragraph, the processor,
A vehicle that reduces the reference value for determining whether to control the output of a collision warning by a set value when the above obstacle is determined to be a fixed obstacle. In Article 13,
A vehicle further comprising a braking device for reducing a driving speed in response to a control command of the above processor. In the 16th paragraph, the processor,
A vehicle that reduces the reference value for determining whether to perform collision avoidance control by a set value when the above obstacle is determined to be a fixed obstacle. In the 17th paragraph, the processor,
A vehicle that detects an obstacle in the moving state in the direction in which the fixed obstacle exists based on the weight of the increased sensor and the decreased reference value, and controls the braking device so that collision avoidance control is performed when the moving obstacle is detected. Acquire an object within an image acquired by an image acquisition unit,
If there is a fixed obstacle among the objects obtained above, the location of the fixed obstacle is checked,
Among the multiple sensors, identify a sensor that has the above-mentioned confirmed location as its detection area,
Increase the weight of the above-mentioned sensor by a certain value or more,
If the above obstacle is determined to be a fixed obstacle, the first reference value for determining whether to control the output of the collision warning is reduced by the first setting value, and the second reference value for determining whether to control the collision avoidance is reduced by the second setting value.
Detecting an obstacle in a moving state in the direction in which the fixed obstacle exists based on the weight of the above-mentioned increased sensor, the above-mentioned reduced first reference value, and the above-mentioned reduced second reference value,
A control method for a vehicle that performs at least one of collision warning output control and collision avoidance control when an obstacle in the above moving state is detected. In Article 19,
Receive current location information,
Based on the received current location information and the map information and road information stored in the storage unit, the location where the fixed obstacle exists is determined,
A vehicle control method further comprising increasing the weight of a sensor having the determined location as a detection area among the plurality of sensors by a predetermined value or more.


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