Driver assistance device and method for operating a driver assistance device

Abstract

The present invention relates to a driver assistance device and a method for operating the driver assistance device. The driver assistance device includes: a navigation device that provides a guide route and road information; a detector that measures information about the surrounding environment of a vehicle; and a processor that performs deceleration control for entering an exit ramp based on the information obtained by the navigation device and the detector.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of Korean Patent Application No. 10-2018-0161913 filed on December 14, 2018 in the Korean Intellectual Property Office, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The invention relates to a driver assistance device for supporting ramp entry during driving and to a method for operating the driver assistance device. Background Art

[0004] Advanced Driver Assistance System (ADAS) is a system used to provide driving information or hazard warnings, or prevent safety accidents through active intervention, so that drivers can drive more conveniently and safely. Examples of ADAS include Navigation Smart Cruise Control (NSCC), Smart Cruise Control (SCC), Lane Departure Warning System (LDWS), Lane Keeping Assist System (LKAS), Collision Avoidance System (CAS), Driver State Monitoring (DSM), etc.

[0005] In these systems, NSCC automatically reduces the speed of the vehicle before entering a highway or a curved section of a highway to enable the vehicle to travel safely on the curved road. NSCC works with the navigation terminal to control acceleration or deceleration according to the driving conditions of surrounding vehicles and the curvature of the road.

[0006] When a route from an exit ramp (exit connecting road) to another road is set in the navigation terminal, NSCC will reduce the vehicle speed from the main road, but not limited to reaching the safe speed of the curved section of the exit ramp. Therefore, when the driver wants to continue driving on the main road without entering the exit ramp, NSCC will reduce the vehicle speed to the safe speed of the curved section of the exit ramp until the navigation terminal determines that the vehicle has deviated from the route. In this case, the vehicle may have a rear-end collision with the vehicle behind and may hinder traffic flow. Summary of the invention

[0007] The object of the present invention is to solve the above problems occurring in the prior art while maintaining the advantages of the prior art.

[0008] One aspect of the present invention provides a driver assistance device for performing deceleration control according to a driving lane of a vehicle and a type of an exit road when an exit ramp exists on a driving path of the vehicle, and a method for operating the driver assistance device.

[0009] The technical problems to be solved by the present invention are not limited to the above-mentioned problems, and any other technical problems not mentioned herein will be clearly understood by those skilled in the art to which the present invention belongs from the following description.

[0010] According to aspects of the present invention, a driver assistance device may include a navigation device that provides a guide route and road information, a detector that obtains information about the surrounding environment of the vehicle, and a processor that performs deceleration control for entering an exit ramp based on the information obtained by the navigation device and the detector. The processor determines a driving lane of the vehicle based on the road information and the information about the surrounding environment of the vehicle while traveling along the guide route, determines a control target point in the exit ramp on the guide route based on the determined driving lane, determines a target pre-deceleration speed based on a final target speed at the control target point, determines a control mode based on whether the control target point exists within a set range and whether an operating condition is satisfied, determines an acceleration required to reduce the vehicle speed to the final target speed before the vehicle reaches the control target point, and controls the entry of the exit ramp by reducing the vehicle speed to the target pre-deceleration speed in advance based on the control mode and the required acceleration.

[0011] The processor may determine any one of the points in the exit ramp as a control target point based on the road curvature and the required deceleration at each point in the exit ramp.

[0012] The processor may determine an exit ramp entry speed relative to a speed limit of a main road on which the vehicle is traveling, may determine a target branch point passing speed based on a final target speed and a distance between the branch point and a control target point, and may determine a target pre-deceleration speed based on the exit ramp entry speed and the target branch point passing speed.

[0013] When the exit ramp entry speed exceeds the target branch point passing speed, the processor may determine the target pre-deceleration speed as the exit ramp entry speed.

[0014] When the exit ramp entry speed is less than or equal to the target branch point passing speed, the processor may determine the target pre-deceleration speed as the target branch point passing speed.

[0015] When the control target point is not located within the set range and the operating condition is satisfied, the processor may determine the control mode to be the standby mode.

[0016] When the control target point is within the set range and the operating conditions are satisfied, the processor may determine the control mode to be the pre-entry control mode.

[0017] When the control target point is within the set range and the operating condition is not satisfied, the processor may determine the control mode as the normal control mode.

[0018] The processor can determine whether the control mode is the pre-entry control mode. When it is determined that the control mode is the pre-entry control mode, it can determine whether deceleration control is required based on the required acceleration. When it is determined that deceleration control is required, the vehicle speed is reduced to the target pre-deceleration speed in advance, and a warning can be output by determining whether the exit ramp entry speed exceeds the target branch point passing speed.

[0019] When it is determined that the control mode is not the pre-entry control mode, the processor may output a warning by determining whether a predetermined required deceleration is less than a maximum allowable deceleration in ramp curve deceleration control.

[0020] When it is determined that the control mode is the pre-entry control mode and the deceleration control is not required, the processor may accelerate the vehicle to the target branch point passing speed, or control the vehicle to travel at a constant speed.

[0021] According to another aspect of the present invention, a method for operating a driver assistance device includes: determining a driving lane of a vehicle while traveling along a guide route; determining a control target point in an exit ramp on the guide route based on a driving lane determination result; determining a target pre-deceleration speed based on a final target speed at the control target point; determining a control mode based on whether the control target point exists within a set range and whether an operating condition is satisfied; calculating an acceleration required to reduce the vehicle speed to the final target speed before the vehicle reaches the control target point; and controlling entry into the exit ramp by reducing the vehicle speed to the target pre-deceleration speed in advance based on the control mode and the required acceleration.

[0022] Determining the control target point may include determining any one of the points in the exit ramp as the control target point based on the road curvature and the required deceleration at the respective points in the exit ramp.

[0023] Determining the target pre-deceleration speed may include calculating an exit ramp entry speed relative to a speed limit of a main road on which the vehicle is traveling; calculating a target branch point passing speed based on a final target speed and a distance between the branch point and a control target point; and determining the target pre-deceleration speed based on the exit ramp entry speed and the target branch point passing speed.

[0024] The determining of the target pre-deceleration speed may further include determining the target pre-deceleration speed as the exit ramp entry speed when the exit ramp entry speed exceeds the target branch point passing speed.

[0025] The determination of the target pre-deceleration speed may further include determining the target pre-deceleration speed as the target branch point passing speed when the exit ramp entry speed is less than or equal to the target branch point passing speed.

[0026] Controlling entry into an exit ramp may include determining whether a control mode is a pre-entry control mode; when it is determined that the control mode is the pre-entry control mode, determining whether deceleration control is required based on the required acceleration; when it is determined that deceleration control is required, reducing the vehicle speed to a target pre-deceleration speed in advance; determining whether an exit ramp entry speed exceeds a target branch point passing speed during a previous deceleration period; and outputting a warning when it is determined that the exit ramp entry speed exceeds the target branch point passing speed.

[0027] Determining whether the control mode is a pre-entry control mode may include, when it is determined that the control mode is not the pre-entry control mode, determining whether a predetermined required deceleration is less than a maximum allowable deceleration during ramp curve deceleration control; and outputting a warning when it is determined that the predetermined required deceleration is less than the maximum allowable deceleration.

[0028] The method may further include switching the control mode to a normal control mode and reducing the vehicle speed to a final target speed when the vehicle enters a bag-shaped exit ramp before determining whether the predetermined desired deceleration is less than a maximum allowable deceleration.

[0029] The determination of the traveling lane may further include, when it is determined that the traveling lane is not an outermost lane of a main road on which the vehicle is traveling, determining that the vehicle deviates from the guide route and not performing deceleration control. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The above and other purposes, features and advantages of the present invention will become more apparent through the following specific embodiments in conjunction with the accompanying drawings:

[0031] Figure 1 is a block diagram showing a driver assistance device according to an exemplary embodiment of the present invention;

[0032] Figure 2 is a view showing a method of calculating a target pre-deceleration speed according to an exemplary embodiment of the present invention;

[0033] Figure 3 is a view illustrating a method of determining a control mode according to an exemplary embodiment of the present invention;

[0034] Figure 4A and Figure 4B is a flowchart illustrating a method of operating a driver assistance device according to an exemplary embodiment of the present invention;

[0035] Figures 5 to 8 are views showing examples of operating a driver assistance device according to various exemplary embodiments of the present invention; and

[0036] Fig. 9 is a block diagram illustrating a computing system for executing a method of operating a driver assistance device according to an exemplary embodiment of the present invention. DETAILED DESCRIPTION

[0037] Hereinafter, some embodiments of the present invention will be described in detail with reference to the exemplary drawings. When adding reference numerals to the components of each drawing, it should be noted that the same or equivalent components are represented by the same numerals even when shown on other drawings. In addition, when describing the embodiments of the present invention, detailed descriptions of well-known features or functions will be excluded so as not to unnecessarily obscure the subject matter of the present invention.

[0038] When describing components according to embodiments of the present invention, terms such as first, second, "A", "B", (a), (b), etc. may be used. These terms are intended only to distinguish one component from another, and these terms do not limit the nature, sequence, or order of the constituent components. Unless otherwise defined, all terms (including technical or scientific terms) used herein have the same meaning as those commonly understood by those skilled in the art to which the present invention belongs. Such terms defined in commonly used dictionaries should be interpreted as having the same meaning as the contextual meaning in the relevant technical field, and should not be interpreted as having an ideal or overly formal meaning unless explicitly defined as having such a meaning in this application.

[0039] Figure 1 is a block diagram illustrating a driver assistance apparatus according to an exemplary embodiment of the present invention. Figure 2 is a view illustrating a method of calculating a target pre-deceleration speed according to an exemplary embodiment of the present invention. Figure 3 is a view illustrating a method of determining a control mode according to an exemplary embodiment of the present invention.

[0040] refer to Figure 1 , the driver assistance device 100 includes a navigation device 110, a detector 120, a memory 130, a vehicle controller 140 and a processor 150, which are interconnected via an in-vehicle network (IVN). When it is necessary to assist the driver during the driving of the vehicle, the driver assistance device 100 is authorized by the top-level controller to control the vehicle. Here, the IVN can be implemented through a controller area network (CAN), a media-oriented system transport (MOST) network, a local interconnect network (LIN) and / or x-by-wire technology (Flexray).

[0041] The navigation device 110 searches for a guidance route (e.g., an optimal route) from a starting point (e.g., a current position of the vehicle) to a destination, and guides the vehicle to reach the destination along the found guidance route. The navigation device 110 includes a global positioning system (GPS) receiver 111, a storage device 112, a display 113, and a processor 114.

[0042] The GPS receiver 111 of the navigation device 110 may obtain the current position of the vehicle. The GPS receiver 111 determines the current position of the vehicle by using satellite signals transmitted from three or more GPS satellites. Two or more GPS receivers 111 may be installed at different locations within the vehicle.

[0043] The storage device 112 of the navigation device 110 may store software programmed to enable the processor 114 to perform a predetermined operation. In addition, the storage device 112 may store map information. The map information may include road information, such as road attributes (road type, lane type, and total number of lanes), road curvature, road slope, speed limit, and branch points. The storage device 112 may be implemented using a storage medium, such as a flash memory, a hard disk, a secure digital (SD) card, a random access memory (RAM), a static random access memory (SRAM), a read-only memory (ROM), a programmable read-only memory (PROM), an electrically erasable programmable ROM (EEPROM), an erasable programmable ROM (EPROM), a register, a removable disk, and at least one storage medium (recording medium) in a network storage.

[0044] The display 113 of the navigation device 110 may output navigation route information with visual information. The display 113 may be implemented using, for example, at least one of a liquid crystal display (LCD), a thin film transistor liquid crystal display (TFT LCD), an organic light emitting diode (OLED) display, a flexible display, a three-dimensional (3D) display, a transparent display, a head-up display (HUD), a touch screen, and the like.

[0045] The display 113 may include a sound output module, such as a speaker, which is capable of outputting audio data. For example, the display 113 may output an audio guidance message (audio signal) through a speaker while displaying navigation route information. In addition, the display 113 may be implemented with a touch screen combined with a touch sensor, and may be used as an input device as well as an output device. A touch film or a touch pad may be used as a touch sensor.

[0046] The processor 114 of the navigation device 110 may be a circuit that executes software instructions to perform the various functions described below.

[0047] The processor 114 may determine the best route, i.e., the guided route (driving route) to the destination based on the map information. The processor 114 may determine (generate) the guided route in view of the real-time traffic condition information received from the traffic information center. The processor 114 provides directions based on the current position of the vehicle obtained through the GPS receiver 111 and the determined guided route.

[0048] In addition, the processor 114 of the navigation device 110 may transmit the guide route and road information to the processor 150 of the driver assistance apparatus 100. The processor 114 may transmit the data to the processor 150 by using IVN or serial communication.

[0049] The detector 120 of the driver assistance device 100 may obtain information about the surrounding environment of the vehicle and state information of the vehicle (vehicle speed, lighting of a turn signal lamp, position of an accelerator pedal, and position of a brake pedal) by using various types of sensors installed in the vehicle. The detector 120 may include, for example, a speed sensor, an accelerator pedal position sensor, a brake pedal position sensor, a turn signal detection sensor, a camera, a radio detection and ranging (RADAR), a light detection and ranging (LiDAR), an ultrasonic sensor, etc.

[0050] The speed sensor can measure the current driving speed of the vehicle (vehicle speed). The accelerator pedal position sensor measures the degree (position) of depression of the accelerator pedal, and the brake pedal position sensor measures the degree (position) of depression of the brake pedal. The turn signal detection sensor detects whether the turn signal lamp is on and notifies the processor 150 of the detection result.

[0051] The camera may be installed in the vehicle to obtain an image of the vehicle's surroundings. The camera may be implemented using at least one of image sensors such as an omnidirectional camera, a charge coupled device (CCD) image sensor, a complementary metal oxide semiconductor (CMOS) image sensor, a charge inducing device (CPD) image sensor, and a charge injection device (CID) image sensor.

[0052] RADAR can measure the distance between a vehicle and an object (e.g., a stationary object and a movable object). RADAR can identify the distance to an object as well as the direction and height of the object by emitting electromagnetic waves to the object and receiving the electromagnetic waves reflected by the object.

[0053] LiDAR measures the distance between a vehicle and an object. LiDAR can identify the distance to an object and the shape of the object by emitting laser pulses, measuring the arrival time of the laser pulses reflected by the object, and calculating the spatial coordinates of the reflection point.

[0054] Ultrasonic sensors generate ultrasonic waves to detect objects around the vehicle and measure the distance between the vehicle and the objects.

[0055] The memory 130 of the driver assistance device 100 may store a program for the operation of the processor 150 and may also temporarily store input / output data. The memory 130 may store a lookup table in which a safe speed according to a road curvature is defined. In addition, the memory 130 may store various types of setting information.

[0056] The memory 130 may be implemented using at least one of storage media such as a flash memory, a hard disk, an SD card, a RAM, a SRAM, a ROM, a PROM, an EEPROM, an EPROM, a register, a removable disk, and a Web memory.

[0057] The vehicle controller 140 is a controller that controls the overall operation of the vehicle (e.g., steering, deceleration, acceleration, etc.). The vehicle controller 140 integrally controls other electronic control units in the vehicle that are connected to the vehicle controller 140 via the IVN. Here, the other electronic control units may include an engine control unit (ECU), a battery management system (BMS), an electronic stability control (ESC), a traction control system (TCS), an anti-lock braking system (ABS), and a motor control unit (MCU).

[0058] The vehicle controller 140 includes a processor and a memory. Here, the processor may control the overall operation of the vehicle controller 140, and the memory may store a program, input / output data, and various types of setting information for the operation of the vehicle controller 140. The memory may be implemented using at least one of the storage media, such as a flash memory, a hard disk, an SD card, a RAM, a SRAM, a ROM, a PROM, an EEPROM, an EPROM, and a register.

[0059] The processor 150 of the driver assistance device 100 may control the overall operation of the driver assistance device 100. The processor 150 may include an application specific integrated circuit (ASIC), a digital signal processor (DSP), a programmable logic device (PLD), a field programmable gate array (FPGA), a central processing unit (CPU), a microcontroller, and a microprocessor.

[0060] The processor 150 may receive information about roads on the guidance route from the navigation device 110 via serial communication or IVN. In addition, the processor 150 obtains sensing data measured by various types of sensors from the detector 120.

[0061] The processor 150 may determine the lane in which the vehicle is traveling based on the road information and the sensing data. For example, the processor 150 may determine the current driving lane of the vehicle by using the road attributes and the total number of lanes, lane type, lane color, and information about movable objects detected from the image information, as well as information about stationary objects (guardrails and center lines) and information about movable objects (people and surrounding vehicles) obtained through RADAR, LiDAR, and / or ultrasonic sensors. The processor 150 may determine the driving lane of the vehicle by using well-known driving lane determination techniques.

[0062] The processor 150 may determine whether the vehicle is located in the outermost lane of the main road based on the driving lane determination result. That is, the processor 150 determines whether the vehicle is traveling in the outermost lane of the main road. For example, when it is determined that the main road has four lanes and the vehicle is traveling in the fourth lane, the processor 150 determines that the vehicle is traveling in the outermost lane of the main road.

[0063] When it is determined that the vehicle is traveling on the outermost lane of the main road, the processor 150 determines whether there is an exit ramp ahead of the vehicle on the guidance route. The processor 150 determines whether the exit ramp exists within a predetermined distance (distance of interest) ahead of the current position of the vehicle.

[0064] When it is determined that there is an exit ramp ahead of the vehicle, the processor 150 identifies the type of exit road of the exit ramp with reference to the road information. The exit roads are classified into a single exit road (which uses the outermost lane of the main road) and a pocket-form exit road (which is formed in a pocket shape, formed beside the outermost lane of the main road to allow vehicles to leave the main road through it).

[0065] The processor 150 may determine a control target point in the exit ramp. The processor 150 determines the control target point based on the road curvature and the required deceleration. In other words, the processor 150 determines the road curvature and the required deceleration of each point in the curved portion of the exit ramp. The processor 150 determines any one point as the control target point based on the road curvature and the required deceleration of each point.

[0066] For example, when the radius of curvature at points A and B is 150m and 70m, and the vehicle must slow down to pass through points A and B at a safe speed of 70kph and 50kph, the required deceleration is -0.9m / s 2 and -0.5m / s 2 When , the processor 150 determines point A with a larger required deceleration as the control target point, even though the curvature at point B is greater than the curvature at point A.

[0067] The processor 150 determines the safe speed at the control target point, that is, the final target speed V required to safely pass the control target point. t The processor 150 determines the safe speed V at the control target point by referring to the lookup table stored in the memory 130. t , which defines a safe speed based on the road curvature.

[0068] The processor 150 calculates the final target speed V based on the final target speed V. t Determine the target pre-deceleration speed V p . Will refer to Figure 2 Determine the target pre-deceleration speed V p method.

[0069] First, the processor 150 may determine the target branch point passing speed V r and the exit ramp entry speed V c The target branch point passes through the speed V r The vehicle is decelerating at the preset maximum permissible deceleration a max Slow down to get from the branch point P j Arrive at the control target point P t The speed of the branch point P j is the last point at which a vehicle can enter the exit ramp. The exit ramp entry speed V c It is the minimum speed to which a vehicle can be decelerated while preventing a rear-end collision with the vehicle behind it on the main road and without obstructing the flow of traffic.

[0070] Target branch point passing speed V r It can be given by the following equation 1.

[0071] [Equation 1]

[0072]

[0073] Here, a max is the maximum allowable deceleration when controlling the deceleration in the curved section of the exit ramp, and d is the branch point P j and control target point P t The distance between the two vehicles. "d" is equal to the vehicle position P v and control target point p t The distance d2 minus the vehicle position P v and branch point P j The distance d1 between them. The position information of the branch point Pj and the control target point pt can be extracted from the road information.

[0074] Exit ramp entry speed V c It can be given by the following equation 2.

[0075] [Equation 2]

[0076] V c =V limit ×c

[0077] Here, V limit is the speed limit of the main road, and c is a preset constant less than 1.

[0078] When the exit ramp enters the speed V c Higher than the target branch point passing speed V r When the processor 150 sets the target pre-deceleration speed V p Determined as the exit ramp entry speed V c Although the exit ramp enters at speed V cHigher than the target branch point passing speed V r , but the processor 150 sets the target pre-deceleration speed V p Determined as the exit ramp entry speed V c , to prevent rear-end collision with the vehicle behind without hindering traffic flow on the main road.

[0079] At the same time, when the exit ramp enters the speed V c Less than or equal to the target branch point passing speed V r When the processor 150 sets the target pre-deceleration speed V p Determine the target branch point passing speed V r When the target branch point passes the speed V r Higher than the exit ramp entry speed V c Even if the vehicle only decelerates to the target branch point through speed V r Instead of exit ramp entering speed V c , the vehicle can also reach the control target point P after entering the exit ramp t Before decelerating to the safe speed (final target speed) V t Therefore, the processor 150 sets the target pre-deceleration speed V p Determine the target branch point passing speed V r .

[0080] The processor 150 may determine the control mode according to the presence or absence of the control target point and whether the operation condition is satisfied. When all of the following three conditions are satisfied, the processor 150 determines that the operation condition COND is satisfied.

[0081]

Operation conditions

[0082] 1) Is there a pocket exit road ahead of the vehicle on the guidance route?

[0083] 2) Is the vehicle driving in the outermost lane of the main road?

[0084] 3) Is the turn signal light towards the exit on?

[0085] like Figure 3 As shown, the control modes are divided into a standby mode, a pre-entry control mode, and a normal control mode. The standby mode is a preparation mode in which the control target point (control target) does not exist within the set distance, but the operating conditions are met. The pre-entry control mode is a mode in which the control target point exists within the set distance, the operating conditions are all met, the guidance route is set in the direction of the exit road in the form of a pocket, and the pre-deceleration control is performed on the outermost lane of the main road. The normal control mode is a mode in which the control target point exists within the set distance, only a part of the operating conditions are met, and the vehicle speed is controlled to a safe speed according to the road curvature at the control target point.

[0086] The processor 150 may determine the required acceleration (required deceleration) in view of the current driving speed (vehicle speed), the final target speed, and the distance to the control target point of the vehicle. In other words, the processor 150 determines the deceleration required (necessary) to reduce the vehicle speed to the final target speed before the vehicle reaches the control target point. Here, the vehicle speed may be obtained by the detector 120, or may be received from the navigation device 110.

[0087] After calculating the required acceleration, if the determined control mode is the pre-entry control mode, the processor 150 controls the vehicle controller 140 to reduce the vehicle speed only to the target pre-deceleration speed V p . At the target branch point, the speed V r Less than the exit ramp entry speed V c In the case of p Determined as the exit ramp entry speed V c , and if the vehicle cannot decelerate at the maximum permissible deceleration a max or greater deceleration, so that even if the vehicle decelerates at the maximum deceleration set by the driver assistance device 100 after entering the pocket-shaped exit road, it cannot reach the final target speed V t , a warning is output. Here, the set maximum deceleration, that is, the braking amount when the brake pedal is fully depressed, is set to a value smaller than the deceleration during braking. The processor 150 may output a warning through a warning output device separately provided for outputting a warning signal, or may output a warning through the display 113 of the navigation device 110.

[0088] When the vehicle enters the exit road (exit ramp), the processor 150 switches the control mode to the normal control mode and reduces the vehicle speed to the final target speed V t In addition, the processor 150 generates a signal at a desired deceleration rate (eg, -3 m / s 2 ) is greater than the maximum allowable deceleration a max (For example, -2m / s 2 ) is greater than the absolute value of the driver assistance device 100. That is, since the vehicle decelerates at the maximum deceleration set by the driver assistance device 100 after entering the exit ramp and thus cannot reach the final target speed before reaching the control target point, the processor 150 outputs a warning to make the driver directly operate the brake pedal to perform deceleration control. When the driver operates the brake pedal, the processor 150 returns the control of the vehicle to the top-level controller.

[0089] Figure 4A and Figure 4B is a flowchart illustrating a method of operating a driver assistance device according to an exemplary embodiment of the present invention.

[0090] When the vehicle travels along the guidance route received from the navigation device 110 (S110), the processor 150 of the driver assistance apparatus 100 may determine a driving lane of the vehicle (S120). The processor 150 determines the lane in which the vehicle travels based on the road information received from the navigation device 110 and the sensing data obtained by the detector 120. The processor 150 may determine the driving lane of the vehicle by using a well-known driving lane determination technology.

[0091] The processor 150 may determine whether the driving lane of the vehicle is the outermost lane of the main road (S130). In other words, the processor 150 determines whether the vehicle is located on the outermost lane of the main road.

[0092] When it is determined that the driving lane is the outermost lane of the main road, the processor 150 determines whether a pocket-shaped exit ramp exists (is located) in front of the vehicle on the guidance route (S140). The processor 150 determines whether the pocket-shaped exit ramp is included in the guidance route. In other words, the processor 150 determines whether the navigation device 110 guides the route to the pocket-shaped exit ramp.

[0093] When it is determined that there is a pocket-shaped exit ramp (hereinafter referred to as an exit ramp), the processor 150 determines a control target point on the pocket-shaped exit ramp (S150). The processor 150 refers to the lookup table stored in the memory 130, determines a safe speed according to the road curvature of each point, determines a required deceleration, determines a control target point, and determines a final target speed and a required deceleration.

[0094] When determining the control target point, the processor 150 determines the target pre-deceleration speed V based on the final target speed at the control target point. p (S160) The processor 150 determines the target branch point passing speed V based on the final target speed. r , and determine the exit ramp entry speed Vc for entering the exit ramp. c When the target branch point passing speed Vr is higher than the target branch point passing speed, the processor 150 sets the target pre-deceleration speed V p Determined as the exit ramp entry speed V c At the same time, when the exit ramp enters the speed V c Less than or equal to the target branch point passing speed V r When the processor 150 sets the target pre-deceleration speed V p Determine the target branch point passing speed V r .

[0095] The processor 150 may determine the control mode according to whether the control target point exists within the set distance from the vehicle and whether the operating conditions are met (S170). When the control target point does not exist within the set distance from the vehicle, but the operating conditions are met, the processor 150 determines the control mode as the standby mode. When the control target point exists within the set distance and all the operating conditions are met, the processor 150 determines the control mode as the pre-entry control mode, and when all the operating conditions are not met, the control mode is determined as the normal control mode.

[0096] After determining the control mode, the processor 150 determines a required acceleration (required deceleration) based on the current vehicle speed, the final target speed, and the distance from the current position of the vehicle (vehicle position) to the control target point (S180).

[0097] After calculating the required acceleration, the processor 150 determines whether the determined control mode is a pre-entry control mode (S190).

[0098] When it is determined that the determined control mode is the pre-entry control mode, the processor 150 determines whether deceleration control is required (S200). In other words, the processor 150 determines whether the determined required acceleration is less than 0.

[0099] When it is determined that deceleration control is required, the processor 150 reduces the vehicle speed to the target pre-deceleration speed V p (S210) The processor 150 controls the vehicle controller 140 to perform deceleration control on the vehicle.

[0100] While controlling the vehicle's deceleration, the processor 150 determines the exit ramp entry speed V c Whether it exceeds the target branch point passing speed V r (S220). In this embodiment, for ease of understanding, the processor 150 compares the exit ramp entry speed V when controlling the deceleration of the vehicle. c and the target branch point passes through the speed V r However, the processor 150 may determine the target pre-deceleration speed V p Compare the exit ramp entry speed V c and the target branch point passes through the speed V r .

[0101] When the exit ramp enters the speed V c Exceed the target branch point passing speed V r , the processor 150 may output a warning (S230). c Less than or equal to the target branch point passing speed V r When the processor 150 outputs no warning (S260).

[0102] When it is determined in S200 that the required acceleration is greater than or equal to 0, the processor 150 accelerates the vehicle to the target branch point through the speed V r Or perform constant speed control (S240). In other words, when the vehicle speed is less than the target branch point passing speed V r When the processor 150 accelerates the vehicle to the target branch point through the speed V r At the same time, when it is determined that the vehicle passes the target branch point at speed V r When driving, the processor 150 performs constant speed control to keep the vehicle at the current speed.

[0103] When the control mode determined in S190 is the normal control mode rather than the pre-entry control mode, the processor 150 determines whether the determined required deceleration is less than the maximum allowable deceleration a max (S250). When the vehicle enters the exit ramp, the processor 150 switches the control mode to the normal control mode and reduces the vehicle speed to the final target speed V t When the required deceleration is less than the maximum allowable deceleration a max When the required deceleration is greater than or equal to the maximum allowable deceleration a, the processor 150 outputs a warning (S230). max When the processor 150 outputs no warning (S260).

[0104] Figures 5 to 8 are views illustrating examples of operating a driver assistance device according to various exemplary embodiments of the present invention.

[0105] First, refer to Figure 5 and Figure 6 The operation of the driver assistance device 100 is described when the vehicle enters an exit ramp having an exit road in a pocket form along the guidance route.

[0106] refer to Figure 5 , when the target branch point passes the speed V r Exceed the exit ramp entry speed V c When the processor 150 sets the target pre-deceleration speed V p Set to the target branch point passing speed V r When entering the pre-entry control mode, the processor 150 sets the vehicle speed V in advance before the vehicle enters the exit ramp. i Reduce to the target pre-deceleration speed V p (=V r ). When the vehicle speed reduced in advance is less than or equal to the target branch point passing speed V r In the case of i (=V p=V r ) is reduced to the final target speed V t As described above, the processor 150 performs pre-deceleration control on the vehicle speed when entering the exit ramp to reduce the vehicle speed to the final target speed immediately after the vehicle enters the exit ramp, thereby allowing the vehicle to safely travel in the curved section of the exit ramp.

[0107] refer to Figure 6 , when the exit ramp enters the speed V c Exceed the target branch point passing speed V r When the processor 150 can set the target pre-deceleration speed V p Set to exit ramp entry speed V c When entering the pre-entry control mode, the processor 150 sets the vehicle speed V in advance before the vehicle enters the exit ramp. i Reduce to the target pre-deceleration speed V p (=V c ). Thereafter, when the exit ramp entry speed Vc is higher than the target branch point passing speed V r When the vehicle enters the exit ramp quickly, the processor 150 outputs a warning signal to guide the vehicle to quickly enter the exit ramp.

[0108] In addition, the processor 150 may determine to reduce the vehicle speed to the final target speed V t The required deceleration is calculated until the vehicle reaches the control target point after entering the exit ramp. When the vehicle enters the exit ramp, the processor 150 switches the control mode to the normal control mode and reduces the vehicle speed to the final target speed V t When the required deceleration is less than the maximum allowable deceleration a max When the brake pedal is turned on, the processor 150 outputs a warning signal to guide the driver to directly operate the brake pedal to adjust the braking amount.

[0109] Next, we will refer to Figure 7 The operation of the driver assistance device 100 when a vehicle configured to enter an exit ramp on a guidance route travels on the outermost lane of a main road is described.

[0110] When the exit ramp entry speed Vc exceeds the target branch point passing speed V r When the processor 150 can set the target pre-deceleration speed V p When the pre-entry control mode is entered, the processor 150 sets the vehicle speed Vc before the vehicle enters the exit ramp. i Reduce to the target pre-deceleration speed V p (=V c ). Thereafter, the processor 150 outputs a warning signal to guide the vehicle to quickly enter the exit ramp, because the exit ramp entry speed V during the pre-deceleration control is cHigher than the target branch point passing speed V r .

[0111] However, when the vehicle continues to travel on the main road after passing the branch point, the processor 150 may determine that the vehicle has deviated from the guidance route, stop outputting the warning signal, and return the vehicle speed to the set speed V of the vehicle. i That is, the processor 150 performs acceleration control until the exit ramp entry speed V c The vehicle speed reaches the set speed V i .

[0112] Next, we will refer to Figure 8 The operation of the driver assistance device 100 when a vehicle configured to enter an exit ramp on a guidance route travels in a lane other than the outermost lane of a main road is described.

[0113] When the vehicle is not traveling on the outermost lane of the main road although it is configured to enter the exit ramp on the guide route, the processor 150 of the driver assistance device 100 determines that the vehicle deviates from the guide route and does not perform deceleration control. That is, the processor 150 controls the vehicle to continue traveling at the set speed Vi.

[0114] Although it has been described in the above exemplary embodiment that the exit ramp is located at the outermost position of the main road, the present invention is not limited thereto and is applicable to a case where the exit ramp is located at the innermost position of the road.

[0115] Fig. 9 is a block diagram illustrating a computing system for executing a method of operating a driver assistance device according to an exemplary embodiment of the present invention.

[0116] refer to Fig. 9 , the computing system 1000 may include at least one processor 1100 , a memory 1300 , a user interface input device 1400 , a user interface output device 1500 , a storage 1600 , and a network interface 1700 , which are interconnected with each other via a bus 1200 .

[0117] The processor 1100 may be a central processing unit (CPU) or a semiconductor device that processes instructions stored in the memory 1300 and / or the memory 1600. The memory 1300 and the memory 1600 may include various types of volatile or non-volatile storage media. For example, the memory 1300 may include a ROM (Read Only Memory) 1310 and a RAM (Random Access Memory) 1320.

[0118] Therefore, the operation of the method or algorithm described in conjunction with the exemplary embodiments disclosed herein may be directly embodied in a hardware or software module executed by the processor 1100, or in a combination thereof. The software module may be present on a storage medium (i.e., memory 1300 and / or memory 1600), such as a RAM memory, a flash memory, a ROM memory, an EPROM memory, an EEPROM memory, a register, a hard disk, a removable disk, or a CD-ROM. An exemplary storage medium may be coupled to the processor 1100, and the processor 1100 may read information from the storage medium and may record information in the storage medium. Alternatively, the storage medium may be integrated with the processor 1100. The processor 1100 and the storage medium may be present in an application specific integrated circuit (ASIC). The ASIC may be present in a user terminal. In another case, the processor 1100 and the storage medium may be present in a user terminal as separate components.

[0119] According to the present invention, when an exit ramp exists on the driving path of the vehicle, the driver assistance device performs deceleration control according to the driving lane of the vehicle and the type of the exit road, thereby preventing the rear end from colliding with the rear vehicle due to sudden deceleration to enter the exit ramp, and enabling the vehicle to enter the exit ramp without hindering traffic flow.

[0120] In the above, although the present invention has been described with reference to exemplary embodiments and the accompanying drawings, the present invention is not limited thereto, but various modifications and changes can be made by a person skilled in the art to which the present invention belongs without departing from the spirit and scope of the present invention claimed in the following claims. Therefore, exemplary embodiments of the present invention are provided to explain the spirit and scope of the present invention, rather than to limit them, so that the spirit and scope of the present invention are not limited by the exemplary embodiments. The scope of the present invention should be interpreted based on the attached claims, and all technical concepts within the equivalent scope of the claims should be included within the scope of the present invention.

[0121] Although the present invention has been described above with reference to the exemplary embodiments and the accompanying drawings, the present invention is not limited thereto but various modifications and changes may be made by those skilled in the art without departing from the spirit and scope of the present invention as claimed in the following claims.

Claims

1. A driver assistance device, comprising: A navigation device configured to provide guidance routes and road information; a detector configured to obtain information about the vehicle's surroundings; as well as a processor configured to perform a deceleration control for entering an exit ramp based on the information obtained by the navigation device and the detector, The processor performs the deceleration control by the following processing: while traveling along the guidance route, determining a driving lane of the vehicle based on the road information and the information about the vehicle surroundings, Determine a control target point in the exit ramp on the guidance route according to the determined driving lane, Based on the final target speed at the control target point, a target pre-deceleration speed is determined, Determine the control mode according to whether the control target point exists within the set range and whether the operating conditions are met. determining the acceleration required to reduce the vehicle speed to the final target speed before the vehicle reaches the control target point, and The vehicle enters the exit ramp by reducing the vehicle speed to the target pre-deceleration speed in advance according to the control mode and the required acceleration, The processor determines an exit ramp entry speed related to the speed limit of the main road on which the vehicle is traveling, determines a target branch point passing speed based on the final target speed and the distance between the branch point and the control target point, and determines the target pre-deceleration speed based on the exit ramp entry speed and the target branch point passing speed.

2. The driver assistance device according to claim 1, wherein: The processor determines any point in the exit ramp as the control target point based on the road curvature and the required deceleration at each point in the exit ramp.

3. The driver assistance device according to claim 1, wherein: When the exit ramp entry speed exceeds the target branch point passing speed, the processor determines the target pre-deceleration speed as the exit ramp entry speed.

4. The driver assistance device according to claim 1, wherein: When the exit ramp entry speed is less than or equal to the target branch point passing speed, the processor determines the target pre-deceleration speed as the target branch point passing speed.

5. The driver assistance device according to claim 1, wherein: When the control target point is not within the setting range and the operation condition is satisfied, the processor determines the control mode to be a standby mode.

6. The driver assistance device according to claim 1, wherein: When the control target point is within the setting range and the operation condition is satisfied, the processor determines the control mode as a pre-entry control mode.

7. The driver assistance device according to claim 1, wherein: When the control target point is within the setting range and the operating condition is not satisfied, the processor determines the control mode as a normal control mode.

8. The driver assistance device according to claim 1, wherein: The processor determines whether the control mode is a pre-entry control mode, and when it is determined that the control mode is the pre-entry control mode, determines whether the deceleration control is required based on the required acceleration, and when it is determined that the deceleration control is required, reduces the vehicle speed to the target pre-deceleration speed in advance, and outputs a warning by determining whether an exit ramp entry speed exceeds a target branch point passing speed.

9. The driver assistance device according to claim 8, wherein: When it is determined that the control mode is not the pre-entry control mode, the processor outputs a warning by determining whether a predetermined required deceleration is smaller than a maximum allowable deceleration in ramp curve deceleration control.

10. The driver assistance device according to claim 8, wherein: When it is determined that the control mode is the pre-entry control mode and the deceleration control is not required, the processor accelerates the vehicle to the target branch point passing speed, or controls the vehicle to travel at a constant speed.

11. A method for operating a driver assistance device, the method comprising the steps of: Determine a driving lane for the vehicle when it is traveling along the guidance route; Determining a control target point in the exit ramp on the guidance route according to the determination result of the driving lane; determining a target pre-deceleration speed based on a final target speed at the control target point; Determine the control mode according to whether the control target point exists within the set range and whether the operating conditions are met; calculating the acceleration required to reduce the vehicle speed to the final target speed before the vehicle reaches the control target point; as well as The vehicle enters the exit ramp by reducing the vehicle speed to the target pre-deceleration speed in advance according to the control mode and the required acceleration, Wherein, the step of determining the target pre-deceleration speed comprises the following steps: calculating an off-ramp entry speed relative to a speed limit of a major road on which the vehicle is traveling; Calculating a target branch point passing speed based on the final target speed and the distance between the branch point and the control target point; and The target pre-deceleration speed is determined based on the exit ramp entry speed and the target branch point passing speed.

12. The method according to claim 11, wherein: The step of determining the control target point comprises the following steps: Based on the road curvature and the required deceleration of each point in the exit ramp, any point in the exit ramp is determined as the control target point.

13. The method according to claim 11, wherein: The step of determining the target pre-deceleration speed also includes the following steps: When the exit ramp entry speed exceeds the target branch point passing speed, the target pre-deceleration speed is determined as the exit ramp entry speed.

14. The method according to claim 11, wherein: The step of determining the target pre-deceleration speed also includes the following steps: When the exit ramp entry speed is less than or equal to the target branch point passing speed, the target pre-deceleration speed is determined as the target branch point passing speed.

15. The method according to claim 11, wherein: The step of controlling access to the exit ramp comprises the following steps: determining whether the control mode is a pre-entry control mode; When it is determined that the control mode is the pre-entry control mode, determining whether deceleration control is required based on the required acceleration; When it is determined that the deceleration control is required, reducing the vehicle speed to the target pre-deceleration speed in advance; determining whether the off-ramp entry speed exceeds the target branch point passing speed during a previous deceleration period; and A warning is output when it is determined that the exit ramp entry speed exceeds the target branch point passing speed.

16. The method according to claim 15, wherein: The step of determining whether the control mode is the pre-entry control mode comprises the following steps: When it is determined that the control mode is not the pre-entry control mode, determining whether a predetermined required deceleration is less than a maximum allowable deceleration in ramp curve deceleration control; and A warning is output when it is determined that the predetermined required deceleration is less than the maximum permissible deceleration.

17. The method according to claim 16, further comprising the steps of: Before the step of determining whether the predetermined required deceleration is less than the maximum allowable deceleration, when the vehicle enters a bag-shaped exit ramp, the control mode is switched to a normal control mode and the vehicle speed is reduced to the final target speed.

18. The method according to claim 11, wherein: The step of determining the driving lane comprises the following steps: When it is determined that the travel lane is not the outermost lane of the main road on which the vehicle is traveling, it is determined that the vehicle has deviated from the guide route and deceleration control is not performed.

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