Platoon driving control device, system including the device and method thereof

Abstract

The present disclosure provides a platooning control device, a system including the device, and a method thereof. The platooning control device may include: a processor configured to determine the possibility of a collision during platooning, and when the possibility of a collision exists, to perform collision avoidance control or braking control depending on whether an anti-lock braking system (ABS) is operated; and a storage device configured to store data obtained by the processor and an algorithm for driving the processor. When collision avoidance control is possible when the ABS is operated, the device may calculate a brake pressure reduction amount based on vehicle speed, vehicle weight, and road conditions, and may control eccentric braking based on the brake pressure reduction amount to perform collision avoidance control.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to and the benefit of Korean Patent Application No. 10-2020-0098164, filed on August 5, 2020, which is hereby incorporated by reference in its entirety. Technical Field

[0003] The present disclosure relates to a platoon driving control device, a system including the device, and a method thereof. Background Art

[0004] Platooning is a technology that enables automated driving in which multiple vehicles are arranged in a line at predetermined intervals. The leading vehicle is the vehicle at the front of the platoon. During platooning, the leading vehicle can control one or more following vehicles.

[0005] When performing such platooning, the inter-vehicle distance between vehicles should be kept narrow to improve fuel economy, thereby minimizing the increase in air resistance and the insertion of other vehicles into the platooning group. When the inter-vehicle distance is kept narrow as described above, it is difficult to eliminate the possibility of a collision during emergency braking caused by a dangerous situation ahead.

[0006] Therefore, numerous technologies are being developed to maintain safety while keeping inter-vehicle distances close. However, despite these technologies, collisions between platooning vehicles caused by external factors such as changes in road friction, gradients, and brake deterioration cannot be completely eliminated. Furthermore, heavy moving objects such as trucks can generate significant collision energy due to inertia. In such situations, if the leading vehicle in a platoon is pushed forward by the cumulative impact applied to it, a serious accident with other vehicles could occur.

[0007] The above information disclosed in this Background section is only for enhancement of understanding of the background of the disclosure and therefore it may contain information that does not form the prior art that is already known in this country to a person of ordinary skill in the art. Summary of the Invention

[0008] The present disclosure provides a platoon driving control apparatus, a system including the apparatus, and a method thereof, which are capable of reducing the impact of a chain collision concentrated on a preceding vehicle by utilizing the slip rate of a road surface when emergency braking is performed during platoon driving.

[0009] In particular, an exemplary embodiment of the present disclosure provides a platooning control device, a system including the device, and a method thereof, which are capable of reducing the impact of a chain collision concentrated on a leading vehicle by utilizing the grip between the tires and the road surface in an area where a braking pressure lower than the critical friction of the road surface is generated (before ABS enters) or in all situations after the road surface limit (ABS control application / wheel slip generation).

[0010] The technical objectives of the present disclosure are not limited to the above-mentioned objectives, and those skilled in the art can clearly understand other technical objectives not mentioned from the description of the claims.

[0011] An exemplary embodiment of the present disclosure provides a platoon driving control device, comprising: a processor configured to determine the possibility of a collision during platoon driving, and when the possibility of a collision exists, to perform collision avoidance control or braking control by determining whether an anti-lock braking system (ABS) is operated and depending on whether the ABS is operated; and a storage device configured to store data obtained by the processor and an algorithm for driving the processor, wherein when collision avoidance control is feasible when the ABS is operated, the device can calculate a decompression amount of brake pressure based on vehicle speed, vehicle weight, and a state of a road surface, and can control eccentric braking based on the decompression amount of brake pressure to perform collision avoidance control.

[0012] In an exemplary embodiment, the processor may determine the state of the road surface based on the speed restoring force, the vehicle speed, and the vehicle weight.

[0013] In an exemplary embodiment, the storage device stores a road surface judgment map for storing a speed restoration force matching the vehicle speed and the state of the road surface for each vehicle weight, and a decompression amount setting map for storing a decompression amount matching the vehicle speed and the state of the road surface for each vehicle weight.

[0014] In an exemplary embodiment, when collision avoidance control is possible while the ABS is operating, the processor may control the avoidance direction of the following vehicle in a zigzag pattern based on the preceding vehicle.

[0015] In an exemplary embodiment, when collision avoidance control is feasible while operating ABS, the processor may maintain ABS control by applying the highest road friction coefficient to the wheel turning inside and reducing the brake pressure applied to the wheel turning outside to perform partial offset braking.

[0016] In an exemplary embodiment, when the ABS is not operated, the processor may maintain steering operation control and increase the braking pressure of the wheel according to the abnormal braking force curve.

[0017] In an exemplary embodiment, when the deceleration of the vehicle increases, the processor may increase the braking pressure applied to the front wheels of the vehicle and decrease the braking pressure applied to the rear wheels of the vehicle according to the abnormal braking force profile.

[0018] In an exemplary embodiment, when collision avoidance control is not possible while the ABS is operating, the processor may perform slip control of the wheels so that steering operation control can be maintained and a braking distance of the wheels is minimized.

[0019] In an exemplary embodiment, when there is a possibility of a collision, the processor may induce a side collision of the vehicle by performing collision avoidance control and controlling left and right wheel sliding.

[0020] In an exemplary embodiment, the processor can calculate the stopping braking distance of the preceding vehicle and the stopping braking distance of the own vehicle by using the deceleration of the preceding vehicle and the deceleration of the own vehicle, and use the stopping braking distance of the preceding vehicle and the stopping braking distance of the own vehicle to determine the possibility of collision.

[0021] An exemplary embodiment of the present disclosure provides a vehicle system comprising: a platoon driving control device configured to determine the possibility of a collision during platoon driving, and when there is a possibility of a collision, to perform collision avoidance control or braking control by determining whether an anti-lock braking system (ABS) is operated and depending on whether the ABS is operated; and a communication device configured to transmit a collision avoidance control command and a braking control command received from the platoon driving control device to the platoon driving vehicles, wherein when the collision avoidance control is feasible when the ABS is operated, the platoon driving control device may calculate a decompression amount of the brake pressure based on the vehicle speed, the vehicle weight and the state of the road surface, and control the eccentric braking based on the decompression amount of the brake pressure.

[0022] In an exemplary embodiment, the platooning travel control apparatus may determine the state of the road surface based on the speed restoring force, the vehicle speed, and the vehicle weight.

[0023] In an exemplary embodiment, when collision avoidance control is possible while the ABS is operating, platooning control may control the avoidance direction of the following vehicle in a zigzag pattern based on the preceding vehicle.

[0024] In an exemplary embodiment, when collision avoidance control is feasible when operating ABS, the platooning control device can maintain ABS control by applying the highest road friction coefficient to the wheel turning inside and reducing the braking pressure applied to the wheel turning outside to perform partial offset braking.

[0025] An exemplary embodiment of the present disclosure provides a platooning control method, which includes: determining the possibility of a collision during platooning; when there is a possibility of a collision, determining whether to operate an anti-lock braking system (ABS); performing collision avoidance control or braking control according to whether the ABS is operated; and sending a command of the collision avoidance control and a command of the braking control to the platooning vehicles.

[0026] In an exemplary embodiment, determining the possibility of a collision during platooning may include calculating a stopping braking distance of the preceding vehicle and a stopping braking distance of the own vehicle by utilizing the deceleration of the preceding vehicle and the deceleration of the own vehicle, and determining the possibility of a collision by utilizing the stopping braking distance of the preceding vehicle and the stopping braking distance of the own vehicle.

[0027] In an exemplary embodiment, performing the collision avoidance control or the braking control according to whether the ABS is operated may include determining a state of a road surface according to a speed restoring force, a vehicle speed, and a vehicle weight.

[0028] In an exemplary embodiment, performing the collision avoidance control or the braking control according to whether the ABS is operated may include controlling the avoiding direction of the following vehicle in a zigzag pattern based on the preceding vehicle when the collision avoidance control is possible when the ABS is operated.

[0029] In an exemplary embodiment, performing collision avoidance control or braking control depending on whether the ABS is operated may include: when collision avoidance control is feasible when the ABS is operated, maintaining ABS control by applying the highest road friction coefficient to the wheel turning inside, and reducing the braking pressure applied to the wheel turning outside to perform partial offset braking.

[0030] In an exemplary embodiment, performing collision avoidance control or braking control according to whether the ABS is operated may include: maintaining steering operation control when the ABS is not operated; and controlling to increase braking pressure of a wheel according to an abnormal braking force curve.

[0031] According to the present technology, it is possible to reduce the impact of a chain collision concentrated on a preceding vehicle by utilizing the slip rate of the road surface when emergency braking is performed during platooning.

[0032] In addition, various effects that can be directly or indirectly recognized through this document can be provided. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 A block diagram showing a configuration of a vehicle system including a platoon driving control apparatus according to one form of the present disclosure is shown.

[0034] Figure 2 The operating flow of a platoon driving control device in one form of the present disclosure is shown.

[0035] Figure 3 A flowchart for describing a collision determination method of a platoon travel control device according to one embodiment of the present disclosure is shown.

[0036] Figure 4 An example of a screen illustrating a collision of platooning vehicles, one form of the present disclosure, is shown.

[0037] Figure 5 A flowchart for specifically describing a method of controlling a pressure increase when the ABS is not operated after a collision is determined to be not collision-prone is shown.

[0038] Figure 6 A graph illustrating an abnormal braking force curve according to one form of the present disclosure is shown.

[0039] Figure 7 A flowchart for specifically describing a control method when it is impossible to perform avoidance control in a case where it is determined that the ABS is operated after a collision, in one form of the present disclosure, is shown.

[0040] Figure 8 A diagram is shown for describing avoidable control of platooning vehicles in accordance with one form of the present disclosure.

[0041] Figure 9 A flow chart is shown for describing the inevitable control of platooning vehicles in one form of the present disclosure.

[0042] Figure 10A 、 Figure 10B 、 Figure 10C and Figure 10D A diagram illustrating an example of optimal friction force control using a Mu-slip curve for describing one form of the present disclosure is shown.

[0043] Figure 11A and Figure 11B A view showing a vehicle driving direction for describing one form of the present disclosure is shown.

[0044] Figure 12 An example of a screen showing a road surface judgment map of one form of the present disclosure is shown.

[0045] Figure 13 An example of a screen showing a road surface judgment map of one form of the present disclosure is shown.

[0046] Figure 14 A flow chart for specifically describing a vehicle control method for reducing collision energy when performing emergency braking during platooning driving is shown in one form of the present disclosure.

[0047] Figure 15A computing system in one form of the present disclosure is shown. DETAILED DESCRIPTION

[0048] Hereinafter, some exemplary embodiments of the present disclosure will be described in detail with reference to the exemplary drawings. It should be noted that when reference numerals are added to the constituent elements of each drawing, the same constituent elements will be given the same reference numerals as much as possible even if they are shown in different drawings. In addition, when describing the exemplary embodiments of the present disclosure, if it is determined that the detailed description of the relevant well-known configuration or function interferes with the understanding of the exemplary embodiments of the present disclosure, the detailed description will be omitted.

[0049] When describing the constituent elements according to the exemplary embodiments of the present disclosure, terms such as "first", "second", "A", "B", "(a)", "(b)" may be used. These terms are intended only to distinguish one constituent element from other constituent elements, and these terms do not limit the nature, order or sequence of the constituent elements. In addition, unless defined differently, all terms used herein, including technical scientific terms, have the same meaning as commonly understood by technicians in the technical field to which the present disclosure belongs (those skilled in the art). Terms defined in general dictionaries should be interpreted as having meanings that match the meanings in the context of the relevant field, and unless explicitly defined in this specification, these terms should not be interpreted as having ideal or overly formal meanings.

[0050] In the following, reference will be made to Figures 1 to 15 Exemplary embodiments of the present disclosure are described in detail.

[0051] Figure 1 shows a block diagram showing a configuration of a vehicle system including a platoon driving control apparatus according to an exemplary embodiment of the present disclosure, Figure 2 An operation flow of the platoon driving control apparatus according to an exemplary embodiment of the present disclosure is shown.

[0052] A leading vehicle LV and following vehicles FV included in a platoon can travel in platoon mode on a road. The leading vehicle LV and following vehicles FV1, FV2, FV3, ..., and FVn can travel while maintaining a predetermined distance. While traveling, the leading vehicle LV or following vehicle FV1 can adjust the distance between them. Depending on the driver's operation, the leading vehicle LV or following vehicle FV1 can increase or decrease the inter-vehicle distance. The leading vehicle LV and following vehicles FV can provide the driver with an intuitive and simple user interface for receiving input for adjusting the inter-vehicle distance.

[0053] The leading vehicle LV and the following vehicles FV1, FV2, FV3, ..., and FVn can determine whether they collide with a front obstacle while traveling, and can predict whether they collide with a front vehicle during braking control.

[0054] Therefore, the lead vehicle LV and the following vehicles FV1 , FV2 , FV3 , . . . , and FVn may perform braking control to prevent a collision, and may operate an anti-lock brake system (ABS).

[0055] ABS helps drivers cope with dangerous situations by maintaining a state where tire steering control is possible even when the driver applies emergency braking. In other words, when the driver applies emergency braking in an emergency, although the tires stop moving, the vehicle cannot stop immediately due to strong inertia, causing the vehicle to slide. The intense friction between the braked tires and the rough road surface leaves tire marks on the road. This phenomenon is called brake lock, and when it occurs, longitudinal and lateral control of the tires can become impossible, leading to accidents. Therefore, ABS controls the brake pressure applied to all four wheels of the vehicle, allowing tire steering control to be performed even when the driver applies emergency braking.

[0056] Therefore, the leading vehicle LV and the following vehicles FV1, FV2, FV3, . . . and FVn may increase or decrease the braking pressure on each wheel of the vehicle according to whether the ABS is operated during emergency braking.

[0057] In addition, when the ABS is not operated during emergency braking, the leading vehicle LV and the following vehicles FV1, FV2, FV3, ... and FVn can increase the braking pressure applied to each wheel according to the abnormal braking force curve, and when the ABS is operated, it is difficult to increase the braking pressure additionally because the applied braking pressure exceeds the road friction force to cause slippage, so the leading vehicle LV and the following vehicles FV1, FV2, FV3, ... and FVn can perform braking control or collision avoidance control according to whether collision avoidance control is feasible.

[0058] Thus, the lead vehicle LV and the following vehicles FV1, FV2, FV3, ..., and FVn can minimize the impact of a side collision by avoiding a loss of lateral friction during braking while maintaining braking forces exceeding the combined braking system (CBS) and by increasing the yaw moment through optimal control of the friction coefficient of each side. Furthermore, in the event of a platooning collision, by performing zigzag turns between the leading and trailing vehicles, safety can be ensured for the following vehicles against additional accidents.

[0059] Reference Figure 1 A vehicle system 10 according to an exemplary embodiment of the present disclosure includes a platoon driving control apparatus 100, a sensing device 200, a global positioning system (GPS) receiving device 300, a communication device 400, a navigation device 500, an interface device 600, a steering control device 700, a braking control device 800, and an engine control device 900.

[0060] The platoon traveling control apparatus 100 can judge the possibility of a collision occurring during platoon traveling, and when there is a possibility of a collision, can perform collision avoidance control or braking control by judging whether to operate the ABS and depending on whether the ABS is operated.

[0061] In particular, when there is a possibility of collision but the ABS is not operated, the platooning control device 100 minimizes the braking distance by increasing the braking pressure applied to each wheel of the vehicle, and when the ABS is operated, it is difficult to additionally increase the braking pressure because the applied braking pressure exceeds the road friction force, causing slippage, thereby judging whether collision avoidance control is feasible.

[0062] Therefore, when collision avoidance control is possible when the ABS is operated, the apparatus 100 can calculate the decompression amount of the brake pressure according to the vehicle speed, vehicle weight and the state of the road surface, and can control the eccentric brake according to the decompression amount of the brake pressure to perform the collision avoidance control.

[0063] The platoon travel control apparatus 100 operating as described above may be implemented in the form of an independent hardware device including a memory and a processor that processes each operation, and may be driven in the form of being included in other hardware devices such as a microprocessor or a general-purpose computer system.

[0064] The platoon driving control apparatus 100 may include a storage device 110 and a processor 120 .

[0065] The storage device 110 can store the sensing results of the sensing device 200, GPS information received from the GPS receiving device 300, traffic light information received from the communication device 400, vehicle information and traffic condition information of vehicles in the platoon driving group received from other vehicles, road information received from the navigation device 500, data obtained by the processor 120, and data and / or algorithms required for the operation of the platoon driving control device 100, etc.

[0066] For example, the storage device 110 may store information related to whether the preceding vehicle is braking, the ABS flag of the host vehicle, the result of determining whether the required deceleration of the host vehicle is being followed, vehicles to the sides and rear of the host vehicle, the slippage of the host vehicle at each vehicle speed, the weight of the host vehicle, and the surrounding environment to the sides and rear of the host vehicle. Furthermore, the storage device 110 may store position information and vehicle speed information of the preceding vehicle received via V2X communication. Furthermore, the storage device 110 may store information related to forward obstacles, such as the preceding vehicle, sensed by the sensing device 200.

[0067] As an example, the storage device 110 may store Figure 12 The road surface judgment diagram shown and Figure 13 The decompression amount setting map shown. The road surface determination map includes a recovery speed based on vehicle speed, vehicle weight, and road surface, and the decompression amount setting map includes a decompression amount based on vehicle speed, vehicle weight, and road surface. Such road surface determination maps and decompression amount setting maps can be pre-set and stored based on experimental values.

[0068] The storage device 110 may include at least one type of storage medium such as the following types of memory: flash memory, hard disk, micro memory, card (for example, secure digital (SD) card or extreme digital (XD) card), random access memory (RAM), static RAM (SRAM), read-only memory (ROM), programmable ROM (PROM), electrically erasable PROM (EEPROM), magnetic memory (MRAM), magnetic disk and optical disk.

[0069] The processor 120 may be electrically connected to the storage device 110, may electrically control each component, and may be a circuit that executes software commands, thereby performing various data processing and calculations described below. The processor 120 may be, for example, an electronic control unit (ECU), a microcontroller unit (MCU), or other sub-controller installed in a vehicle.

[0070] The processor 120 may determine the possibility of a collision during platooning, and when there is a possibility of a collision, may perform collision avoidance control or braking control by determining whether to operate the ABS and depending on whether the ABS is operated.

[0071] The processor 120 may calculate a decompression amount of the brake pressure according to the vehicle speed, the vehicle weight, and the state of the road surface, and may control the eccentric brake according to the decompression amount of the brake pressure.

[0072] The processor 120 may determine the state of the road surface based on the speed recovery force, the vehicle speed, and the vehicle weight.

[0073] When collision avoidance control is possible while the ABS is operating, the processor 120 may control the avoidance direction of the following vehicle in a zigzag pattern based on the preceding vehicle.

[0074] When collision avoidance control is feasible while operating ABS, the processor 120 may maintain ABS control by applying the highest road friction coefficient to the wheel turning inside, and may reduce the braking pressure applied to the wheel turning outside to perform partial offset braking.

[0075] The processor 120 can maintain steering operation control when the ABS is not operated and control the increase in the braking pressure of the wheels according to the abnormal braking force curve, and when the vehicle deceleration increases, the braking pressure applied to the front wheels of the vehicle can be increased and the braking pressure applied to the rear wheels can be reduced according to the abnormal braking force curve.

[0076] When collision avoidance control is not possible while the ABS is operating, the processor 120 may perform slip control of the wheels that is capable of maintaining steering operation control and minimizing braking distances of the wheels.

[0077] When there is a possibility of a vehicle collision, the processor 120 may induce a side collision of the vehicle by controlling a collision avoidance control and controlling left and right wheel sliding.

[0078] The processor 120 can calculate the stopping braking distance of the preceding vehicle and the stopping braking distance of the own vehicle by using the deceleration of the preceding vehicle and the deceleration of the own vehicle, and can use the stopping braking distance of the preceding vehicle and the stopping braking distance of the own vehicle to determine the possibility of collision.

[0079] Reference Figure 2 The processor 120 can calculate the stopping braking distance of the preceding vehicle and the stopping braking distance of the own vehicle by utilizing the deceleration information of the preceding vehicle and the deceleration information of the own vehicle, and when the value obtained by subtracting the stopping braking distance of the preceding vehicle from the stopping braking distance of the own vehicle is greater than the current inter-vehicle distance between the preceding vehicle and the own vehicle, it can be determined that a collision may occur (S101).

[0080] The processor 120 determines whether the ABS is operated, and when the ABS is not operated, maintains the brake pressure increase control and the steering operation control (S102). In this case, the processor 120 calculates a brake pressure increase rate corresponding to the deceleration of the host vehicle based on the abnormal braking force curve while taking into account the weight of the host vehicle, and increases the brake pressure applied to each wheel of the vehicle according to the calculated brake pressure increase rate.

[0081] When the pressure applied when operating the ABS exceeds the friction of the road surface and causes slippage, making it impossible to increase the braking pressure, the processor 120 determines whether collision avoidance control is possible (S103). In this case, the processor 120 can determine whether collision avoidance control is possible based on whether there are vehicles traveling around the vehicle and / or in the lane next to the vehicle.

[0082] When the side and rear collision avoidance control is not possible, the processor 120 maintains the original steering operation control value and minimizes the braking distances of all wheels based on the Mu slip curve and through optimal ABS slip control (S104).

[0083] When side and rear collision avoidance control is feasible, processor 120 executes a zigzag steering avoidance maneuver based on the preceding vehicle (S105). In this case, processor 120 determines the wheel speed average restoring force, maintains optimal control of the ABS sliding friction force for the inner turn, determines the road surface condition based on the road surface determination map, and determines the amount of pressure reduction for the outer turn based on the determined road surface condition to execute the steering avoidance maneuver (zigzag) and wheel brake pressure pressure reduction control (S106).

[0084] Then, the processor 120 transmits the wheel brake pressure control command and the steering operation control command for collision avoidance control to the communication device 400 to transmit them to the external platooning device.

[0085] Thus, according to the present disclosure, when a collision occurs due to emergency braking of platooning vehicles, the impact can be minimized by optimizing the road surface friction coefficient. In other words, according to the present disclosure, when platooning vehicles collide, a side collision rather than a head-on collision can be prevented by optimizing the road surface friction coefficient and utilizing steering avoidance control and left and right wheel slip control.

[0086] In addition, according to the present disclosure, when the ABS is not operated, the braking force can be increased and the impact amount can be reduced by utilizing the pressure additionally increased by the brake pressure before excessive slip occurs on the road surface, so the braking distance can be minimized by increasing the brake pressure of the front and rear wheels while taking into account the abnormal braking force curve to prevent a collision.

[0087] According to the present disclosure, when the ABS is operated, the brake pressure cannot be additionally increased due to excessive slip on the road surface, so that the existing steering operation and ABS control can be maintained even when collision avoidance braking is not possible due to obstacles on the side and rear sides.

[0088] Furthermore, according to the present disclosure, when ABS is operating, partial offset braking can be performed when collision avoidance braking is possible due to the absence of obstacles to the sides or rear. In other words, collision avoidance control can be implemented by maintaining ABS control that applies the highest friction coefficient to the wheel turning inward while reducing the braking pressure on the wheel turning outward. Furthermore, according to the present disclosure, when an avoidance direction is selected, the possibility of a collision can be minimized by performing steering control in a zigzag pattern relative to the preceding vehicle.

[0089] The sensing device 200 may include one or more sensors that sense obstacles around the host vehicle, such as a preceding vehicle, and measure the distance and / or relative speed of the obstacles. The sensing device 200 may include multiple sensors to obtain such external information, and may further include a camera, a radar ultrasonic sensor, a laser scanner, and / or a corner radar, a lidar, an acceleration sensor, a yaw rate sensor, a torque measurement sensor, and / or a wheel speed sensor, a steering angle sensor, etc.

[0090] The GPS receiving device 300 receives the GPS information and provides the GPS information to the platoon travel control apparatus 100. Therefore, the platoon travel control apparatus 100 can check the position of the vehicle based on the GPS information.

[0091] In the present disclosure, the communication device 400 is a hardware device implemented using various electronic circuits to send and receive signals through wireless or wired connections. The communication device 400 can perform V2X, V2V or V2I communication with servers, infrastructure and other vehicles outside the vehicle by utilizing in-vehicle network communication technology or wireless Internet access or short-range communication technology.

[0092] Here, in-vehicle communication can be performed through controller area network (CAN) communication, local interconnect network (LIN) communication, or flex-ray communication as an in-vehicle network communication technology. In addition, wireless communication technology may include wireless LAN (WLAN), wireless broadband (Wibro), Wi-Fi, world interoperability for microwave access (Wimax), etc. In addition, short-range communication technology may include Bluetooth, ZigBee, ultra-wideband (UWB), radio frequency identification (RFID), infrared data communication (IrDA), etc.

[0093] For example, the communication device 400 can share platooning information with the platooning vehicles by transmitting or receiving platooning information between the platooning vehicles. In this case, the platooning information may include the destination, route, speed, distance between vehicles, collision information, collision avoidance commands, etc. of the platooning vehicles.

[0094] The navigation device 500 provides a route to a destination of the platoon traveling vehicles and map information, and can provide road information to the platoon traveling control apparatus 100 .

[0095] The interface device 600 may include an input device for receiving a control command from a user and an output device for outputting an operation state of the platoon travel control apparatus 100 and a result thereof, and the like.

[0096] Here, the input device may include keyboard buttons, a mouse, a joystick, a jog shuttle, a stylus, etc. In addition, the input device may include a soft keyboard implemented on a display. As an example, the input device may input approval or rejection for joining a platooning vehicle group.

[0097] The output device may include a display and may also include a voice output device such as a speaker. In this case, when a touch sensor formed by a touch film, touch sheet, or touchpad is provided on the display, the display can function as a touch screen, and the input device and output device can be integrated. As an example, the output device may display platooning information, and this platooning information may include information such as route information to the destination, communication details with other vehicles, approval to join a platooning group, release of a platooning group, and platooning status.

[0098] In this case, the display may include at least one of a liquid crystal display (LCD), a thin film transistor liquid crystal display (TFTLCD), an organic light emitting diode display (OLED display), a flexible display, a field emission display (FED), and a 3D display.

[0099] The steering operation control device 700 may be configured to control a steering angle of a vehicle, and may include a steering wheel, an actuator linked to the steering wheel, and a controller that controls the actuator.

[0100] The brake control device 800 may be configured to control braking of the vehicle, and may include a controller that controls braking of the vehicle.

[0101] The engine control device 900 may be configured to control engine driving of the vehicle, and may include a controller that controls vehicle speed.

[0102] In this way, according to the present disclosure, in the event that emergency braking occurs during platooning, collisions during platooning can be minimized by the following operations: increasing braking pressure when the ABS is not operated, judging whether collision avoidance control is feasible when the ABS is operated, performing optimal braking control to minimize the braking distances of all wheels when the collision avoidance control is not feasible, and performing eccentric braking to perform collision avoidance control by judging the amount of decompression based on the vehicle speed, vehicle weight, and road surface conditions when the collision avoidance control is feasible.

[0103] In the following, reference will be made to Figure 3 and Figure 4 A platoon driving control method according to an exemplary embodiment of the present disclosure is described in detail. Figure 3 A flowchart for describing a collision determination method of a platoon driving control device according to an exemplary embodiment of the present disclosure is shown. Figure 4 An example of a screen showing a collision of platooning vehicles according to an exemplary embodiment of the present disclosure is shown.

[0104] In the following, it is assumed that Figure 1 The platooning control device 100 executes Figure 3 In addition, Figure 3 In the description, the operations described as being performed by the device can be understood as being controlled by the processor 120 of the platoon travel control device 100.

[0105] Reference Figure 3 , the platoon traveling control apparatus 100 determines whether the preceding vehicle brakes based on braking information of the preceding vehicle received from the preceding vehicle ( S201 ).

[0106] When the preceding vehicle brakes, the platoon driving control device 100 of the present vehicle stores the deceleration information of the preceding vehicle and the deceleration information of the present vehicle (S202), and calculates the stopping braking distance of the preceding vehicle and the stopping braking distance of the present vehicle by utilizing the deceleration information of the preceding vehicle and the deceleration information of the present vehicle (S203).

[0107] Subsequently, the platoon driving control device 100 determines whether the difference between the stopping braking distance of the own vehicle and the stopping braking distance of the preceding vehicle is greater than the current inter-vehicle distance between the own vehicle and the preceding vehicle (S204), and when the difference is greater than the current inter-vehicle distance, determines that a collision will occur between the own vehicle and the preceding vehicle (S205).

[0108] like Figure 4 As shown, when emergency braking occurs during platooning, a collision may occur between platooning vehicles.

[0109] In the following, reference will be made to Figure 5 and Figure 6A platoon driving control method of vehicles according to an exemplary embodiment of the present disclosure is described in detail. Figure 5 A flowchart for specifically describing a method of controlling pressure increase when it is determined that the ABS is not operated after a collision according to an exemplary embodiment of the present disclosure is shown. Figure 6 A graph showing an abnormal braking force curve according to an exemplary embodiment of the present disclosure is shown.

[0110] In the following, it is assumed that Figure 1 The platooning control device 100 executes Figure 5 In addition, Figure 5 In the description, the operations described as being performed by the device can be understood as being controlled by the processor 120 of the platoon travel control device 100.

[0111] Reference Figure 5 The platooning control device 100 checks whether a collision is likely to occur and whether to operate the ABS (S301). That is, the platooning control device 100 determines the possibility of a collision (S302), and when it is determined that a collision is likely to occur, determines whether to operate the ABS (S303), and when the ABS is operated, performs braking control according to whether collision avoidance control is possible (S304).

[0112] On the other hand, when the ABS is not operated, the platoon traveling control apparatus 100 calculates an abnormal braking force curve in consideration of the weight of the host vehicle ( S305 ).

[0113] Subsequently, the platoon traveling control apparatus 100 calculates the brake pressure increase rates of the front and rear wheels corresponding to the deceleration of the host vehicle ( S306 ).

[0114] Subsequently, the platoon traveling control apparatus 100 controls pressure increases of the front and rear wheels according to the brake pressure increase rates of the front and rear wheels corresponding to the deceleration of the host vehicle ( S307 ).

[0115] When the ABS control is not operated, the applied pressure does not exceed the friction force on the road surface and no slip occurs, so additional braking pressure can be added. Figure 6 In the case of an abnormal braking force curve, the difference ratio between the front and rear wheels is calculated.

[0116] When the vehicle deceleration is a, the front wheel braking force Bf and the rear wheel braking force Br are proportional to the dynamic load distribution of the vehicle and can be expressed as Equation 1.

[0117] (Equation 1)

[0118]

[0119] Here, Bf represents the front wheel braking force, Br represents the rear wheel braking force, and m represents the road friction coefficient. m = a / g, where "a" represents the vehicle deceleration, "g" represents the acceleration due to gravity, Wf represents the weight of the front wheels, Wr represents the weight of the rear wheels, W represents the vehicle weight, "h" represents the center of gravity, and "l" represents the distance between the wheel axles.

[0120] like Figure 6 As shown, an abnormal curve of a loaded vehicle and an abnormal curve of an empty vehicle according to the front wheel braking force Bf and the rear wheel braking force Br are shown, and the front wheel braking force Bf increases as the vehicle deceleration increases.

[0121] When using Figure 6 When the abnormal braking force curve is shown, the pressure of vehicle deceleration can be additionally increased to the road surface limit point in consideration of the movement of the center of gravity of the vehicle based on the vehicle weight information (vehicle / front wheels and rear wheels).

[0122] For example, when braking the vehicle at a vehicle deceleration of 0.5g, before operating the ABS, when the vehicle deceleration increases to 0.6g in real time, the brake pressure ratio of the front wheels can be increased from 68% to 72%, and the brake pressure ratio of the rear wheels can be reduced from 32% to 28%.

[0123] In this way, the brake pressure ratio can be set in advance based on the abnormal braking force curve and the vehicle deceleration through experimental values ​​and stored.

[0124] In the following, reference will be made to Figure 7 and Figure 8 A platoon driving control method for vehicles according to an exemplary embodiment of the present disclosure is described in detail. Figure 7 A flowchart for specifically describing a control method when collision avoidance control is not feasible when the ABS is operated after a collision is determined according to an exemplary embodiment of the present disclosure is shown. Figure 8 A diagram for describing collision avoidance control of platooning vehicles according to an exemplary embodiment of the present disclosure is shown.

[0125] In the following, it is assumed that Figure 1 The platooning control device 100 executes Figure 7 In addition, Figure 7 In the description, the operations described as being performed by the device can be understood as being controlled by the processor 120 of the platoon travel control device 100.

[0126] Reference Figure 7, the platoon driving control device 100 checks collision judgment and whether to operate ABS (S401); judges whether a collision occurs (S402); judges whether to operate ABS when it is judged that a collision will occur (S403); and performs pressure increase control when ABS is not operated (S404).

[0127] On the other hand, when the ABS is operated, the platoon driving control device 100 determines whether there is a surrounding collision during avoidance braking (S405); and when avoidance braking is feasible (when no surrounding collision occurs during avoidance braking), performs slip optimization eccentric pressure control (S406).

[0128] On the other hand, when avoidance braking is not possible (when a surrounding collision occurs during avoidance braking), the platoon traveling control apparatus 100 maintains normal ABS control of all wheels of the vehicle and does not perform avoidance steering operation ( S407 ). Figure 8 An example is shown in which the following vehicle FV1 senses a surrounding collision during avoidance braking for avoiding a collision when emergency braking is performed during platoon traveling.

[0129] In the following, reference will be made to Figures 9 to 13 A driving control method for a vehicle according to an exemplary embodiment of the present disclosure is described in detail. Figure 9 A flowchart for describing collision avoidance control of platooning vehicles according to an exemplary embodiment of the present disclosure is shown. Figure 10A 、 Figure 10B 、 Figure 10C and Figure 10D A diagram is shown for describing an example of optimal friction force control using a Mu-slip curve according to an exemplary embodiment of the present disclosure. Figure 11A and Figure 11B shows a view for describing a vehicle traveling direction according to an exemplary embodiment of the present disclosure, Figure 12 An example of a screen showing a road surface determination map according to an exemplary embodiment of the present disclosure, Figure 13 An example of a screen showing a road surface determination map according to an exemplary embodiment of the present disclosure is shown.

[0130] In the following, it is assumed that Figure 1 The platooning control device 100 executes Figure 9 In addition, Figure 9 In the description, the operations described as being performed by the device can be understood as being controlled by the processor 120 of the platoon travel control device 100.

[0131] Figure 9 Shown schematically Figure 7 Flowchart of the sliding optimization eccentric pressure control process S406. Figure 9When ABS operation begins (decompression of the front and rear wheels begins) (S501), the platooning control device 100 determines the speed recovery force, i.e., the average wheel speed recovery force (S502). In this case, the speed recovery force at the ABS side after the first cycle can be referenced. Here, the speed recovery force represents the gradient of the area where speed recovery occurs when decompression is performed at the optimal ABS slip pressure.

[0132] The platooning travel control apparatus 100 maintains optimal control of the steering inner side ABS sliding friction force ( S503 ).

[0133] The platooning control device 100 can be based on the turning outer road surface judgment map ( Figure 12 ) to judge the road surface (S504).

[0134] The platooning control device 100 can be configured to control the vehicle to move to the outer side based on the turning outer side pressure reduction amount setting map ( Figure 13 ) to determine the decompression amount (S505).

[0135] The platoon driving control device 100 may perform a steering operation to avoid turning and reduce the wheel brake pressure (S506). In this case, the platoon driving control device 100 may set a zigzag holding direction in the opposite direction to the turning direction of the preceding vehicle to avoid continuous collisions.

[0136] The platoon travel control device 100 determines whether the collision situation has ended (S507). When the collision situation ends, the collision avoidance control for the platoon travel vehicles ends.

[0137] Figure 10A A schematic diagram of the Mu sliding curve is shown, Figure 10B A detailed graph showing the friction coefficient according to the sliding conditions of each road surface is shown. Figure 10A , it can be seen that the optimization can be achieved by longitudinal slip control and that the lateral direction deteriorates rapidly as the slip increases. Therefore, wheel locking is not performed at maximum pressure. Figure 10B , the friction coefficient can be generated and the steering force can be ensured by controlling the pressure used to maintain the left and right sliding difference.

[0138] When avoidance steering operations are possible during lateral and rearward avoidance steering operations due to a following vehicle in the adjacent lane or the road surface condition (presence of an avoidable lane), a braking steering force can be generated by applying an eccentric braking pressure that takes into account the friction coefficient of the Mu slip curve, thereby enabling avoidance steering operations to be performed to prevent a side collision.

[0139] In order to minimize the collision energy, partial ABS is applied to maximize the slip of the wheel turning inside (ABS control is applied only to the inside front and rear wheels), and the brake pressure applied to the wheel turning outside is reduced to a value obtained by entering the optimal slip pressure compensation delta P (decompression amount) for each road surface by ABS to maintain the yaw moment until the end of the collision. The reason why the friction force at the wheel lock point is not simply used to pressurize the wheel turning outside to the maximum pressure, thereby finding and decompressing the same friction force, is that due to the lateral tire friction force, such as Figure 10B The shown drop is so steep that regulation stability cannot be ensured.

[0140] The device 100 can maintain ABS control that applies the highest road friction coefficient to the wheel turning inside and reduce the braking pressure applied to the wheel turning outside to perform partial eccentric braking, can judge the road surface based on the wheel speed recovery rate, according to the vehicle weight and speed, and can perform eccentric braking that continues to generate a steering yaw moment until the end of the collision and avoid steering operation application control by using a pressure reduction from the optimal slip point pressure to the maximum pressure point pressure.

[0141] Reference Figure 10C and Figure 10D When slip occurs due to pressure increase, the road surface cannot be determined by the slip slope due to basic braking, pressure overshoot, etc. However, during the decompression period after ABS, the speed recovery force of ① the wheel and ② the wheel can be divided in the form of a 3D measurement map based on the tire characteristics of the vehicle weight, speed and road friction in the unloaded state.

[0142] exist Figure 11A In the embodiment of the present invention, when the vehicle must turn to the right, the braking force applied to the right wheel is greater than the braking force applied to the left wheel. In this way, the steering operation force and the eccentric braking steering force of the vehicle can be generated by applying different braking forces to the left and right wheels.

[0143] Figure 11B An example is shown in which the following vehicles FV1 and FV2 perform collision avoidance control in a zigzag direction.

[0144] Figure 12 A road surface judgment map based on a table that matches the wheel speed recovery force according to the vehicle speed and road surface for each vehicle weight is shown. That is, when the vehicle is an empty vehicle, a heavy vehicle, or a loaded (fully loaded) vehicle, the weight of the vehicle changes, and the speed recovery force differs depending on the vehicle speed and road surface. The platooning control device 100 can set and store such a road surface judgment map in advance using experimental values. In the present disclosure, the device 100 can use Figure 12The road surface judgment map is used to judge the state of the road surface based on the vehicle speed, vehicle weight and speed recovery force. In this case, the state of the road surface may include ice state, snow state, rain state, dry state, etc.

[0145] Figure 13 A pressure reduction amount judgment diagram based on a table that matches the pressure reduction amount according to the vehicle speed and road surface for each vehicle weight is shown. That is, when the vehicle is an empty vehicle, a heavy vehicle, or a loaded (fully loaded) vehicle, the weight of the vehicle changes, and the pressure reduction amount varies depending on the vehicle speed and road surface. The platooning control device 100 can set and store such a pressure reduction amount judgment diagram in advance through experimental values. In the present disclosure, the device 100 can be used to Figure 13 The decompression amount judgment chart determines the decompression amount based on the road conditions, vehicle weight and speed recovery force.

[0146] For example, during clockwise collision avoidance control, the platooning control device 100 initiates ABS slip control (maximum longitudinal deceleration) for the front and rear wheels. Immediately after ABS operation, when the pressure decreases, the initial vehicle speed increases, and the leaning wheel speed average restoring force reaches 0.6 g, decompression control is performed by continuing optimal ABS slip control for the right front and right rear wheels and determining the amount of decompression for the left front and left rear wheels. For example, when the vehicle speed is 80 kph, the speed restoring force is 6.0 g, and the vehicle weight is in a loaded state, the road surface can be determined to be dry asphalt.

[0147] Therefore, when the vehicle speed is 80 KPH and the vehicle weight is in a loaded vehicle state, and when the road surface is dry asphalt, the pressure reduction amount relative to the pressure at the optimal sliding point on the right side can be determined to be 1.05 bar.

[0148] In the following, reference will be made to Figure 14 A platoon driving control method according to an exemplary embodiment of the present disclosure is described in detail. Figure 14 A flowchart for specifically describing a vehicle control method for reducing collision energy when emergency braking is performed during platooning according to an exemplary embodiment of the present disclosure is shown. Figure 1 The platooning control device 100 executes Figure 14 In addition, Figure 14 In the description, the operations described as being performed by the device can be understood as being controlled by the processor 120 of the platoon travel control device 100.

[0149] Reference Figure 14The platooning control device 100 determines whether the ABS is not being operated (S601). If the ABS is not being operated, the device maintains the original steering control value and transmits a pressure increase (PCV pressure control valve) operation command based on the abnormal braking force curve (S602). Subsequently, the device 100 transmits the pressure increase operation command to the platooning vehicles using wireless communication (S603).

[0150] The platooning control device 100 determines whether side and rear collision avoidance control is not possible while the ABS is operating (S604). If collision avoidance control is not possible, the device 100 commands the following operations: maintaining the original steering control value and maintaining optimal ABS slip control (PCV pressure control valve) (S605). Subsequently, the device 100 transmits a command for maintaining optimal ABS slip control (PCV pressure control valve) operation to the platooning vehicles (S603) by utilizing wireless communication.

[0151] If collision avoidance control is possible in step S604, the platooning control device 100 instructs the following operations: execution of a zigzag avoidance steering operation with reference to the preceding vehicle; maintenance of optimal ABS slip control turning to the inside; and execution of a steering to the outside (PCV pressure control valve) operation (S606). Subsequently, the platooning control device 100 can transmit commands to the platooning vehicles by utilizing wireless communication to execute a zigzag avoidance steering operation with reference to the preceding vehicle, maintain optimal ABS slip control turning to the inside, and execute a steering to the outside (PCV pressure control valve) operation (S603).

[0152] Thus, according to the present disclosure, when emergency braking is performed during platooning, in an area where a brake pressure lower than a critical friction force of the road surface is generated (before ABS enters) or in all cases after a road surface limit (ABS control application / wheel slip generation), the impact of a chain collision can be prevented from being concentrated on the leading vehicle by utilizing the grip between the tires and the road surface.

[0153] Figure 15 A computing system according to an exemplary embodiment of the present disclosure is shown.

[0154] Reference Figure 15 , 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 device 1600 , and a network interface 1700 connected via a bus 1200 .

[0155] The processor 1100 may be a central processing unit (CPU) or a semiconductor device that processes commands stored in the memory 1300 and / or the storage device 1600. The memory 1300 and the storage device 1600 may include various types of volatile or non-volatile storage media. For example, the memory 1300 may include a read-only memory (ROM) and a random access memory (RAM).

[0156] Therefore, the steps of the methods or algorithms described in conjunction with the exemplary embodiments disclosed herein may be directly implemented as hardware, software modules, or a combination of both executed by the processor 1100. The software modules may be located in a storage medium (i.e., the memory 1300 and / or the storage device 1600) such as RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, a hard disk, a removable disk, and a CD-ROM.

[0157] An exemplary storage medium may be coupled to the processor 1100, and the processor 1100 may read information from the storage medium and may write information to the storage medium. Alternatively, the storage medium may be integrated with the processor 1100. The processor and the storage medium may be located in an application specific integrated circuit (ASIC). The ASIC may be located in a user terminal. Alternatively, the processor and the storage medium may be located in a user terminal as separate components.

[0158] The above description is merely an example of the technical idea of ​​the present disclosure, and those skilled in the art to which the present disclosure pertains can make various modifications and variations without departing from the essential characteristics of the present disclosure.

[0159] Therefore, the exemplary embodiments disclosed in this disclosure are not intended to limit the technical concept of this disclosure, but are used to explain the technical concept of this disclosure, and the scope of the technical concept of this disclosure is not limited by these exemplary embodiments. The scope of protection of this disclosure should be interpreted by the appended claims, and all technical concepts within the equivalent scope should be interpreted as included within the scope of this disclosure.

Claims

1. A platooning control device, comprising: The processor is configured to: Determine the likelihood of a collision during platooning; When there is a possibility of the collision, collision avoidance control or braking control is performed according to whether an anti-lock braking system (ABS) is operated; When the collision avoidance control is possible when the ABS is operated, calculating a brake pressure reduction amount based on vehicle speed, vehicle weight, and road surface conditions; and controlling the eccentric brake according to the amount of reduction in the brake pressure; and a storage device configured to store data obtained by the processor and an algorithm for driving the processor, wherein the processor is configured to: When the collision avoidance control is feasible when the ABS is operated, maintaining ABS control by applying the highest road friction coefficient to the wheel turning inward; Reduces the brake pressure applied to the wheel turning outward to perform partial off-center braking. When the ABS is not operated, maintaining steering control; and Increase the brake pressure on the wheel according to the abnormal braking force curve.

2. The platooning control device according to claim 1, wherein the processor is configured to: The state of the road surface is determined based on the speed restoring force, the vehicle speed, and the vehicle weight.

3. The platoon driving control apparatus according to claim 1 , wherein the storage device is configured to: storing a road surface determination map for storing a speed restoration force for each vehicle weight that matches the vehicle speed and the state of the road surface; and A pressure reduction amount setting map is stored, the pressure reduction amount setting map storing a pressure reduction amount for each vehicle weight that matches the vehicle speed and the state of the road surface.

4. The platooning control device according to claim 1 , wherein the processor is configured to: When the collision avoidance control is possible while the ABS is operating, the avoidance direction of the following vehicle is controlled in a zigzag shape based on the preceding vehicle.

5. The platooning control device according to claim 1 , wherein the processor is configured to: When the deceleration of the vehicle increases, the braking pressure applied to the front wheels of the vehicle is increased, and the braking pressure applied to the rear wheels of the vehicle is reduced according to the abnormal braking force curve.

6. The platooning control apparatus according to claim 1 , wherein the processor is configured to: When the collision avoidance control is not possible when the ABS is operated, slip control of the wheels is performed so that the steering operation control is maintained and the braking distance of the wheels is minimized.

7. The platooning control device according to claim 1 , wherein the processor is configured to: When there is a possibility of the collision, a side collision of the vehicle is induced by the collision avoidance control and by controlling the left wheel slip and the right wheel slip.

8. The platooning control device according to claim 1, wherein the processor is configured to: calculating a stopping braking distance of the preceding vehicle and a stopping braking distance of the host vehicle by using the deceleration of the preceding vehicle and the deceleration of the host vehicle; and The possibility of the collision is determined using the stopping braking distance of the preceding vehicle and the stopping braking distance of the host vehicle.

9. A vehicle system comprising: The platooning control device is configured to: Determine the likelihood of a collision during platooning; When there is a possibility of the collision, collision avoidance control or braking control is performed according to whether an anti-lock braking system (ABS) is operated; When the collision avoidance control is possible when the ABS is operated, calculating a brake pressure reduction amount based on vehicle speed, vehicle weight, and road surface conditions; and controlling the eccentric brake according to the amount of reduction in the brake pressure; and a communication device configured to transmit the collision avoidance control command and the braking control command received from the platooning control device to the platooning vehicles, Wherein, the platoon driving control device is configured as follows: When the collision avoidance control is feasible when the ABS is operated, maintaining ABS control by applying the highest road friction coefficient to the wheel turning inward; Reduces the brake pressure applied to the wheel turning outward to perform partial off-center braking. When the ABS is not operated, maintaining steering control; and Increase the brake pressure on the wheel according to the abnormal braking force curve.

10. The vehicle system according to claim 9, wherein the platooning control device is configured to: The state of the road surface is determined based on the speed restoring force, the vehicle speed, and the vehicle weight.

11. The vehicle system according to claim 9, wherein the platooning control device is configured to: When the collision avoidance control is possible while the ABS is operating, the avoidance direction of the following vehicle is controlled in a zigzag shape based on the preceding vehicle.

12. A platooning control method, comprising: Determine the likelihood of a collision during platooning; When there is a possibility of the collision, determining whether to operate an anti-lock braking system (ABS); executing collision avoidance control or braking control according to whether the ABS is operated; as well as sending the collision avoidance control command and the braking control command to the platoon vehicles, The execution of collision avoidance control or braking control includes: When the collision avoidance control is feasible when the ABS is operated, maintaining ABS control by applying the highest road friction coefficient to the wheel turning inward; Reduces the brake pressure applied to the wheel turning outward to perform partial off-center braking. When the ABS is not operated, maintaining steering control; and Increase the brake pressure on the wheel according to the abnormal braking force curve.

13. The platooning control method according to claim 12, wherein determining the possibility of a collision during platooning comprises: calculating a stopping braking distance of the preceding vehicle and a stopping braking distance of the own vehicle by using a deceleration of the preceding vehicle and a deceleration of the own vehicle; as well as The possibility of the collision is determined using the stopping braking distance of the preceding vehicle and the stopping braking distance of the host vehicle.

14. The platooning control method according to claim 12, wherein executing collision avoidance control or braking control comprises: The road surface condition is determined based on the speed recovery force, vehicle speed, and vehicle weight.

15. The platooning control method according to claim 12, wherein executing collision avoidance control or braking control comprises: When collision avoidance control is possible while the ABS is operating, the avoidance direction of the following vehicle is controlled in a zigzag shape based on the preceding vehicle.

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