Vehicle and method for controlling emergency brake function thereof, and computer-readable recording medium

Abstract

A vehicle, a method for controlling an emergency brake function thereof, and a computer-readable recording medium are provided. The method includes detecting an obstacle in front of the vehicle, the vehicle being in a state in which the vehicle can travel in a forward direction using power of a power source; determining a first steering angle and a second steering angle in response to the detection, the first steering angle being a maximum steering angle at which the vehicle collides with the obstacle, and the second steering angle being a steering angle at which the vehicle steers while maintaining a minimum safety distance from the obstacle, the first steering angle and the second steering angle being determined based on a distance to the obstacle, a heading of the obstacle, and an input steering angle; and determining whether to change the emergency brake function based on the input steering angle, the first steering angle, and the second steering angle.

Description

Technical Field

[0001] This invention relates to a vehicle and a method for controlling the same. Background Technology

[0002] In recent years, in addition to vehicle performance, safety has become an important factor in vehicle purchasing decisions. To date, development has primarily focused on passive safety systems that protect drivers and passengers in the event of a collision. However, active safety systems are currently under active development, utilizing information gathered from various sensors to minimize or prevent collisions.

[0003] As an example of an active safety system, there exists an emergency braking system that uses ultrasonic or radar sensors mounted at the front and rear of the vehicle to perform emergency braking functions. The emergency braking function is designed to limit the vehicle's output torque or perform braking operations when an object is within a predetermined distance from the front and rear of the vehicle and the driver is not operating the accelerator or brake pedal.

[0004] However, sudden torque limiting used to prevent collisions can worsen driving performance, thus increasing the risk of accidents. Furthermore, simple warnings about collision risks make it difficult for drivers to respond effectively to such risks. References will now be made. Figure 1 To describe this situation.

[0005] Figure 1 This is a diagram used to illustrate issues related to the emergency braking function.

[0006] Reference Figure 1 When vehicle 10 is traveling in the first lane and detects an object 20 ahead (such as a stopped vehicle ahead), the driver of vehicle 10 may attempt to change lanes to the second lane at a relatively short distance from the object 20 (e.g., a distance requiring emergency braking). If the driver of vehicle 10 determines that changing to the second lane is possible, the driver steers vehicle 10 at a sufficiently large angle to avoid a collision with the object 20 and enters the second lane before a following vehicle 30 approaching vehicle 10. However, at this point, if emergency braking is activated, vehicle 10 faces the risk of colliding with the following vehicle 30. Collisions occurring while changing lanes during driving can also occur in situations where the driver of vehicle 10 begins to move the vehicle while it is parked alongside other vehicles on the shoulder. Summary of the Invention

[0007] This invention relates to a vehicle and a method for controlling the same. A specific embodiment relates to a vehicle and a method for controlling the vehicle, wherein when an obstacle is present in front of the vehicle, the vehicle and the method for controlling it can control whether to activate an emergency braking function in response to the driver's steering input.

[0008] Therefore, embodiments of the present invention relate to a vehicle and a method for controlling the same, which substantially avoids one or more problems arising from the limitations and disadvantages of related technologies.

[0009] One embodiment of the present invention provides a vehicle and a method for controlling the vehicle, which prevents the unintended activation of an emergency braking function in response to a driver's steering maneuver when an obstacle is in front of the vehicle.

[0010] However, the embodiments of the present invention are not limited to the above embodiments, and those skilled in the art will clearly understand from the following description other embodiments not mentioned herein.

[0011] The emergency braking function control method for a vehicle according to an embodiment of the present invention may include, when the vehicle detects an obstacle ahead while traveling in a forward direction using the power of a power source, determining a first steering angle and a second steering angle based on the distance to the obstacle, the heading of the obstacle, and an input steering angle, wherein the first steering angle is the maximum steering angle at which the vehicle will collide with the obstacle, and the second steering angle is the steering angle at which the vehicle turns while maintaining a minimum safe distance from the obstacle, and changing whether to activate the emergency braking function or the activation reference distance when activating the emergency braking function based on at least one of the input steering angle, the first steering angle, and the second steering angle.

[0012] Furthermore, the vehicle according to embodiments of the present invention may include: an obstacle detection device, a power source, and an emergency braking function control device. The emergency braking function control device is configured to: when the vehicle is traveling in the forward direction using the power source and the obstacle detection device detects an obstacle ahead, determine a first steering angle and a second steering angle based on the distance to the obstacle, the heading of the obstacle, and an input steering angle. The first steering angle is the maximum steering angle at which the vehicle will collide with the obstacle, and the second steering angle is the steering angle at which the vehicle turns while maintaining a minimum safe distance from the obstacle. The device also changes whether to activate the emergency braking function or whether to activate the emergency braking function based on at least one of the input steering angle, the first steering angle, and the second steering angle. Attached Figure Description

[0013] To gain a more complete understanding of the invention and its advantages, reference is now made to the following description in conjunction with the accompanying drawings, in which:

[0014] Figure 1 This is a diagram used to illustrate issues related to the emergency braking function;

[0015] Figure 2This is a diagram illustrating an example of the structure of a powertrain system for a parallel hybrid electric vehicle to which embodiments of the present invention can be applied;

[0016] Figure 3 This is a block diagram illustrating an example of a control system for a hybrid electric vehicle to which embodiments of the present invention can be applied;

[0017] Figure 4 This is a diagram illustrating an example configuration of an emergency braking entry control device according to an embodiment of the present invention;

[0018] Figure 5 This is a diagram illustrating an example of the geometry applied when a vehicle is turning at low speed;

[0019] Figure 6 This is a diagram illustrating the collision steering angle and the safe steering angle according to embodiments of the present invention; and

[0020] Figure 7 This is a flowchart illustrating an example of an emergency braking entry control process according to an embodiment of the present invention. Detailed Implementation

[0021] In the following description, embodiments of the invention will be detailed with reference to the accompanying drawings to enable those skilled in the art to readily implement these embodiments. However, the invention can be embodied in many different forms and should not be construed as limited to the embodiments described herein. In the drawings, portions unrelated to the description of embodiments of the invention will be omitted for clarity. Throughout the specification, similar reference numerals refer to similar elements.

[0022] Throughout this specification, when a component is described as "including" or "contains" another component, it indicates that other components are not excluded and may also be included, unless otherwise stated. The same reference numerals used throughout this specification refer to the same constituent elements.

[0023] Before explaining the vehicle and its control method according to embodiments of the present invention, the structure and control system of a hybrid electric vehicle are first described as an example of a vehicle to which the embodiments are applicable. Of course, in addition to the components specific to hybrid electric vehicles, the embodiments can also be applied to general vehicles equipped with internal combustion engines, as well as motor vehicles other than hybrid electric vehicles, such as electric vehicles (EVs) or fuel cell electric vehicles (FCEVs).

[0024] Figure 2 This is a diagram illustrating an example of the structure of the powertrain of a parallel hybrid electric vehicle to which embodiments of the present invention can be applied.

[0025] Reference Figure 2The power system of the hybrid electric vehicle adopts a parallel hybrid system, in which the drive electric motor 140 and the engine clutch (EC) 130 are arranged between the internal combustion engine (ICE) 110 and the transmission 150.

[0026] In such a vehicle, when the driver presses the accelerator pedal after starting the vehicle, with the engine clutch 130 open, the electric motor 140 is first driven by the battery's power. The power from the electric motor 140 is then transmitted to the wheels via the transmission 150 and the final drive (FD) 160 to rotate the wheels (i.e., electric vehicle (EV) mode). When the vehicle gradually accelerates and requires more power, the starter / generator motor 120 operates to drive the engine 110.

[0027] When the speeds of the engine 110 and the electric motor 140 become equal, the engine clutch 130 locks, resulting in either the engine 110 or the electric motor 140, or only the engine 110, driving the vehicle (i.e., switching from EV mode to hybrid electric vehicle (HEV) mode). When predetermined engine shutdown conditions are met, for example, when the vehicle decelerates, the engine clutch 130 disengages, and the engine 110 stops (i.e., switching from HEV mode to EV mode). Furthermore, when the hybrid electric vehicle brakes, the power to the wheels is converted into electrical energy, which is used to charge the battery; this is called regenerative braking or brake energy recovery.

[0028] The starter / generator motor 120 functions as a starter motor when the engine is started and as a generator when harvesting the engine's rotational energy after the engine has started or when the engine is off. Therefore, the starter / generator motor 120 may be referred to as a "hybrid starter generator (HSG)" or, in some cases, as an "auxiliary motor".

[0029] The driving modes of hybrid electric vehicles will be described in detail below based on the above structure.

[0030] EV mode is mainly used when the vehicle speed is low and the required torque is low. In EV mode, the engine clutch 130 is disengaged and only the electric motor 140 is used as the power source to transmit torque to the wheels.

[0031] HEV mode is primarily used when vehicle speeds are high and high torque is required. It utilizes engine 110 and electric motor 140 as power sources and can be further subdivided into HEV series mode and HEV parallel mode. In HEV series mode, engine clutch 130 is open (i.e., the connection between engine 110 and drive shaft is interrupted), and the power of engine 110 is used to generate electrical energy by HSG 120, with only electric motor 140 directly generating power. On the other hand, in HEV parallel mode, engine clutch 130 is locked, so that the power of both engine 110 and electric motor 140 is transmitted to the wheels.

[0032] Figure 3 This is a block diagram illustrating an example of a control system for a hybrid electric vehicle to which embodiments of the present invention can be applied.

[0033] Reference Figure 3 In a hybrid electric vehicle to which embodiments of the present invention can be applied, the internal combustion engine 110 can be controlled by an engine control unit 210. The torque of the starter / generator motor 120 and the drive motor 140 can be controlled by an electric motor control unit (MCU) 220. The engine clutch 130 can be controlled by a clutch control unit 230. Here, the engine control unit 210 is also referred to as an engine management system (EMS). In addition, the transmission 150 is controlled by a transmission control unit 250.

[0034] Each control unit can be connected to the hybrid power control unit (HCU) 240, which is the upper-level control unit for the entire process of control mode switching, and can provide the hybrid power control unit 240 with information required for engine clutch control and / or engine stop control when switching drive modes or shifting gears, or can perform operations in response to control signals under the control of the hybrid power control unit 240.

[0035] For example, the hybrid control unit 240 determines whether to perform a mode switch between EV mode and HEV mode based on the vehicle's driving status. To this end, the hybrid control unit determines the opening time of the engine clutch 130 and controls hydraulic pressure (in the case of a wet engine clutch) or torque capacity (in the case of a dry engine clutch) when the engine clutch is open. Furthermore, the hybrid control unit 240 can determine the state of the engine clutch 130 (locked, slipped, open, etc.) and can control the timing of stopping fuel injection to the engine 110. Additionally, the hybrid control unit can send a torque command to the electric motor control unit 220 to control the torque of the starter / generator motor 120, thereby controlling the engine's shutdown and the recovery of its rotational energy. Furthermore, the hybrid control unit 240 can control lower-level control units to determine mode switching conditions and execute mode switching when performing drive mode switching control.

[0036] Of course, it will be apparent to those skilled in the art that the connection relationships between the control units and the functions / divisions of the control units described above are merely illustrative and not limited by their names. For example, the hybrid control unit 240 can be implemented such that the functions of the hybrid control unit are provided by any control unit other than the hybrid control unit 240, or that the functions of the hybrid control unit are distributed and provided by two or more other control units.

[0037] The terms “unit” and “control unit” that form part of the names of electric motor control unit (MCU) and hybrid power control unit (HCU) are merely terms widely used in the naming of controllers used to control specific functions of a vehicle and should not be construed as referring to a general-purpose functional unit. For example, to control the specific functions of the controller, each control unit may include: a communication device for transmitting data with other control units or sensors; a memory for storing the operating system, logic commands, and input / output information; and one or more processors that perform the determination, calculation, and decision-making required to control the specific functions of the processor.

[0038] Figure 2 and Figure 3 The above configuration is merely an exemplary configuration for hybrid electric vehicles. It will be apparent to those skilled in the art that the embodiments of the present invention are applicable to hybrid electric vehicles not limited to those having the above configuration.

[0039] In the following text, the steering-based emergency braking function control according to an embodiment of the present invention will be described based on the configuration of the hybrid electric vehicle described above.

[0040] Embodiments of the present invention propose a technique for controlling the activation or activation conditions of an emergency braking function based on a steering path based on the distance to the obstacle and the steering angle when an obstacle appears in front of the vehicle.

[0041] The following will refer to Figure 4 The configuration of the control device for implementing the above embodiments is described.

[0042] Figure 4 This is a diagram illustrating an example configuration of an emergency braking entry control device according to an embodiment of the present invention.

[0043] Reference Figure 4 The emergency braking entry control device 300 according to the embodiment may include: a determiner 310 and a controller 320.

[0044] The determiner 310 may include an entry condition determiner 311, an obstacle determiner 312, and a steering angle determiner 313. The controller 320 may include an emergency brake deactivation controller 321, an emergency brake entry distance changer 322, and a powertrain mode controller 323.

[0045] The operation of the components of the emergency braking entry control device 300 will be described in more detail below.

[0046] The determiner 310 can receive information about whether the hybrid electric vehicle is ready to drive (i.e., HEV ready, corresponding to "ignition switch (IG) on" in a conventional vehicle), information about the vehicle speed, information about the currently selected gear (P, R, N, D, etc.), information about the heading and distance to an object located on the vehicle's path (i.e., in front of the vehicle), and information about the steering angle based on steering wheel operation. Information about the currently selected gear can be obtained from the transmission control unit 250. Information about the heading and distance to an obstacle can be obtained through an obstacle detection device, such as a distance-detecting sensor (e.g., a vision sensor, radar sensor, LiDAR sensor, or ultrasonic sensor), or through a control unit that controls the obstacle detection device (e.g., an advanced driver assistance system (ADAS) control unit). Information about the vehicle speed can be sent from wheel speed sensors. Information about the steering angle can be obtained from the steering control unit. However, the embodiments are not limited to these.

[0047] When the driver operates the accelerator pedal while the vehicle's current state is "HEV Ready," the entry condition determiner 311 can determine that emergency braking control has entered according to this embodiment. In this case, the gear (i.e., the D range or the R range) is locked to allow the vehicle to travel in one direction, and the distance to an object existing in the vehicle's travel path in that direction is less than a predetermined distance D.thr .

[0048] The entry condition determiner 311 determines whether to enter the mode of controlling the emergency braking function based on whether the control entry condition is met.

[0049] The entry conditions are as follows:

[0050] 1) HEV ready (EV ready or IG engaged may also depend on the powertrain)

[0051] 2) D-range

[0052] 3) Obstacle detection ahead

[0053] In summary, when a vehicle detects an obstacle ahead while it is traveling in the forward direction using the power source, it can be determined that the conditions for controlled entry are met.

[0054] The obstacle determiner 312 determines whether to enter the emergency braking control mode based on the steering angle and the position of the obstacle relative to the vehicle's direction of travel. For example, in Figure 1 In the illustrated scenario, the vehicle 10 turns right, and the object 20 exists only in the area to the left and in front of the vehicle 10 relative to the driving direction determined by the steering operation (i.e., the diagonally upper right direction in the figure), and there is no object directly in front of or to the right of the vehicle 10. When the vehicle turns right, the obstacle determiner 312 can determine control entry when there is no obstacle in the area directly in front of or to the right of the vehicle relative to the driving direction determined by the steering operation. Conversely, when the vehicle turns left, the obstacle determiner 312 can determine control entry when there is no obstacle in the area directly in front of or to the left of the vehicle relative to the driving direction determined by the steering operation.

[0055] This means that when there are no obstacles other than the object 20 in front on the driving path corresponding to the input steering angle, the obstacle determiner 312 determines that control is engaged.

[0056] The steering angle determiner 313 can determine whether to enter the mode and control type of the emergency braking function based on the steering angle and the distance to the obstacle ahead.

[0057] When the steering angle is greater than the collision steering angle, the steering angle determiner 313 can determine that control is engaged. The steering angle determiner 313 can determine the control type as "cautious steering" under the condition that "safe steering angle > steering angle > collision steering angle", and can determine the control type as "safe steering" under the condition that "steering angle > safe steering angle".

[0058] Here, the collision steering angle is the maximum steering angle, at which the vehicle and the obstacle in front will collide. The safe steering angle is the angle at which the vehicle and the obstacle in front maintain the minimum safe distance (e.g., ...). Figure 6 The α in the text (which will be described later) is the steering angle while traveling at a safe distance of 0 or greater.

[0059] The collision steering angle and the safe steering angle can be calculated using the Ackerman geometry model, which is widely used to model vehicle steering based on steering maneuvers.

[0060] Figure 5 This is a diagram illustrating an example of the geometry applied when a vehicle is turning at low speed.

[0061] Reference Figure 5 The predicted driving path of the vehicle based on the steering angle input by the driver can be obtained through the Ackerman geometric model.

[0062] In the Ackerman geometric model, when the predicted driving path of the vehicle is a circular turning path, the circular turning radius R can be determined based on the steering angle σ0 of the outer wheel, as shown in Equation 1 below.

[0063] Equation 1

[0064]

[0065] In Equation 1 above, R represents the radius of the circular turn, T represents the tire tread (or track), and L represents the vehicle's wheelbase. Here, R is the distance from the center of the circular turn to the center of the tire tread, and therefore the practical turning radius used to determine the probability of a collision with an obstacle existing outside the turning direction during the turn is the distance from the center of the circular turn to the outer wheel, which is equal to the sum of T / 2 and R. The predicted steering path based on the steering angle can be obtained by calculating the radius using Equation 1 above.

[0066] Figure 6 This is a diagram used to illustrate the collision steering angle and safety steering angle according to embodiments of the present invention.

[0067] Reference Figure 6 The steering angle when the vehicle 10 moves a distance D in the y-axis direction (i.e., the distance to the obstacle 20 in front) and at the same time moves a distance equal to the tire tread T in the x-axis direction can be obtained as the collision steering angle.

[0068] Furthermore, the steering angle at which the vehicle 10 moves a distance equal to D-α in the y-axis direction and a distance equal to the tire tread T in the x-axis direction can be obtained as the safe steering angle. Here, α is the minimum safe distance between the obstacle 20 in front and the body of the vehicle 10 (or the outer wheel of the vehicle 10 when turning). This minimum safe distance can be set experimentally, and is generally set to 1m. However, the embodiment is not limited to this.

[0069] Refer again Figure 4 All entry condition determiners 311, obstacle determiners 312, and steering angle determiners 313 can determine whether to control entry (on), and when the steering angle determiner 313 determines the control type (cautious steering or safe steering), the determiner 310 can transmit the determination of whether to enter the control mode (on / off) and the determination of the control type to the controller 320.

[0070] When the control entry is determined to be enabled and the control type is determined to be safe steering, the emergency braking deactivation controller 321 of controller 320 can disable the emergency braking function.

[0071] When control entry is determined to be enabled and the control type is determined to be cautious steering, the emergency braking entry distance changer 322 can change the distance to the obstacle ahead that will trigger the emergency braking function to be less than the default distance. Therefore, unless the vehicle approaches the obstacle ahead to the point of collision, activation of the emergency braking function can be prevented.

[0072] When control is activated, the powertrain mode controller 323 can select a powertrain mode based on the control type. For example, when the control type is safe steering, the powertrain mode controller 323 can change the powertrain mode to an HEV series mode, in which the engine clutch 130 is open and charging is performed on the HSG 120 to enhance engine performance after lane changes. Furthermore, when the control type is cautious steering, the powertrain mode controller 323 can change the powertrain mode to an EV mode using only the drive electric motor 140 to ensure stable lane changes. Of course, this mode change is merely illustrative, and the embodiments are not limited thereto.

[0073] In the following text, reference will be made to Figure 7 Describe the process for controlling the activation of the aforementioned emergency braking function.

[0074] Figure 7 This is a flowchart illustrating an example of an emergency braking entry control process according to an embodiment of the present invention.

[0075] Reference Figure 7When the vehicle's current state is "HEV Ready" (in S701), the current gear is D (in S702), and there is an obstacle ahead (in S703), the determiner 310 can determine the obstacle's heading and distance to the obstacle (S704). Furthermore, the determiner 310 can determine the collision steering angle and the safety steering angle based on the steering angle (i.e., the steering angle input based on the driver's steering wheel input) and the distance to the obstacle (S705). The determination of the collision steering angle and the safety steering angle is consistent with the above reference. Figure 5 and Figure 6 The same method is used to perform the same task, so repeated descriptions will be omitted.

[0076] When the input steering angle is not greater than the collision steering angle (No in S706), a collision with an obstacle in front is anticipated. Therefore, the determiner 310 does not perform emergency braking control. On the other hand, when the input steering angle is greater than the collision steering angle (Yes in S706), the determiner 310 determines whether the obstacle is located in the direction of the input steering angle (S707).

[0077] When the obstacle is in the direction of the input steering angle (yes in S707), the determiner 310 does not perform emergency braking control.

[0078] On the other hand, when there is no obstacle in the direction of the input steering angle (no in S707), the determiner 310 determines that the control is on and compares the input steering angle and the safe steering angle (S708) to determine the control type.

[0079] When the input steering angle is greater than the safe steering angle (as in S708), the determiner 310 can determine the control type as safe steering (S709A). Therefore, the controller 320 can disable the emergency braking function (S710A) and set the powertrain mode to HEV series mode (S711A).

[0080] On the other hand, when the input steering angle is not greater than the safe steering angle (i.e., when the input steering angle is equal to or less than the safe steering angle) (No in S708), the determiner 310 can determine the control type as cautious steering (S709B). Therefore, the controller 320 can reduce the reference distance at which the emergency braking function is activated (S710B) and can set the powertrain mode to EV mode (S711B).

[0081] Although the above description has been made with reference to hybrid electric vehicles, the emergency braking entry control device and processing according to the embodiments can also be applied to vehicles with power systems different from those of hybrid electric vehicles with appropriate modifications.

[0082] For example, in the case of a vehicle equipped with a single type of power source (such as a universal internal combustion engine or a universal electric motor), the powertrain mode controller 323 can be selected from... Figure 4 The configuration shown is omitted. Therefore, it can also be found from... Figure 7 Steps S711A and S711B are omitted in the process shown.

[0083] This invention can be implemented as code that can be written onto a computer-readable recording medium and thus read by a computer system. Computer-readable recording media include various recording devices storing data that can be read by a computer system. Examples of computer-readable recording media include: hard disk drives (HDDs), solid-state drives (SSDs), silicon disk drives (SDDs), read-only memory (ROM), random access memory (RAM), optical disc ROM (CD-ROM), magnetic tape, floppy disks, and optical data storage devices.

[0084] It is evident from the above description that a vehicle associated with at least one embodiment of the present invention, configured as described above, can effectively prevent the emergency braking function from being unnecessarily activated, taking into account the distance to obstacles in front and the driver's steering maneuvers.

[0085] Furthermore, when embodiments of the present invention are applied to environmentally friendly vehicles, the powertrain mode can be effectively controlled by taking into account the distance to obstacles ahead and the driver's steering maneuvers.

[0086] However, the effects achievable through the embodiments of the present invention are not limited to those described above, and those skilled in the art will clearly understand from the above description other effects not mentioned herein.

[0087] It will be apparent to those skilled in the art that various changes in form and detail can be made without departing from the spirit and essential characteristics of the invention as described herein. Therefore, the detailed description above is not intended to be construed as limiting the invention in all respects, but rather to be considered by way of example. The scope of the invention should be determined by a reasonable interpretation of the appended claims, and all equivalent modifications made without departing from the invention should be included in the appended claims.

Claims

1. A method for controlling the emergency braking function of a vehicle, the method comprising: The vehicle detects obstacles in front of it, and the vehicle is in a state where it can use the power of its power source to move in the forward direction. In response to the detection, a first steering angle and a second steering angle are determined. The first steering angle is the maximum steering angle at which the vehicle collides with the obstacle, and the second steering angle is the steering angle at which the vehicle turns while maintaining a minimum safe distance from the obstacle. The first and second steering angles are determined based on the distance to the obstacle, the heading of the obstacle, and the input steering angle. Based on the input steering angle 、 The first steering angle and the second steering angle determine whether to change the emergency braking function; The method of changing the emergency braking function includes: disabling the emergency braking function in response to the input steering angle being greater than the second steering angle.

2. The method according to claim 1, wherein, In response to the input steering angle being greater than the first steering angle, it is determined to change the emergency braking function.

3. The method according to claim 1, wherein, The power source includes a hybrid power system, which includes an engine and an electric motor, and the method further includes setting the power system mode to HEV series mode.

4. The method according to claim 2, wherein, Changing the emergency braking function includes: in response to the input steering angle being equal to or less than the second steering angle, changing the activation reference distance at which the emergency braking function is activated to be less than the default distance.

5. The method according to claim 4, wherein, The power source includes a hybrid power system, which includes an engine and an electric motor, and the method further includes setting the power system mode to EV mode.

6. The method according to claim 2, wherein, The emergency braking function is modified based on the fact that there are no obstacles other than the obstacle on the driving path corresponding to the input steering angle.

7. The method according to claim 1, wherein, The states in which the power source can be used to travel in the forward direction include: states in which the input D range is in the state of HEV ready, EV ready, or ignition switch IG on.

8. The method according to claim 1, wherein, The first steering angle and the second steering angle are determined based on the tire tread, wheelbase, and distance to the obstacle.

9. The method according to claim 1, wherein, In response to the first steering angle being greater than the input steering angle, it is determined that the emergency braking function will not be changed.

10. A non-transient computer-readable recording medium storing a program that, when executed by a computer's processor, causes the computer to perform the emergency braking function control method for a vehicle according to claim 1.

11. A vehicle comprising: Obstacle detection device; Power source; as well as The emergency braking function control device is configured as follows: In response to detecting an obstacle in front of the vehicle, the vehicle is in a state where it can use the power source to travel in the forward direction. A first steering angle and a second steering angle are determined based on the distance to the obstacle, the heading of the obstacle, and an input steering angle. The first steering angle is the maximum steering angle at which the vehicle will collide with the obstacle, and the second steering angle is the steering angle at which the vehicle turns while maintaining a minimum safe distance from the obstacle. The emergency braking function is changed based on the input steering angle, the first steering angle, and the second steering angle. The emergency braking function control device is configured to deactivate the emergency braking function in response to the input steering angle being greater than the second steering angle.

12. The vehicle according to claim 11, wherein, The emergency braking function control device is configured to change the emergency braking function in response to the input steering angle being greater than the first steering angle.

13. The vehicle according to claim 11, wherein, The power source includes a hybrid power system comprising an engine and an electric motor, wherein the emergency braking function control device is configured to set the power system mode to HEV series mode.

14. The vehicle according to claim 12, wherein, The emergency braking function control device is configured to: in response to the input steering angle being equal to or less than the second steering angle, change the activation reference distance for activating the emergency braking function to be less than the default distance.

15. The vehicle according to claim 14, wherein, The power source includes a hybrid power system, which includes an engine and an electric motor, and wherein the emergency braking function control device is configured to set the power system mode to EV mode.

16. The vehicle according to claim 12, wherein, The emergency braking function control device is configured to change the emergency braking function in response to the absence of any obstacles other than the obstacle on the driving path corresponding to the input steering angle.

17. The vehicle according to claim 11, wherein, The states in which the power source can be used to travel in the forward direction include: the state of inputting the D range when HEV is ready, EV is ready, or ignition switch IG is on.

18. The vehicle according to claim 11, wherein, The emergency braking function control device is configured to determine the first steering angle and the second steering angle based on the tire tread, wheelbase, and distance to the obstacle.

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