Collision avoidance devices and methods for convoyed trailers

Abstract

A platooning trailer vehicle collision avoidance control device and method are disclosed. The platooning trailer vehicle collision avoidance control device includes a jackknife inducing determination module that determines whether to execute jackknife inducing control in a lead vehicle when an emergency braking situation occurs during platooning of trailer vehicles. The device also includes a jackknife inducing control module that provides additional braking distance for a following vehicle behind a tractor of the platooning by inducing rotation of a trailer to allow a jackknife phenomenon to occur while separately executing braking control of the tractor and the trailer of the lead vehicle. Stability of platooning is improved by reducing the likelihood of a collision accident of the following vehicle even during emergency braking.

Description

[0001] Cross-reference of related applications

[0002] This application claims priority to Korean Patent Application No. 10-2020-0171732, filed with the Korean Intellectual Property Office on December 9, 2020, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to a collision avoidance device and method for trailers traveling in platooning, which can prevent collisions caused by insufficient distance between vehicles during emergency stops. Background Technology

[0004] Typically, when a trailer is traveling with the tractor and trailer connected to each other via a coupling and a kingpin, in the event of emergency braking or a sharp turn, the trailer may bend relative to the tractor like a jackknifing due to inertia.

[0005] This "bent-knife" phenomenon not only weakens the connection between the tractor and trailer, but can also cause serious accidents, such as a bent trailer encroaching on an adjacent lane, or a tractor being dragged and overturned by the torque of the trailer.

[0006] Blade-like phenomena, especially during emergency braking in convoys of multiple trailer vehicles, can lead to serious accidents. Therefore, lead vehicles (LVs) in convoys are now equipped with electronic braking systems (EBS) to prevent blade-like phenomena.

[0007] While a lead vehicle in a convoy can prevent this zigzag effect from occurring, a trailer vehicle can maintain its lane. However, in the event of an emergency braking situation caused by a sudden sensing of an object in front of the lead vehicle (LV), a following vehicle (FV) in a convoy following the lead vehicle (LV) often struggles to maintain a sufficient distance to avoid a collision, leading to a chain reaction of collisions. Summary of the Invention

[0008] This disclosure aims to address the aforementioned problems in the prior art while maintaining the advantages achieved by the prior art.

[0009] This disclosure provides a collision avoidance control device and method for platooned trailer vehicles. The device may include a flare-inducing determination module that determines whether to perform flare-inducing control in the leading vehicle in the event of emergency braking during platooning of trailer vehicles. The device may also include a flare-inducing control module that induces rotation of the trailer to allow a flare-in phenomenon by simultaneously inducing braking control of both the tractor and trailer of the leading vehicle, thereby providing additional braking distance to following vehicles behind the tractor and improving platooning stability by reducing the likelihood of a collision with following vehicles even during emergency braking.

[0010] The technical problems to be solved by the present invention are not limited to those described above. Any other technical problems not mentioned herein should be clearly understood by those skilled in the art from the following description.

[0011] According to an aspect of this disclosure, a collision avoidance control device for platooned trailer vehicles is provided. The device includes a flare-inducing determination module that determines whether flare-inducing control should be performed in the leading vehicle when an emergency braking situation occurs during platooning of trailer vehicles connected to a tractor. The device also includes a flare-inducing control module that provides additional braking distance to following vehicles behind the tractor by inducing rotation of the trailer to cause a flare phenomenon while simultaneously performing braking control on both the tractor and trailer of the leading vehicle.

[0012] In one embodiment, the folding knife guidance determination module may include a maximum emergency braking device that determines whether to perform maximum emergency braking by comparing the actual distance between an object ahead and a leading vehicle that detects the presence of the object ahead with the minimum braking distance required to perform emergency braking on the leading vehicle. The folding knife guidance determination module may further include an emergency braking command sending device that induces emergency braking in the following vehicles by sending an emergency braking command from the leading vehicle performing maximum emergency braking to the following vehicles. The folding knife guidance determination module may further include a folding knife request receiving device that receives a folding knife execution request from the following vehicles to ensure additional braking distance and determines to perform folding knife guidance control.

[0013] In one embodiment, the folding blade guidance control module may include a rotation guidance direction determination device, which determines the rotation guidance direction by selecting the lane that the trailer will enter when it bends due to the folding blade phenomenon from the lanes on either side of the leading vehicle traveling in a convoy. The folding blade guidance control module may also include a trailer rotation guidance device, which reduces the braking force of the trailer brake control valve on the rotation guidance direction side to create a braking force difference, thereby inducing the trailer to rotate along the rotation guidance direction to induce the folding blade phenomenon.

[0014] In one embodiment, the trailer rotation induction device can be configured to induce clockwise rotation by reducing the braking force of the left brake control valve in the trailer's brake control valve when the rotation induction direction is toward the left lane. The trailer rotation induction device can also be configured to induce counterclockwise rotation by reducing the braking force of the right brake control valve when the rotation induction direction is toward the right lane.

[0015] In one embodiment, the trailer rotation induction device can be configured to, when it is determined that the trailer is traveling on a straight road, induce the tractor to rotate in the opposite direction to the rotation induction direction by applying a control command to the brake control valve of the tractor to reduce the braking force on the side opposite to the rotation induction direction.

[0016] In one embodiment, the folding knife guidance control module may further include a tractor monitoring device that performs control to keep the turning range of the tractor within the limit yaw rate range by reducing the braking force difference of the tractor when the sensed yaw rate indicating the turning degree of the tractor exceeds a preset limit yaw rate range.

[0017] In one embodiment, the tractor monitoring device can be configured to reduce the braking force difference by increasing the braking force of the brake control valve on one side and decreasing the braking force of the brake control valve on the side that maintains the braking force when the sensed yaw rate deviates from the limit yaw rate range.

[0018] In one embodiment, the folding knife guidance control module may further include a trailer rotation monitoring device, which performs control to maintain the trailer's rotation angle within the desired rotation angle range by reducing the difference in braking force applied to the trailer's brake control valve when the trailer's rotation angle exceeds a preset desired rotation angle range.

[0019] In one embodiment, the trailer rotation monitoring device can be configured to increase the braking force on the rotation-inducing direction side to induce the rotation of the trailer and decrease the braking force on the side opposite to the rotation-inducing direction side where the braking force is maintained during emergency braking to reduce the degree of rotation of the trailer.

[0020] In one embodiment, the folding knife guidance control module may further include a feedback controller that controls the braking force of the brake control valves of the tractor and trailer to increase or decrease, such that the sensed yaw rate of the tractor, as measured by the yaw rate sensor, remains within a preset limit yaw rate range until the trailer stops, and that the rotation angle of the trailer, measured based on an image captured by a rear-view camera in the cab, remains within a preset desired rotation angle range.

[0021] In one embodiment, the feedback controller can be configured to perform control to reduce the difference in braking force of the tractor when the sensed yaw rate increases to exceed a limit yaw rate range, and to increase the difference in braking force when the sensed yaw rate decreases to below the limit yaw rate range. The feedback controller can also be configured to perform control to reduce the difference in braking force of the trailer when the trailer's rotation angle increases to equal to or greater than a desired rotation angle, and to increase the difference in braking force when the trailer's rotation angle decreases to equal to or less than a desired rotation angle.

[0022] According to another aspect of this disclosure, a collision avoidance control method for platooned trailer vehicles is provided. The method includes a folding blade induction determination operation for determining whether to perform folding blade induction control in the leading vehicle when an emergency braking situation occurs during platooning of trailer vehicles connected to a tractor. The method also includes a folding blade induction control operation for providing additional braking distance to following vehicles behind the tractor by inducing rotation of the trailer to cause a folding blade phenomenon while braking control of both the tractor and trailer of the leading vehicle is performed simultaneously.

[0023] In one embodiment, the folding blade guidance control operation may include a rotation guidance direction determination process for determining the rotation guidance direction by selecting a lane that the trailer will enter when it bends due to the folding blade phenomenon from the lanes on either side of the leading vehicle in a platoon. The folding blade guidance control operation may also include a trailer rotation guidance process for reducing the braking force of the trailer brake control valve on the rotation guidance direction side to create a braking force difference, thereby inducing the trailer to rotate in the rotation guidance direction to induce the folding blade phenomenon.

[0024] In one embodiment, the trailer rotation induction process may include, when the rotation induction direction is toward the left lane, inducing clockwise rotation by reducing the braking force of the left brake control valve in the trailer's brake control valve. The trailer rotation induction process may also include, when the rotation induction direction is toward the right lane, inducing counterclockwise rotation by reducing the braking force of the right brake control valve.

[0025] In one embodiment, the trailer rotation induction process may include, when it is determined that the trailer is traveling on a straight road, inducing the tractor to rotate in the opposite direction to the trailer's rotation induction direction by applying a control command to the brake control valve of the tractor to reduce the braking force on the side opposite to the rotation induction direction.

[0026] In one embodiment, the folding knife guidance control operation may further include a tractor monitoring process for performing control to keep the tractor's turning range within the limit yaw rate range by reducing the braking force difference of the tractor when the sensed yaw rate indicating the tractor's turning degree exceeds a preset limit yaw rate range.

[0027] In one embodiment, the folding knife induction control operation may further include a trailer rotation monitoring process for performing control to maintain the trailer's rotation angle within the desired rotation angle range by reducing the difference in braking force applied to the trailer's brake control valve when the trailer's rotation angle exceeds a preset desired rotation angle range.

[0028] In one embodiment, the folding knife guidance control operation may further include a feedback control process for performing control to reduce the difference in braking force of the tractor when the sensed yaw rate increases to exceed a limit yaw rate range, and to increase the difference in braking force when the sensed yaw rate decreases to below the limit yaw rate range. The feedback control process may also be used to perform control to reduce the difference in braking force of the trailer when the trailer's rotation angle increases to equal to or above a desired rotation angle, and to increase the difference in braking force when the trailer's rotation angle decreases to equal to or below the desired rotation angle. Attached Figure Description

[0029] The above and other objects, features and advantages of this disclosure will become more apparent from the following detailed description taken in conjunction with the accompanying drawings:

[0030] Figure 1 This is a block diagram of a collision avoidance control device for platooned trailer vehicles according to this disclosure;

[0031] Figure 2 This is a view illustrating a collision avoidance scenario during an emergency stop according to this disclosure;

[0032] Figure 3 This is a view showing examples of the installation of various sensors and control valves in a trailer vehicle according to this disclosure;

[0033] Figure 4 This is a configuration diagram illustrating an example of determining whether to perform folding knife guidance control according to this disclosure;

[0034] Figure 5 This is a configuration diagram illustrating how a folding knife guidance control is implemented on a straight driving road according to the present disclosure;

[0035] Figure 6 This is a configuration diagram illustrating folding knife guidance control on a curved driving road according to the present disclosure;

[0036] Figure 7 This is a configuration diagram of a collision avoidance control method for platooned trailer vehicles according to another embodiment of the present disclosure;

[0037] Figure 8 This is a flowchart illustrating the process of determining whether to perform folding knife guidance control according to another embodiment of the present disclosure; and

[0038] Figure 9 This is a flowchart illustrating a process for implementing folding knife guidance control on a straight driving road according to another embodiment of the present disclosure. Detailed Implementation

[0039] In the following, some embodiments of the present disclosure are described in detail with reference to the accompanying drawings. When adding reference numerals to components in each drawing, it should be noted that identical or equivalent components are indicated by the same reference numerals even if shown in other drawings. Furthermore, in describing embodiments of the present disclosure, detailed descriptions of related known configurations or functions are omitted where it is determined that this would interfere with understanding the embodiments of the present disclosure. When components, devices, elements, etc., of the present disclosure are described as having a purpose or performing an operation, function, etc., the component, device, or element should be considered herein as "configured" to satisfy that purpose or perform that operation or function. Furthermore, the various modules, devices, etc., disclosed herein may include or be implemented having one or more processors, microprocessors, or computers, and may include or be implemented having one or more memories or storage devices that may be or include those of non-transitory types.

[0040] In describing components according to embodiments of the present disclosure, terms such as “first,” “second,” “A,” “B,” “(a),” and “(b)” may be used. These terms are intended only to distinguish one component from another, and they do not limit the nature, order, or sequence of the components. Unless otherwise defined, all terms used herein, including technical or scientific terms, shall have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. It should be further understood that terms such as those defined in general dictionaries should be interpreted as having a meaning consistent with the context of the relevant technical field, and should not be interpreted in an ideal or overly formal sense unless expressly defined herein.

[0041] In the following text, reference will be made to Figures 1 to 9 The embodiments of this disclosure are described in detail.

[0042] Figure 1 This is a block diagram of a collision avoidance control device for platooned trailer vehicles according to the present disclosure. Figure 2 This is a view illustrating a collision avoidance scenario during an emergency stop, according to this disclosure.

[0043] Reference Figure 1The collision avoidance control device for platooned trailer vehicles according to this disclosure may include a folding knife guidance determination module 100. The folding knife guidance determination module 100 determines whether to perform folding knife guidance control in the lead vehicle (LV) when an emergency braking situation occurs during platooning of trailer vehicles connected to a tractor. The collision avoidance control device may also include a folding knife guidance control module 200, which provides additional braking distance to the following vehicle (FV) behind the tractor by inducing rotation of the trailer to allow the folding knife phenomenon to occur while simultaneously performing braking control of the tractor and trailer of the lead vehicle (LV).

[0044] Therefore, in this disclosure, the folding blade induction control module 200 rotates the trailer in the leading vehicle to induce the folding blade phenomenon, so that the trailer can be tilted to one side of the driving lane to provide additional space for the following vehicle to stop in the driving lane behind the towing vehicle.

[0045] like Figure 2 As shown in (a), during the convoy of multiple trailer vehicles, when emergency braking is required due to the presence of obstacles such as other vehicles (OV) stopped in front of the lead vehicle (LV), such as... Figure 2 As shown in (b), even with maximum emergency braking, a following vehicle (FV) traveling alongside a lead vehicle (LV) may still collide with the trailer of the lead vehicle because it does not have sufficient braking distance.

[0046] However, according to this disclosure, by controlling the induction of a blade-like phenomenon within a certain angle range while the leading vehicle performs maximum emergency braking, such as... Figure 2 As shown in (c), because the trailer of the leading vehicle deviates from its lane, the resulting additional braking distance ensures that the following vehicle stops behind the leading vehicle in the driving lane. This reduces the likelihood of a collision.

[0047] In this way, by ensuring an additional braking distance between the lead vehicle (LV) and the first following vehicle (FV1), the likelihood of a chain collision can be reduced because the braking distance between the first following vehicle (FV1) and the second following vehicle (FV2) is also increased.

[0048] Generally speaking, in a convoy of trailers, such as Figure 3 As shown, after the kingpin 22 provided in the trailer 20 is connected to the connector 18 provided in the tractor 10, the kingpin can be secured with a retaining pin. The kingpin can therefore be connected so as not to detach from the center of the connector.

[0049] The main pin 22, thus connected, can be connected to the connector 18 and only performs rotational movement along the central axis of the connector without moving in the left-right or up-down direction, and can be moved back and forth by the traction force of the tractor.

[0050] In addition, when the tractor unit is turning, the trailer unit, which cannot turn independently, can follow the turning trajectory of the tractor unit while rotating around the central axis of the coupling device.

[0051] However, when a trailer loses stability in the yaw direction and loses tire traction while turning, it may spin rapidly around the central axis of the coupling, causing a break-in phenomenon that could lead to a serious accident.

[0052] Therefore, trailer vehicles tend to prevent rollover in normal driving environments by appropriately implementing braking control through Vehicle Dynamics Control (VDC) based on Electronic Braking System (EBS). In addition to braking control via EBS, yaw control (oversteer and understeer control) and rollover control can also be implemented to ensure safe driving.

[0053] In addition, such as Figure 3 As shown, a platooned trailer vehicle according to this disclosure may include: a cab-mounted rear-view camera 11, mounted on the top of the tractor cab to monitor the trailer's rotation angle; a forward collision avoidance assist (FCA) system 12, including a camera and radar for identifying the area in front of the tractor and determining the presence of an obstacle in front of the vehicle; a yaw rate sensor 13, disposed on the tractor to measure the tractor's steering angle; and a steering angle sensor (SAS) 16 for sensing the steering angle of the tractor operated by a steering mechanism in the tractor.

[0054] Therefore, it is possible to monitor the area in front of the tractor and the rotation of the trailers in a convoy, and to continuously monitor the degree of steering of the tractor operated by the steering mechanism.

[0055] Additionally, the trailer vehicle includes a front wheel brake control valve (EBS front wheel independent control valve) 14 and a rear wheel brake control valve (EBS rear wheel independent control valve) 15 for braking the tractor. The trailer vehicle also includes a trailer wheel brake control valve (EBS trailer wheel) 21 for braking the trailer to achieve braking of the trailer vehicle.

[0056] The side mirrors on both sides of this tractor may further include side cameras 17, which are used by the folding knife guidance control module to identify the presence of other vehicles approaching from behind in each of the lanes on both sides of the driving lane when selecting an adjacent lane for rotating the trailer.

[0057] Additionally, the folding knife guidance determination module 100 may include a maximum emergency braking device 110, which determines whether to perform maximum emergency braking by comparing the actual distance Sl between the leading vehicle and the object in front of it with the minimum braking distance S1' when the leading vehicle performs emergency braking. The folding knife guidance determination module 100 may further include an emergency braking command sending device 120, which induces emergency braking in the following vehicles by sending an emergency braking command from the leading vehicle performing maximum emergency braking to the following vehicles. The folding knife guidance determination module 100 may also include a folding knife request receiving device 130, which receives a folding knife execution request from the following vehicles to ensure additional braking distance and determines to perform folding knife guidance control.

[0058] At this point, the following vehicle may further include a folding knife request device 140, which receives an emergency braking command and then compares the minimum braking distance S2' of the following vehicle with the actual distance S2 from the leading vehicle. When the minimum braking distance S2' of the following vehicle is greater than the actual distance S2, the following vehicle requests the leading vehicle to perform folding knife guidance control to ensure additional braking distance.

[0059] Since the folding knife guidance judgment module 100 will be set in the trailer vehicle for platooning, it can be used not only as the lead vehicle (LV) in the platoon, but also as the follow vehicle (FV).

[0060] Therefore, a trailer vehicle may include not only a maximum emergency braking device, an emergency braking command sending device, and a folding knife request receiving device that are activated when the trailer vehicle is the lead vehicle (LV) in a convoy, but also a folding knife request device that is activated when the same trailer vehicle is the following vehicle (FV) in a convoy.

[0061] As described above, the same trailer vehicle can be both a lead vehicle (LV) and a follower vehicle (FV). In describing the folding knife guidance determination module, the maximum emergency braking device, the emergency braking command sending device, and the folding knife request receiving device are described based on the case where the vehicle is traveling as a lead vehicle (LV), and the folding knife request device is described based on the case where the vehicle is traveling as a follower vehicle (FV).

[0062] like Figure 4 As shown, when braking is required due to the detection of an object ahead during convoy driving, the maximum emergency braking device 110 can calculate the minimum braking distance S1' that will be traveled until the vehicle stops while performing emergency braking at the current speed. Then, it compares the calculated minimum braking distance S1' with the actual distance s1 from the object ahead. When the minimum braking distance S1' is greater than the actual distance s1, it determines that the leading vehicle will perform maximum emergency braking.

[0063] In other words, when an object that needs to be stopped is detected ahead, the maximum emergency braking device 110 can determine how much braking force needs to be generated. Examples would be situations where other vehicles enter the area in front of the leading vehicle (LV) and brake, or when a stationary object is detected while driving on a curve.

[0064] To this end, the maximum emergency braking device 110 can identify the actual distance S1 between the leading vehicle and the object in front by sensing results from the forward collision avoidance assist system (FCA) 12, and then calculate the minimum braking distance S1' until the vehicle stops when the maximum emergency braking is performed at the current driving speed.

[0065] At this time, the minimum braking distance S1' calculated by the maximum emergency braking device 110 is the same as the minimum braking distance S2' calculated by the folding knife request device installed in the following vehicle (FV1).

[0066] When the minimum braking distance is greater than the actual distance, the maximum emergency braking device 110 can control the execution of maximum emergency braking to generate the maximum braking force. At this time, even if the minimum braking distance is less than the actual distance, when the difference between the two is not significant, the maximum emergency braking device 110 can control the braking force of the emergency braking to be close to the braking force of the maximum emergency braking to prevent collision with objects in front.

[0067] In other words, when the braking distance of the leading vehicle is ensured as much as possible within the range that can prevent a collision, the braking distance of following vehicles in a convoy can be ensured even more adequately. Therefore, the maximum emergency braking device can control the generation of a large braking force.

[0068] Additionally, when the maximum emergency braking device performs maximum emergency braking, the emergency braking command sending device 120 can simultaneously notify the following vehicles in the convoy of this maximum emergency braking execution. Figure 4 The command is denoted as FV1, and at the same time, it sends an emergency braking command requesting that the following vehicle also perform emergency braking.

[0069] In other words, because the following vehicle is traveling in line with the leading vehicle, it is difficult for the following vehicle to perceive the situation in the area in front of the leading vehicle. Therefore, the emergency braking command sending device 120 can notify that a situation requiring maximum emergency braking has occurred, so that emergency braking can also be performed in the following vehicle.

[0070] Therefore, the following vehicle (FV1) that receives the emergency braking command can perform emergency braking on its own. At the same time, the folding knife request device can calculate the minimum braking distance S2' required for the following vehicle to achieve maximum emergency braking, and then compare the minimum braking distance S2' with the actual distance S2 from the leading vehicle to determine whether to send a folding knife guidance control request to the leading vehicle.

[0071] Therefore, the folding knife request device 140 can use the deceleration a required to perform maximum emergency braking in the following vehicle (FV1) and the change in speed (ΔV = V0 - V1) by comparing the vehicle stopping speed V1 with the speed V0 of the following vehicle (FV1) before braking, as shown in the following mathematical formula 1.

[0072] [Mathematical Expression 1]

[0073]

[0074] At this point, in the aforementioned mathematical formula 1, based on the empty vehicle state and the loaded vehicle state, the deceleration 'a' can have approximately 6 m / s². 2 Up to 6.5 m / s 2 The maximum deceleration. This deceleration 'a' can be calculated by dividing the maximum braking force 'F' of the following vehicle (FV1) by its weight 'm'.

[0075] As described above, the minimum braking distance S2' required until the following vehicle (FV1) stops can be calculated using the time t and deceleration a derived from equation 1, as shown in equation 2 below.

[0076] [Mathematical Expression 2]

[0077]

[0078] When it is determined that the minimum braking distance S2' calculated by the mathematical formula 2 is greater than the actual distance S2 from the leading vehicle, since a collision with the rear of the leading vehicle is expected even if maximum emergency braking is performed, the folding knife request device 140 may request the leading vehicle (LV) to perform folding knife guidance control to ensure additional braking distance.

[0079] Additionally, the folding request receiving device 130 of the leading vehicle (LV) that receives the folding knife guidance control execution request sent from the following vehicle (FV1) can determine to execute control for inducing the folding knife phenomenon that causes the trailer to bend and deviate from the lane during an emergency stop.

[0080] As described above, the folding knife request device 140 installed in the following vehicle (FV) can perform the calculation and comparison of the minimum braking distance in the initial stage (approximately 50 ms) of emergency braking to quickly request the induction of folding knife phenomenon. The folding knife request receiving device 130 installed in the leading vehicle (LV) that receives the request can quickly determine whether to perform emergency braking in the initial stage (approximately 100 ms).

[0081] Additionally, the folding blade guidance control module 200 may include a rotation guidance direction determination device 210, which determines the rotation guidance direction by selecting the lane that the trailer will enter when it bends due to the folding blade phenomenon from the lanes on either side of the leading vehicles traveling in a convoy. The folding blade guidance control module 200 may also include a trailer rotation guidance device 220, which reduces the braking force of the trailer brake control valve located on the rotation guidance direction side to create a braking force difference, thereby inducing the trailer to rotate in the rotation guidance direction to cause the folding blade phenomenon.

[0082] At this time, the rotation guidance direction determination device 210 can determine the direction of the lane where there are no vehicles behind the trailer vehicle in the two lanes of the driving lane by using images captured by the side cameras respectively installed in the left and right rearview mirrors of the tractor.

[0083] like Figure 5 As shown in (a), after identifying other vehicles (OVs) traveling in the right lane via a camera mounted on the right-side rearview mirror, the left lane is determined as the lane the trailer should enter. It is also determined that the trailer should be induced to rotate to the left (i.e., the moving trailer rotates clockwise). Figure 5 As shown in (b), because the rear of the trailer rotates around the front surface of the trailer where the kingpin is connected to the tractor, the trailer must rotate clockwise to turn into the left lane.

[0084] Additionally, the trailer rotation induction device 220 can apply a force to the trailer's brake control valve to reduce the rotation induction direction. Figure 5 The control command of the braking force (left side of (b)) is used to rotate the rear of the trailer in the rotation induction direction, causing the trailer to rotate around the coupling part of the trailer connected to the tractor while causing a folding phenomenon.

[0085] In other words, when the same braking force is applied to both the left and right brake control valves of the trailer, the trailer stops while maintaining its current driving state. However, when the braking force applied to either side is reduced to create a braking force difference, understeer is temporarily caused on the side with reduced braking force, resulting in the trailer turning in the direction of the reduced braking force.

[0086] Therefore, when the rotation induction direction is towards the left lane, the trailer rotation induction device 220 can induce clockwise rotation by reducing the braking force of the left brake control valve. When the rotation induction direction is towards the right lane, the trailer rotation induction device 220 can induce counterclockwise rotation by reducing the braking force of the right brake control valve.

[0087] Additionally, when the road on which the trailer vehicle is traveling is like... Figure 5When on a straight road as shown in (a), the trailer rotation guide device 220 can simultaneously control the trailer braking force and the tractor braking force.

[0088] Therefore, when the steering angle measured by the steering angle sensor (SAS) 16 is less than a certain angle (e.g., 35°), the trailer rotation induction device 220 can determine that the trailer vehicle is traveling on a straight road and apply a control command to the brake control valve of the tractor to reduce the braking force on the side opposite to the rotation induction direction, so as to induce the tractor to turn in the opposite direction to the rotation induction direction.

[0089] In other words, the trailer rotation induction device 220 can temporarily induce oversteer by reducing the braking force of the tractor unit traveling on a straight road on the side opposite to the side where the trailer braking force is reduced, thereby generating torque on the tractor unit in the opposite direction to the rotation induction direction of the trailer. Therefore, it can prevent the entire vehicle from turning in the same direction and can rapidly increase the angle between the tractor unit and the trailer.

[0090] As described above, the trailer rotation induction device 220 allows for single-wheel braking control on the tractor to generate a temporary oversteer state. Simultaneously, braking control on the trailer to generate understeer can be performed on the rotation induction direction side, thereby inducing the trailer vehicle to stop while exhibiting a zigzag effect.

[0091] As shown in the example of driving on a straight road. Figure 5 As shown in (b), when the rotation induction direction of the trailer is determined to be toward the left lane of the vehicle, the trailer rotation induction device 220 can induce the folding phenomenon by not only reducing the right braking force F2 of the tractor to induce the tractor to turn counterclockwise, but also reducing the left braking force F4 of the trailer to induce the trailer to rotate clockwise.

[0092] Additionally, when the steering angle measured by the steering angle sensor (SAS) 16 is equal to or greater than a certain angle (e.g., 40°), the trailer rotation guidance device 220 can determine that the trailer vehicle is moving as described above. Figure 6 Drive on the curve shown in (a).

[0093] Therefore, when it is determined that the trailer is traveling on a curve and the curve and the rotation induction direction are pointing to the same side, the tractor traveling on the curve has already generated torque in the opposite direction to the rotation induction direction.

[0094] Therefore, the trailer rotation induction device 220 can simply induce the rotation of the trailer by generating a control command to reduce the braking force of the brake control valve located on the rotation induction direction side of the trailer, without performing braking control on the tractor.

[0095] At this time, when it is determined that the trailer vehicle is traveling on a curve, but the curve and the rotation induction direction point to different sides, the trailer rotation induction device 220 can induce the rotation of the trailer not only by generating a control command to reduce the braking force of the brake control valve located on the side of the rotation induction direction, but also by generating a control command for the tractor to reduce the braking force on the side opposite to the side where the trailer braking force is reduced, thus generating torque in the direction opposite to the trailer rotation induction direction.

[0096] In addition, the folding knife guidance control module 200 may further include a tractor monitoring device 230, which reduces the tractor's yaw rate by reducing the braking force difference of the tractor when the yaw rate of the tractor indicating the turning degree exceeds a preset limit yaw rate range, thereby keeping the turning range of the tractor within the limit yaw rate range.

[0097] Therefore, when the tractor is traveling on a straight road, the tractor monitoring device 230 can continuously receive measurement values ​​from the yaw rate sensor 13 installed in the tractor, and can monitor whether the measured sensed yaw rate deviates from the limit yaw rate range preset based on the vehicle speed.

[0098] In an embodiment where the tractor is traveling on a straight road, for a tractor speed of 80 kph, the limiting yaw rate range is set from 3.5° / s (i.e., degrees per second) to 5° / s, but the value of the limiting yaw rate range can be set differently depending on the load of the trailer, and is not limited to such a specific value.

[0099] When the sensed yaw rate exceeds the limit yaw rate range, the tractor monitoring device 230 can reduce the braking force difference by increasing the braking force of the brake control valve on the reduced side and decreasing the braking force of the brake control valve on the side maintaining braking force, thereby restoring the tractor's travel direction to the forward direction. As described above, in order to restore the tractor's travel direction to the forward direction, the braking force difference can be controlled to decrease until the sensed yaw rate reaches 0 to 1° / s.

[0100] When the control is executed to keep the turning range of the tractor from deviating from the preset limit yaw rate range and maintain the driving state in the forward direction, the differential braking control state applied to the trailer (the state of applying reduced braking force to the tires on the side of the rotation induction direction and applying maximum braking force to the tires on the opposite side of the rotation induction direction) remains unchanged, so it does not affect the driving of the tractor. Therefore, the folding angle (θ) of the trailer's rotation gradually increases to achieve the folding phenomenon.

[0101] In addition, even when the tractor is traveling on a curve, the tractor monitoring device 230 can continuously receive the measurement values ​​of the yaw rate sensor installed in the tractor to monitor whether the sensed yaw rate deviates from the limit yaw rate range preset based on the vehicle speed.

[0102] In an embodiment where the tractor unit is traveling on a curve, for a tractor unit speed of 80 kph, the limiting yaw rate range is set from 2.5° / s to 4° / s. However, the value of the limiting yaw rate range can be set differently depending on the trailer's load level, and is not limited to such a specific value. In this case, the limiting yaw rate range reflects a safety factor and is set as the sum of yaw rates, which includes the sum of existing yaw rate values ​​(old yaw rates) already achieved while traveling on the curve before the swerve induction. This prevents the tractor unit from over-turning during curve travel.

[0103] Even when driving on a curve, if the sensed yaw rate deviates from the limit yaw rate range, the tractor monitoring device 230 can reduce the difference in braking force by increasing the braking force of the brake control valve located on the side opposite to the rotation induction direction and decreasing the braking force of the brake control valve on the side that maintains the braking force, so that the tractor can drive in a curved manner again.

[0104] As described above, in order for the tractor to travel in a zigzag manner again, the difference in braking force can be controlled to decrease until the sensed yaw rate measured by the yaw rate sensor reaches the yaw rate of the tractor before the turn was induced.

[0105] Therefore, while implementing control to ensure that the turning range of the tractor does not deviate from the preset limit yaw rate range, the yaw angle (θ) is increased while maintaining the differential braking control applied to the trailer. This is the same as the case of straight-road driving described above.

[0106] Additionally, the folding knife guidance control module 200 may further include a trailer rotation monitoring device 240, which performs control to reduce the trailer's rotation angle by reducing the difference in braking force applied to the trailer's brake control valve when the trailer's rotation angle exceeds a preset required rotation angle range.

[0107] Therefore, as Figure 5 As shown, when the trailer is traveling on a straight road, if it is determined that the rotation angle of the trailer, measured based on the image taken by the rear-view camera 11 located on the top of the tractor cab, exceeds a preset required rotation angle range (e.g., from 45° to 60°), the trailer rotation monitoring device 240 can perform control to reduce the difference in braking force applied to the brake control valve of the trailer, thereby reducing the degree of rotation of the trailer.

[0108] Therefore, in Figure 5 In case (b), the temporary understeer of the trailer can be mitigated by increasing the braking force F4 on the rotation-inducing side where the braking force is reduced by the trailer rotation-inducing device and by reducing the braking force F3 on the opposite side where the braking force is maintained during emergency braking, thereby reducing the degree of rotation of the trailer.

[0109] In addition, such as Figure 6 As shown, even when the trailer is traveling on a curve, if the measured rotation angle of the trailer, determined based on images captured by the rear-view camera 11 mounted on the top of the tractor cab, exceeds a preset required rotation angle range (e.g., from 35° to 50°), the trailer rotation monitoring device 240 can perform control to reduce the difference in braking force applied to the trailer's brake control valve, thereby reducing the degree of trailer rotation. In this case, when the trailer is traveling on a curve, the required rotation angle can be set smaller by reflecting a safety factor compared to when traveling on a straight road.

[0110] Additionally, the folding knife guidance control module 200 may further include a feedback controller 250, which controls the braking force of the brake control valves of the tractor and trailer. Therefore, the sensed yaw rate of the tractor, measured by the yaw rate sensor 13, remains within a preset limit yaw rate range until the trailer vehicle stops. Furthermore, the rotation angle of the trailer, measured based on images captured by the cab-mounted rear-view camera 16, remains within a preset desired rotation angle range.

[0111] The feedback controller 250 can perform control to reduce the difference in braking force when the sensed yaw rate of the tractor increases to exceed the limit yaw rate range, and to increase the difference in braking force when the sensed yaw rate decreases to below the limit yaw rate range.

[0112] Additionally, the feedback controller 250 can perform control to reduce the difference in braking force when the rotation angle of the trailer increases to be equal to or higher than the desired rotation angle, and to increase the difference in braking force when the rotation angle of the trailer decreases to be equal to or lower than the desired rotation angle.

[0113] Therefore, the trailer can stop while forming a safe folding angle. This allows for additional braking distance for following vehicles from directly behind the towing vehicle, corresponding to the degree of rotation of the trailer towards the lane adjacent to the driving lane. Consequently, collisions can be prevented.

[0114] Next, refer to Figures 7 to 9 A collision avoidance control method for platooned trailer vehicles according to another embodiment of the present disclosure is described.

[0115] Figure 7This is a configuration diagram of a collision avoidance control method for platooned trailer vehicles according to another embodiment of the present disclosure. Figure 8 This is a flowchart illustrating the process of determining whether to perform folding knife guidance control according to another embodiment of the present disclosure. Figure 9 This is a flowchart illustrating a process for implementing folding knife guidance control on a straight driving road according to another embodiment of the present disclosure.

[0116] Reference Figure 7 A collision avoidance control method for platooned trailer vehicles according to another embodiment of the present disclosure may include a folding blade guidance determination operation (S100) that determines whether to perform folding blade guidance control in the lead vehicle (LV) when an emergency braking situation occurs during platooning of trailer vehicles connected to a tractor. The collision avoidance control method may further include a folding blade guidance control operation (S200) that, upon determining to perform folding blade guidance control, provides additional braking distance to the following vehicle (FV) behind the tractor by inducing rotation of the trailer to allow the folding blade phenomenon to occur while simultaneously performing braking control on both the tractor and the trailer of the lead vehicle.

[0117] The folding knife guidance judgment operation (S100) may include a maximum emergency braking process (S110), which determines whether to perform maximum emergency braking by comparing the actual distance S1 between the leading vehicle and the object in front of it with the minimum braking distance S1' when the leading vehicle performs emergency braking. The folding knife guidance judgment operation (S100) may also include an emergency braking command sending process (S120), which induces the following vehicle to perform emergency braking by sending an emergency braking command from the leading vehicle performing maximum emergency braking to the following vehicle. The folding knife guidance judgment operation (S100) may further include a folding knife request process (S130), which receives the emergency braking command, then compares the minimum braking distance S2' when the following vehicle performs emergency braking with the actual distance S2 from the leading vehicle, and then requests the leading vehicle to perform folding knife guidance control to ensure additional braking distance when the minimum braking distance S2' of the following vehicle is greater than the actual distance S2. The folding knife guidance judgment operation (S100) may also include a folding knife request receiving process (S140), which receives a folding knife guidance control execution request sent from the following vehicle and determines the execution of the folding knife guidance control.

[0118] During the maximum emergency braking process (S110), such as Figure 8 As shown, the minimum braking distance S1' that the leading vehicle (LV) will travel from the moment it senses the presence of an object ahead to a complete stop during emergency braking can be calculated. The calculated minimum braking distance S1' can then be compared to the actual distance S1 from the object ahead. If the minimum braking distance S1' is greater than the actual distance S1, maximum emergency braking can be performed.

[0119] Additionally, during the emergency braking command transmission process (S120), the maximum emergency braking of the leading vehicle (LV) can be notified to the following vehicles (FV) traveling in the convoy. Simultaneously, an emergency braking command requesting that the following vehicles also perform emergency braking is sent.

[0120] During the folding knife request process (S130), while the following vehicle (FV) automatically performs emergency braking upon receiving the emergency braking command, the minimum braking distance S2' required for maximum emergency braking can be calculated. The minimum braking distance S2' can then be compared with the actual distance S2 from the leading vehicle to determine whether to send a folding knife guidance control request to the leading vehicle.

[0121] At this time, during the folding knife request process (S130), as follows Figure 8 As shown, when it is determined that the minimum braking distance S2' calculated using the speed and maximum braking force of the following vehicle is greater than the actual distance S2 from the leading vehicle, since a collision with the rear of the leading vehicle is still expected despite the execution of maximum emergency braking, the leading vehicle (LV) can be requested to perform folding knife guidance control to ensure additional braking distance.

[0122] During the folding knife request receiving process (S140), the lead vehicle (LV) that receives the execution request for folding knife guidance control can determine to execute control for inducing the folding knife phenomenon that causes the trailer to bend and deviate from the lane during an emergency stop.

[0123] Additionally, the folding blade guidance control operation (S200) may include a rotation guidance direction determination process (S210), which selects the lane the trailer will enter when bending from the lanes on both sides of the convoyed leading vehicles and determines the rotation guidance direction. The folding blade guidance control operation (S200) may also include a trailer rotation guidance process (S220), which reduces the braking force of the trailer brake control valve located on the rotation guidance direction side to create a braking force difference. Thus, rotation of the trailer in the rotation guidance direction can be induced to cause a folding blade phenomenon.

[0124] At this time, in the rotation guidance direction determination process (S210), by taking images from the side cameras respectively set in the left and right rearview mirrors of the tractor, the direction of the lane where no vehicle is located behind the trailer vehicle can be determined as the rotation guidance direction in which the trailer will bend.

[0125] In addition, the folding knife guidance control operation (S200) may further include a driving road determination process (S215), in which the driving road is determined to be a straight road when the steering angle measured by the steering angle sensor (SAS) installed in the tractor is less than a certain angle, and the driving road is determined to be a curve when the steering angle is equal to or greater than a certain angle.

[0126] As described above, the current road is pre-identified as straight or curved during the road determination process (S215). During the trailer rotation induction process (S220), when inducing the trailer to rotate, it can be determined whether to reduce the braking force used to forcibly induce the tractor to turn.

[0127] Additionally, during the trailer rotation induction process (S220), a control command for reducing the braking force on the rotation induction direction side can be applied to the trailer's brake control valve to rotate the trailer's tail in the rotation induction direction.

[0128] In other words, when the same braking force is applied to both the left and right brake control valves of the trailer, the trailer stops while maintaining its current driving state. However, when the braking force applied to either side is reduced to create a braking force difference, understeer will temporarily occur on the side with reduced braking force, causing the trailer to rotate in the direction of reduced braking force.

[0129] Therefore, during the trailer rotation induction process (S220), when the rotation induction direction is towards the left lane, clockwise rotation can be induced by reducing the braking force of the left brake control valve. When the rotation induction direction is towards the right lane, counterclockwise rotation can be induced by reducing the braking force of the right brake control valve.

[0130] Additionally, when the road the trailer is traveling on is a straight road, such as Figure 9 As shown, during the trailer rotation induction process (S220), the control of the trailer braking force and the control of the tractor braking force can be performed together.

[0131] Therefore, during the trailer rotation induction process (S220), when it is determined that the trailer vehicle is traveling on a straight road, a control command to reduce the braking force on the side opposite to the rotation induction direction can be applied to the brake control valve of the tractor vehicle to induce the tractor vehicle to turn in the opposite direction to the rotation induction direction.

[0132] In other words, during the trailer rotation induction process (S220), oversteer can be temporarily induced by reducing the braking force of the tractor traveling on a straight road on the side opposite to the side where the braking force of the trailer is reduced, so as to generate torque on the tractor in the opposite direction to the rotation induction direction of the trailer.

[0133] In addition, when it is determined that the trailer is traveling on a curve and the curve and the rotation induction direction are pointing to the same side, the tractor traveling on the curve has already generated torque in the opposite direction to the rotation induction direction.

[0134] Therefore, in the trailer rotation induction process (S220), the rotation of the trailer can be induced simply by generating a control command to reduce the braking force of the brake control valve located on the rotation induction direction side of the trailer, without performing braking control on the tractor.

[0135] Furthermore, when it is determined that the trailer vehicle is traveling on a curve, but the curve and the rotation induction direction point to different sides, during the trailer rotation induction process (S220), the trailer rotation can be induced not only by generating a control command to reduce the braking force of the brake control valve located on the side of the rotation induction direction, but also by generating a control command for the tractor to reduce the braking force on the side opposite to the side where the trailer braking force is reduced, thus generating torque in the direction opposite to the trailer rotation induction direction.

[0136] In addition, the folding knife guidance control operation (S200) may further include a tractor monitoring process (S230), which reduces the tractor's yaw rate by reducing the braking force difference of the tractor when the yaw rate of the tractor indicating the turning degree exceeds a preset limit yaw rate range, thereby keeping the turning range of the tractor within the limit yaw rate range.

[0137] Therefore, during the tractor monitoring process (S230), when the sensed yaw rate exceeds the limit yaw rate range, the difference in braking force can be reduced by increasing the braking force of the brake control valve on one side and reducing the braking force of the brake control valve on the side that maintains the braking force, so that the tractor's driving direction can be restored to the forward direction again.

[0138] Therefore, when the control is executed to ensure that the turning range of the tractor does not deviate from the preset limit yaw rate range, the differential braking control state applied to the trailer remains unchanged, so it does not affect the driving of the tractor. Therefore, the folding angle (θ) of the trailer's rotation gradually increases to achieve the folding phenomenon.

[0139] In addition, during the tractor monitoring process (S230), in addition to the case where the tractor is traveling on a straight road, even when the tractor is traveling on a curve, it can continuously receive the sensed yaw rate measured by the yaw rate sensor installed in the tractor to monitor whether the sensed yaw rate deviates from the limit yaw rate range.

[0140] Therefore, during the tractor monitoring process (S230), when the sensed yaw rate deviates from the limit yaw rate range, the braking force difference of the tractor can be reduced to restore the forward driving state in the case of a straight road, and the braking force difference of the tractor can be reduced to restore the driving state of the bending mode before the folding knife inducement in the case of a curved road.

[0141] In addition, the folding knife induction control operation (S200) may further include a trailer rotation monitoring process (S240), which executes control to reduce the trailer rotation angle by reducing the difference in braking force applied to the brake control valve of the trailer when the trailer rotation angle exceeds a preset required rotation angle range.

[0142] Therefore, during the trailer rotation monitoring process (S240), when it is determined that the rotation angle of the trailer, measured based on the image captured by the rear-view camera 11 located on the top of the tractor cab, exceeds a preset required rotation angle range (e.g., from 45° to 60°), control can be executed to reduce the difference in braking force applied to the brake control valve of the trailer.

[0143] Therefore, during the trailer rotation monitoring process (S240), the temporary understeer of the trailer can be alleviated by increasing the braking force on the rotation-inducing direction side that reduces braking force and by reducing the braking force F3 on the opposite side where the braking force is maintained during emergency braking, thereby reducing the degree of trailer rotation.

[0144] In addition, the folding knife guidance control operation (S200) may further include a feedback control process (S250) that controls the braking force of the brake control valves of the tractor and the trailer, such that the sensed yaw rate of the tractor, as measured by the yaw rate sensor, remains within a preset limit yaw rate range until the trailer stops, and that the rotation angle of the trailer, as measured based on the image captured by the rear-view camera in the cab, remains within a preset desired rotation angle range.

[0145] At this time, in the feedback control process (S250), control can be executed to reduce the difference in braking force of the tractor when the sensed yaw rate of the tractor increases to exceed the limit yaw rate range, and to increase the difference in braking force of the tractor when the sensed yaw rate decreases to below the limit yaw rate range.

[0146] Additionally, in the feedback control process (S250), control can be performed to reduce the difference in braking force of the trailer when the rotation angle of the trailer increases to be equal to or higher than the desired rotation angle, and to increase the difference in braking force of the trailer when the rotation angle of the trailer decreases to be equal to or lower than the desired rotation angle.

[0147] The above description is merely an illustration of the technical concept of this disclosure. Various modifications and changes can be made by those skilled in the art without departing from the essential characteristics of this disclosure.

[0148] Therefore, the embodiments disclosed herein are not intended to limit the technical concept of this disclosure, but rather to illustrate inventive ideas or technical concepts. The scope of the technical concept of this disclosure is not limited by the embodiments. The scope of this disclosure should be interpreted as being covered by the scope of the appended claims. All technical concepts falling within the scope of the claims should be interpreted as being included within the scope of this disclosure.

[0149] This disclosure induces a difference in braking force applied to the brake control valves of the tractor and trailer in the event of emergency braking during platooning of trailer vehicles, thereby inducing a folding effect through forced rotation of the trailer. This provides additional braking space for following vehicles behind the tractor to prevent collisions.

[0150] In addition, various effects that can be directly or indirectly identified through this document can be provided.

[0151] While this disclosure has been described above with reference to various embodiments and accompanying drawings, it is not limited thereto. Various modifications and changes can be made to the embodiments and disclosure by those skilled in the art without departing from the spirit and scope of this disclosure as claimed in the appended claims.

Claims

1. A collision avoidance control device for platooned trailer vehicles, comprising: A folding blade guidance judgment module determines whether to execute folding blade guidance control in the lead vehicle when an emergency braking situation occurs during convoy travel of trailers connected to a tractor; and A folding blade guidance control module provides additional braking distance for following vehicles behind the tractor by inducing the rotation of the trailer to cause a folding blade phenomenon while simultaneously performing braking control of the tractor and trailer of the leading vehicle.

2. The apparatus of claim 1, wherein, The folding knife induction and judgment module includes: A maximum emergency braking device that determines whether to perform maximum emergency braking by comparing the actual distance between a forward object and the leading vehicle that identifies the presence of the forward object with the minimum braking distance required to perform emergency braking on the leading vehicle. An emergency braking command transmitting device, wherein the emergency braking command transmitting device induces the emergency braking of the following vehicles by sending an emergency braking command from the leading vehicle performing the maximum emergency braking to the following vehicles; and A folding knife request receiving device receives a folding knife execution request sent from the following vehicle to ensure the additional braking distance and determines to execute the folding knife guidance control.

3. The apparatus according to claim 2, wherein, The following vehicles include: A folding knife request device receives the emergency braking command, then compares the minimum braking distance of the following vehicle with the actual distance to the leading vehicle, and requests the leading vehicle to perform the folding knife guidance control to ensure additional braking distance when the minimum braking distance of the following vehicle is greater than the actual distance.

4. The apparatus according to claim 1, wherein, The folding knife guidance control module includes: A rotation-inducing direction determining device, wherein the rotation-inducing direction is determined by selecting the lane that the trailer enters when it bends due to a folding phenomenon from the lanes on either side of the lead vehicle traveling in a convoy; and A trailer rotation induction device reduces the braking force of the trailer brake control valve on the rotation induction direction side to create a difference in braking force, thereby inducing the trailer to rotate along the rotation induction direction to cause the folding phenomenon.

5. The apparatus according to claim 4, wherein, The trailer rotation guiding device is configured as follows: When the rotation induction direction is toward the left lane, clockwise rotation is induced by reducing the braking force of the left brake control valve in the trailer's brake control valve; and When the rotation induction direction is toward the right lane, the braking force of the right brake control valve is reduced to induce rotation in a counterclockwise direction.

6. The apparatus according to claim 4, wherein, The trailer rotation induction device is configured to, when it is determined that the trailer is traveling on a straight road, induce the tractor to rotate in the opposite direction to the rotation induction direction by applying a control command to the brake control valve of the tractor to reduce the braking force on the side opposite to the rotation induction direction.

7. The apparatus according to claim 4, wherein, The trailer rotation induction device is configured to induce the tractor to rotate in the opposite direction to the trailer's rotation induction direction by applying a control command to the brake control valve of the tractor to reduce the braking force on the side opposite to the rotation induction direction when the trailer is traveling on a curve and the curve and the rotation induction direction point to different sides.

8. The apparatus according to claim 4, wherein, The folding knife guidance control module further includes: A tractor monitoring device performs control to maintain the turning range of the tractor within the preset limit yaw rate range when the yaw rate indicating the turning degree of the tractor exceeds a preset limit yaw rate range by reducing the braking force difference of the tractor.

9. The apparatus according to claim 8, wherein, The tractor monitoring device is configured to reduce the braking force difference when the sensed yaw rate deviates from the preset limit yaw rate range by increasing the braking force of the brake control valve on one side and decreasing the braking force of the brake control valve on the side that maintains the braking force.

10. The apparatus according to claim 4, wherein, The folding knife guidance control module further includes: A trailer rotation monitoring device performs control to maintain the trailer's rotation angle within a preset desired rotation angle range by reducing the difference in braking force applied to the trailer's brake control valve when the trailer's rotation angle exceeds a preset desired rotation angle range.

11. The apparatus according to claim 10, wherein, The trailer rotation monitoring device is configured as follows: Increase the braking force on the rotation-inducing direction side where the braking force is reduced to induce rotation of the trailer; and Reduce the braking force on the side opposite to the rotation-inducing direction side where the braking force is maintained during emergency braking to reduce the degree of rotation of the trailer.

12. The apparatus according to claim 4, wherein, The folding knife guidance control module further includes: A feedback controller controls the braking force of the brake control valves of the tractor and the trailer, such that the sensed yaw rate of the tractor, as measured by the yaw rate sensor, remains within a preset limit yaw rate range until the trailer stops, and that the rotation angle of the trailer, as measured based on an image captured by a rear-view camera in the cab, remains within a preset desired rotation angle range.

13. The apparatus according to claim 12, wherein, The feedback controller is configured to: Control is executed to reduce the difference in braking force of the tractor when the sensed yaw rate increases to exceed the preset limit yaw rate range, and to increase the difference in braking force when the sensed yaw rate decreases to below the preset limit yaw rate range; and The control is executed to reduce the difference in braking force of the trailer when the rotation angle of the trailer increases to be equal to or higher than the preset desired rotation angle range, and to increase the difference in braking force when the rotation angle of the trailer decreases to be equal to or lower than the preset desired rotation angle range.

14. A collision avoidance control method for platooned trailer vehicles, comprising: The folding blade guidance judgment operation is used to determine whether to execute folding blade guidance control in the lead vehicle when an emergency braking situation occurs during the convoy travel of trailer vehicles connected to the tractor. as well as A folding blade induction control operation is used to provide additional braking distance for following vehicles behind the tractor by inducing rotation of the trailer to cause a folding blade phenomenon while braking control of the tractor and trailer of the leading vehicle is respectively executed.

15. The method of claim 14, wherein, The folding knife guiding control operation includes: A rotation-inducing direction determination process is used to determine the rotation-inducing direction by selecting the lane that the trailer enters when it bends due to a folding phenomenon from the lanes on either side of the leading vehicle traveling in platoons; and The trailer rotation induction process is used to reduce the braking force of the trailer brake control valve on the rotation induction direction side to create a difference in braking force, thereby inducing the trailer to rotate along the rotation induction direction to cause the folding phenomenon.

16. The method of claim 15, wherein, The trailer rotation induction process includes: When the rotation induction direction is toward the left lane, clockwise rotation is induced by reducing the braking force of the left brake control valve in the trailer's brake control valve; and When the rotation induction direction is toward the right lane, the braking force of the right brake control valve is reduced to induce rotation in a counterclockwise direction.

17. The method according to claim 15, wherein, The trailer rotation induction process includes: When it is determined that the trailer is traveling on a straight road, a control command is applied to the brake control valve of the tractor to reduce the braking force on the side opposite to the rotation induction direction, thereby inducing the tractor to rotate in the opposite direction to the rotation induction direction of the trailer.

18. The method according to claim 15, wherein, The folding knife induction control operation further includes: The tractor monitoring process is used to perform control to maintain the turning range of the tractor within the preset limit yaw rate range when the yaw rate indicating the turning degree of the tractor exceeds the preset limit yaw rate range by reducing the braking force difference of the tractor.

19. The method according to claim 15, wherein, The folding knife induction control operation further includes: The trailer rotation monitoring process is used to perform control to maintain the trailer's rotation angle within the preset desired rotation angle range by reducing the difference in braking force applied to the trailer's brake control valve when the trailer's rotation angle exceeds the preset desired rotation angle range.

20. The method of claim 15, wherein, The folding knife induction control operation further includes: A feedback control process is used to execute control to reduce the difference in braking force of the tractor when the sensed yaw rate increases to exceed a preset limit yaw rate range, and to increase the difference in braking force when the sensed yaw rate decreases to below the preset limit yaw rate range; and to execute control to reduce the difference in braking force of the trailer when the rotation angle of the trailer increases to be equal to or higher than a preset desired rotation angle range, and to increase the difference in braking force when the rotation angle of the trailer decreases to be equal to or lower than the preset desired rotation angle range.

Images