Method of emergency braking of a vehicle

Abstract

The present invention relates to a method of emergency braking of a vehicle, the method including: displaying a brake button in the vehicle; determining pre-contact information about a distance before the brake button is contacted by a user; determining post-contact information about the distance after the brake button is contacted; and performing any one of a first braking control, a second braking control, and a third braking control, according to the pre-contact information and the post-contact information, in the first braking control, a general braking is performed according to a degree of pressing of the brake button and a braking force is increased from a first time point after the brake button is pressed, in the second braking control, a general braking is performed and the braking force is increased from a second time point after the first time point, and in the third braking control, a general control is performed.

Description

[0001] Cross-reference to related applications

[0002] This application claims priority to Korean Patent Application No. 10-2020-0187708, filed on December 30, 2020, with the Korean Intellectual Property Office, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present invention relates to a method for emergency braking of a vehicle, and more specifically, to a method for performing braking control based on the degree of the user's emergency braking intention, taking into account both pre-contact and post-contact information when a user contacts a holographic brake button implemented in three dimensions in the vehicle. Background Technology

[0004] Autonomous vehicles are vehicles that can identify the driving environment and dangers, plan driving routes to minimize driver intervention, and operate safely on their own, even without direct driver control.

[0005] Meanwhile, in autonomous vehicles, vehicle driving controls (such as steering, acceleration, and braking) can be performed in either manual or autonomous driving mode. In this case, to maximize interior space so that occupants can perform personal work or rest in autonomous driving mode, components such as the steering wheel, accelerator pedal, and brake pedal need to be concealed and then revealed to the driver or occupants in emergencies or manual driving mode. To achieve this, the necessary configurations for vehicle driving control, such as the steering wheel, accelerator pedal, and brake pedal, can be represented as holograms.

[0006] Specifically, occupants wearing HoloLens can view holograms projected in three dimensions onto the vehicle's interior space; the steering wheel, accelerator pedal, and brake pedal are generated from holographic images. HoloLens is a head-mounted display (HMD) that is a wearable device based on mixed reality. While virtual reality (VR) devices, such as the Oculus Rift or HTC Vibe, achieve VR through a separate display that completely obscures the user's view, HoloLens allows users to see their surroundings through a semi-transparent display, thus distinguishing HoloLens from VR devices. In other words, HoloLens, utilizing window holography, represents mixed reality (MR) that overlays objects onto a real screen. This differs from VR, where MR outputs scanned 3D images of actual objects on a real screen and allows for free manipulation of those images, unlike VR which displays a complete virtual screen or augmented reality (AR).

[0007] HoloLens is only compatible with Microsoft's Windows 10. Windows 10 also includes an API for developing HoloLens applications (apps). This means that apps developed for HoloLens can be used on various devices operating on Windows 10. It utilizes gesture control technology to manipulate AR images and also incorporates voice recognition to recognize user voice commands. Some details about Microsoft HoloLens technology are available via the following URL.

[0008] https: / / www.youtube.com / watch?v=d3YT8j0yYl0

[0009] https: / / www.youtube.com / watch?v=uIHPPtPBgHk

[0010] Korean Patent Application Publication No. 10-2018-0126707 (Apparatus and Method for Controlling Holographic Display and Vehicle System) discloses a technology for controlling vehicle movement by displaying holograms in a vehicle. Specifically, Korean Patent Application Publication No. 10-2018-0126707 describes a technique for controlling steering by manipulating a holographic image of a steering wheel. This technique involves projecting a first holographic image corresponding to an image of the steering wheel's operating unit onto a predefined first area, and sending control signals to the vehicle's driving unit by recognizing actions of buttons manipulated within the first holographic image.

[0011] Meanwhile, a Brake Assist System (BAS) is disclosed as a technology for emergency braking of vehicles in emergency situations. A BAS is a braking assistance device that assists the driver in applying force to the brake pedal during sudden braking, thereby maximizing braking performance and increasing braking force after the brake pedal is depressed. Korean Patent No. 10-1317111 (Vacuum Brake Booster with Mechanical Emergency Braking Assist Device) is disclosed as a related technology to BAS.

[0012] However, disclosures of auxiliary braking systems such as BAS do not take into account information prior to the driver's contact with the brakes, thus creating a potential safety hazard due to braking time delay in emergency situations where the vehicle must be braked urgently.

[0013] The above explanation of the background art is intended only to help understand the background art of the present invention, and is not intended to imply that the present invention falls within the scope of prior art known to those skilled in the art. Summary of the Invention

[0014] The present invention aims to solve the above-mentioned problems and proposes a novel disclosure that implements a braking device (e.g., a brake) in a holographic image and is able to advance the time of generating additional braking force by taking into account both information before and after the braking device contacts.

[0015] An exemplary embodiment of the present invention provides a method for emergency braking of a vehicle, the vehicle including a processor configured to perform the function of the method, the method comprising: a display operation for displaying a brake button in the vehicle; a pre-contact information determination operation, wherein the degree of a first emergency braking intention before a user contacts the brake button is determined by utilizing information about the pre-contact distance and information about the rate of change of the pre-contact distance, the pre-contact distance being the distance between the brake button and the user's braking point before the user contacts the brake button; a post-contact information determination operation, wherein the degree of a second emergency braking intention after a user contacts the brake button is determined by utilizing information about the post-contact distance and information about the rate of change of the post-contact distance, the post-contact distance being the distance the user presses the brake button after the brake button is contacted; and a control operation, wherein any one of a first braking control, a second braking control, and a third braking control is performed based on the pre-contact information and the post-contact information, wherein in the first braking control, general braking is performed based on the degree of pressure applied to the brake button and the braking force increases from a first time point after the brake button is pressed; in the second braking control, general braking is performed and the braking force increases from a second time point after the first time point; and in the third braking control, general control is performed.

[0016] According to the present invention, braking force generation control is performed by taking into account information before and after the brake button is pressed, so that braking force can be generated early in emergency situations requiring emergency braking, thereby preventing safety accidents.

[0017] According to the present invention, the position and speed of the driver's braking part can be determined before the driver contacts the braking device, thereby quickly determining the driver's emergency braking intention.

[0018] Additional braking force can be generated at a point in time earlier than that of existing braking assist systems (such as Brake Assist System (BAS)).

[0019] According to the present invention, the braking device is implemented using holographic imaging, thereby maximizing the use of the vehicle's interior space while, for example, occupants in the vehicle are doing personal work or resting.

[0020] The methods and apparatus of the present invention have other features and advantages that will be apparent from or will be set forth in detail in the accompanying drawings and subsequent embodiments incorporated herein, which together serve to explain the particular principles of the invention. Attached Figure Description

[0021] Figure 1 This is a schematic diagram illustrating the general operation of a method for emergency braking of a vehicle according to an exemplary embodiment of the present invention.

[0022] Figure 2A , Figure 2B and Figure 2C This is a schematic diagram showing the brake button implemented in a hologram.

[0023] Figure 3 It is a schematic diagram showing the relationship between the distance and braking force between the user's braking point and the brake button, based on time.

[0024] Figure 4 This is a flowchart illustrating an emergency braking method for a vehicle according to an exemplary embodiment of the present invention.

[0025] Figure 5 This is a schematic diagram illustrating pre-contact information according to an exemplary embodiment of the present invention.

[0026] Figure 6 This is a schematic diagram illustrating information about the first braking control before and after contact, as well as additional braking, according to an exemplary embodiment of the present invention.

[0027] Figure 7 This is a schematic diagram illustrating information about the second braking control before and after contact, as well as additional braking, according to an exemplary embodiment of the present invention.

[0028] It is understood that the accompanying drawings are not drawn to scale, but are merely appropriately simplified depictions to illustrate the various features of the basic principles of the invention. Specific design features of the invention disclosed herein, including, for example, specific dimensions, orientations, positions, and shapes, will be determined in part by the specific application and environment in which they are used.

[0029] Throughout these figures, the same reference numerals refer to the same or equivalent parts of the invention. Detailed Implementation

[0030] In the following, exemplary embodiments of the emergency braking method for a vehicle according to the present invention will be described in detail with reference to the accompanying drawings. The terms or words used below should not be construed as limited to their general or lexical meaning, and in accordance with the principle that the inventors can appropriately define the concepts used to describe the invention through the best method, the terms or words should be interpreted as meanings and concepts corresponding to the technical spirit of the invention.

[0031] The present invention relates to an invention that, when a vehicle driver performs braking control, identifies the driver's emergency braking intention by considering both information before and after the brakes are engaged, and performs braking control based on the identified emergency braking intention.

[0032] Figure 1 This is a schematic diagram illustrating the general operation of a method for emergency braking of a vehicle according to an exemplary embodiment of the present invention.

[0033] like Figure 1 As shown, the method for emergency braking of a vehicle according to an exemplary embodiment of the present invention includes a hologram display operation S10, a pre-contact information determination operation S20, a post-contact information determination operation S30, and a control operation S40.

[0034] Holographic display operation S10 is the operation of implementing and displaying the braking device for the driver to perform vehicle braking control in the hologram within the vehicle. Typically, mechanical braking devices (e.g., brake pedals) are installed in the vehicle, and braking is performed when the driver contacts the braking device. However, according to an exemplary embodiment of the invention, the braking device is implemented in the hologram, thereby ensuring sufficient space within the vehicle. The braking device implemented in the hologram can take various forms, but in this specification, the case where the braking device is formed as a button type is described. The brake button can be contacted by a part of the driver's body (hereinafter referred to as the braking part) to perform braking. Here, the driver's braking part is not limited. Meanwhile, the person capable of contacting the brake button can also include other occupants of the vehicle with the right to perform braking, as well as the driver; therefore, in this specification, the person capable of contacting the brake button is referred to as the user.

[0035] To implement a brake button within a holographic image, a holographic device is used in an exemplary embodiment of the invention. The holographic device controls the configuration required for braking control of the vehicle to be implemented within the holographic image, which is a virtual object. Furthermore, the holographic device is interconnected with the braking system. The holographic image includes a user gesture recognition area; when the user makes a gesture within this recognition area, the holographic device recognizes the user's gesture and applies a control signal to the braking system based on the change in the gesture's position.

[0036] The configuration of control equipment required for gesture recognition or braking control of a vehicle via holograms can be achieved using techniques published prior to the date of this invention. For example, for the techniques for recognizing gestures via holograms and for each system required to apply control signals to the braking control of the vehicle, reference can be made to the content of Microsoft's technology for HoloLens, the content of that technology, and the content of Korean Patent No. 10-1542986 (System for Recognizing Gestures via Holograms and Control Method Thereof), etc.

[0037] Figure 2A , Figure 2B and Figure 2C This is a schematic diagram showing the brake button implemented in a hologram. Figure 2A , Figure 2B and Figure 2C This shows the distance between the user's braking point and the brake button. Specifically, Figure 2A This shows the state where the brake button and the brake part are separated by a predetermined distance before the brake button is activated. Figure 2B This shows the state in which the brake button is in contact with the brake part before the brake button is pressed. Figure 2C This shows the state where the brake button has been pressed a predetermined distance by the braking part. In this specification, based on... Figure 2B The state shown Figure 2A The distance between the braking part and the brake button shown refers to the distance before contact. Figure 2C The pressing distance of the brake button shown refers to the distance after contact.

[0038] Continue to refer to Figure 1 Then, the pre-contact information determination operation S20 is performed. Here, the pre-contact information includes information about the distance before contact and information about the rate of change of the distance before contact. The rate of change of the distance before contact means the rate of change of distance over time and can be considered as the speed of the user's gesture. The reason for determining the pre-contact information is to determine the degree of the user's braking intention; for example, when the rate of change of the distance before contact is large, it can be determined that the user is willing to brake the vehicle urgently.

[0039] Next, the post-contact information determination operation S30 is performed. Here, the post-contact information includes information about the distance after contact and information about the rate of change of distance after contact. The reason for determining the post-contact information is the same as the reason for determining the pre-contact information.

[0040] Next, control operation S40 for braking by utilizing pre-contact information and post-contact information is executed. The method for utilizing pre-contact information and post-contact information will be described below.

[0041] Figure 3 It is a schematic diagram showing the relationship between the distance between the user's braking point and the braking button and the braking force over time.

[0042] Figure 3 The upper part shows the process of contacting the brake button. Figure 3 The middle section shows a schematic diagram (time-contact diagram) illustrating the distance relationship between the user's braking point and the braking button over time. Figure 3 The lower part shows a schematic diagram of the braking force relationship based on time (time - braking force). During the process of the brake button being engaged, state ① is the state where the braking part is at a predetermined distance from the brake button, state ② is the state where the brake button is engaged, state ③ is the state where the brake button is pressed to a certain extent, and state ④ is the state where the brake button is fully pressed.

[0043] refer to Figure 3 The diagrams show the time-distance relationship between braking conditions. D1 represents the time-distance relationship under normal braking conditions, not emergency braking conditions. D2 represents the time-distance relationship under emergency braking conditions without considering pre-contact information. D3 represents the time-distance relationship under emergency braking conditions with considering pre-contact information. In emergency braking conditions, the brake button is pressed urgently, causing the pressing speed of the brake button to be greater than that under normal braking conditions.

[0044] Referring to curve D1, under normal braking conditions, pre-contact information is considered only at time point t_touch_on. Post-contact information (information about distance and the rate of change of distance) is presented when the brake button is pressed from time point t_touch_on. From time point t_full_1, the brake button is fully pressed, and post-contact information is presented consistently. The slope of D1 from time point t_touch_on to time point t_full_1 represents the pressing speed of the brake button under normal braking conditions.

[0045] Referring to curve D2, in emergency braking, pre-contact information is considered only at time point t_touch_on. Post-contact information is presented when the brake button is pressed from time point t_touch_on, and consistently from time point t_full_2 (t_full_2), when the brake button is fully pressed, post-contact information is presented. Furthermore, in emergency braking, the brake button is pressed faster than in normal braking, making time point t_full_2 earlier than time point t_full_1. Also, during the portion of the brake button that is pressed, the tilt angle during emergency braking is greater than that during normal braking.

[0046] Reference curve D3 is the same as D2 in emergency braking situations, but D3 differs from D2 in that it further considers pre-touch information. Specifically, pre-touch information is presented from time point t1, and the content from time point t_touch_on is the same as that described in D2. The reason for considering pre-touch information from time point t1, when the distance between the user's braking point and the brake button is within a predetermined distance, is to consider pre-touch information from time points when the distance between the braking point and the brake button is within a specific distance.

[0047] In an exemplary embodiment of the present invention, it is described that the time points t_touch_on of D1, D2 and D3 are the same, but the time point t_touch_on in D1 may be different from the time points t_touch_on of D2 and D3.

[0048] Meanwhile, the braking control according to an exemplary embodiment of the present invention includes a first braking control, a second braking control, and a third braking control. Here, the first braking control is a control that performs emergency braking but further increases the braking force at a first time point; the second braking control is a control that performs emergency braking but further increases the braking force at a second time point later than the first time point; and the third braking control is a control that performs normal braking instead of emergency braking. Here, in the emergency braking control, the degree of increase in braking force is controlled to be greater than the degree of increase in braking force in the normal braking control. Examples of controls for increasing braking force include brake assist systems (BAS), but the present invention is not limited to this, and various techniques for increasing braking force during emergency braking can be applied.

[0049] refer to Figure 3 The diagram illustrates the time-braking force, where B1 represents the third braking control, B2 represents the second braking control, B3 represents the first braking control, and B0 represents the emergency braking control. The diagram compares B1 with D1, B2 with D2, and B3 with D3.

[0050] Referring to curve B1, under normal braking conditions, braking force is generated until time point t_touch_on. When the brake button is pressed from time point t_touch_on, braking force is generated, and since the brake button is fully pressed from time point t_full_1, the braking force remains constant.

[0051] Referring to curve B2, in emergency braking, braking force is not generated until time point t_touch_on. The braking force increases along the sloping line of emergency braking B0 from time point t_touch_on. In this case, the braking force increases additionally from time point t_default, and because the brake button is fully pressed from time point t_full_2, the braking force remains constant. Simultaneously, the threshold for increasing braking force in the second braking control is Threshold_default.

[0052] Referring to curve B3, in emergency braking situations, braking force is not generated until time point t_touch_on. The braking force increases from time point t_touch_on along the sloping line of emergency braking B0. In this case, the braking force increases additionally from time point t_new, and remains constant until time point t_full_2. In this case, time point t_new is earlier than time point t_default. Compared to the second braking control, in the first braking control, when the user's intention to brake urgently is determined based on pre-contact information, the timing of increasing the braking force is advanced. Simultaneously, the threshold for increasing the braking force in the first braking control is Threshold_new.

[0053] As described above, in the first braking control according to an exemplary embodiment of the present invention, the threshold is lower (Threshold_new < Threshold_default) and the braking force is increased earlier (t_new < t_default) compared to the second braking control, so that the first braking control is the control executed in the most urgent situation among the first to third braking controls.

[0054] Figure 4 This is a flowchart illustrating an emergency braking method for a vehicle according to an exemplary embodiment of the present invention. Figure 5 This is a schematic diagram illustrating pre-contact information according to an exemplary embodiment of the present invention. Figure 6 This is a schematic diagram illustrating information before and after the contact of the first braking control according to an exemplary embodiment of the present invention, as well as information on additional braking. Figure 7 This is a schematic diagram illustrating information about the second braking control before and after contact, as well as additional braking, according to an exemplary embodiment of the present invention.

[0055] The following will refer to Figures 4 to 7 The specific process of an emergency braking method for a vehicle according to an exemplary embodiment of the present invention is described.

[0056] First, a brake button implemented as a 3D holographic image is displayed in the vehicle (S101). Then, a process of real-time detection of the user's movement is performed to determine whether the user intends to touch the brake button (S102).

[0057] Next, the process of detecting the distance between the user's braking point and the brake button and determining whether the distance before contact is less than a predetermined threshold distance 0 is executed (S110). This is so that the information before contact is considered only when the user's braking point enters the predetermined distance from the brake button.

[0058] refer to Figure 5 The time-distance diagram shows that when the user's braking part approaches the brake button and reaches time point t1, the distance between the braking part and the brake button is d1. Here, the value of d1 is Threshold_distance_0, thus taking into account pre-contact information.

[0059] When the distance before contact is less than Threshold_distance_0, it is determined whether the rate of change of the distance before contact is greater than a predetermined threshold_distance change rate_0. This is to determine how quickly the user attempts to contact the braking part of the brake button. Figure 5 As shown, the distance change rate before contact at time point t2 is greater than Threshold_distance change rate_0, thus indicating that the user intends to brake urgently from this point. However, for the reliability of the distance change rate before contact, the user's intention to brake urgently can only be determined if the time from time point t2 to time point t_touch_on (the time point when the brake button is contacted) is equal to or longer than the predetermined time X.

[0060] Continue to refer to Figure 4 As described above, when the distance before contact is less than Threshold_distance_0, the rate of change of distance before contact is calculated (S111), and it is determined whether the user has contacted the brake button (S120). When the user has not contacted the brake button, the user has no intention to brake, and therefore braking is not performed (S121). When the user contacts the brake button, the process terminates. Figure 5 Calculation of the rate of change of distance from time point t2 to time point t_touch_on before contact (S122).

[0061] Then, considering the post-contact information due to brake button contact, the rate of change of distance after contact is calculated from the point of brake button contact (S124). Then, it is determined whether the degree to which the brake button was pressed by the braking unit at the first time point (the post-contact distance) is greater than a predetermined threshold_distance_1 (Threshold_distance_1) (S130). This can be in the case where the user does not intend to use the most urgent braking force when the degree to which the brake button is pressed is less than Threshold_distance_1. Figure 6 In the above, d_touch_1 (i.e., the distance after contact at the first time point t_touch_1) is greater than the threshold_distance_1 (Threshold_distance_1). Figure 7 In the first time point t_touch_1, d_touch_1 is less than Threshold_distance_1. When the distance after contact is greater than Threshold_distance_1, the calculation of the rate of change of distance after the first contact from the contact time point t_touch_on to the first time point is terminated (S131).

[0062] Then, when the rate of change of distance before contact is greater than Threshold_distance change rate_0 (first condition) (S140) and the rate of change of distance after the first contact is greater than Threshold_distance change rate_1 (second condition) (S150), the first braking control condition is satisfied (S151). The first braking control is such that the degree of emergency braking corresponds to the degree to which the user presses the brake button, and the braking force is increased from the first point in time. (Reference) Figure 6 Since the rate of change of distance from time point t2 to the point t_touch_on before contact is greater than Threshold_distance change rate_0, and the rate of change of distance after the first contact at time point t_touch_1 (the first time point) is greater than Threshold_distance change rate_1, first braking control is executed. In this case, braking force is increased from time point t_touch_1.

[0063] If either the first or second condition is not met, it is determined whether the degree to which the brake button is pressed by the braking part at the second time point (the distance after contact) is greater than a predetermined threshold distance 2 (S160). This could be a case where the user does not intend to use emergency braking force when the degree to which the brake button is pressed is less than Threshold distance 2. Figure 7 In this context, d_touch_2 (d_touch_2) (i.e., the distance after contact at the second time point t_touch_2 (t_touch_2)) is greater than Threshold_distance_2. When the distance after contact is greater than Threshold_distance_2, the calculation of the rate of change of distance after the second contact from the contact time point t_touch_on to the second time point t_touch_2 is terminated (S162). In another exemplary embodiment of the present invention, the rate of change of distance after the second contact from the first time point to the second time point can also be calculated.

[0064] Then, it is determined whether the distance change rate after the second contact is greater than a predetermined threshold distance change rate_2 (S170). When the distance change rate after the second contact is greater than Threshold distance change rate_2, the second braking control condition is satisfied (S171). The second braking control is such that the degree of emergency braking corresponds to the degree to which the user presses the brake button, and the braking force is increased from a second point in time. (Reference) Figure 7 Since the rate of change of distance from time point t2 to the point t_touch_on before contact is greater than Threshold_distance change rate_0 (the first condition is met), but the rate of change of distance after the second contact at time point t_touch_2 (the second time point) is less than Threshold_distance change rate_1 (the second condition is not met), the second braking control is executed. In this case, the braking force is increased from time point t_touch_2.

[0065] Simultaneously, when the degree to which the brake button is pressed is less than Threshold_distance_1 or Threshold_distance_2, or when the distance change rate after the second contact is less than Threshold_distance changerate_2, the third braking control condition is satisfied (S161). In the third braking control, the general braking force is controlled to generate a degree corresponding to the degree to which the user presses the brake button.

[0066] According to the present invention, braking force generation control is performed by taking into account information before and after the brake button is pressed, so that braking force can be generated early in emergency situations requiring emergency braking, thereby preventing safety accidents.

[0067] The present invention can also be implemented as computer-readable code on a computer-readable recording medium. A computer-readable recording medium is any data storage device capable of storing data that can subsequently 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), CD-ROMs, magnetic tapes, floppy disks, and optical data storage devices.

[0068] Additionally, terms such as "controller," "control unit," "control device," or "control module" associated with a control device refer to a hardware apparatus including a memory and a processor configured to execute one or more steps interpreted as an algorithmic structure. The memory stores the algorithmic steps, and the processor executes these steps to perform one or more processes of methods according to various exemplary embodiments of the invention. A control device according to exemplary embodiments of the invention can be implemented using non-volatile memory and a processor configured to store algorithms for controlling the operation of various components of a vehicle or data regarding software instructions for executing these algorithms, and the processor configured to perform the aforementioned operations using the data stored in the memory. The memory and processor can be separate chips. Alternatively, the memory and processor can be integrated into a single chip. The processor can be implemented as one or more processors. The processor can include various logic circuits and operational circuits, can process data according to a program provided from the memory, and can generate control signals based on the processing results.

[0069] The control device may be at least one microprocessor operated by a predetermined program, which may include a series of instructions for performing methods included in the various exemplary embodiments of the present invention described above.

[0070] The above disclosure can also be implemented as computer-readable code on a computer-readable recording medium. A computer-readable recording medium is any data storage device capable of storing data that can subsequently 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), CD-ROMs, magnetic tapes, floppy disks, and optical data storage devices, and are implemented as carrier waves (e.g., transmitted over the Internet).

[0071] In various exemplary embodiments of the present invention, each of the above operations can be performed by a control device, and the control device can be configured by multiple control devices or a single integrated control device.

[0072] In various exemplary embodiments of the present invention, the control device may be implemented in hardware or software, or in a combination of hardware and software.

[0073] For ease of interpretation and precise definition of the appended claims, the terms “upper,” “lower,” “inner,” “outer,” “above,” “below,” “upward,” “downward,” “front,” “back,” “back,” “inner side,” “outer side,” “inward,” “outer,” “internal,” “external,” “inner,” “outer,” “forward,” and “backward” are used with reference to the positions of these features shown in the accompanying drawings to describe features of the exemplary embodiments. It will be further understood that the term “connection” or its derivatives refer to both direct and indirect connections.

[0074] Furthermore, the term "fixed connection" implies that the components of a fixed connection always rotate at the same speed. Additionally, the term "selectively connected" means that "when selectively connected components are not engaged with each other, the selectively connected components rotate separately; when selectively connected components are engaged with each other, they rotate at the same speed; and when at least one selectively connected component is a fixed component and the remaining selectively connected components are engaged with a fixed component, the selectively connected components are fixed."

[0075] Although the invention has been described in conjunction with limited exemplary embodiments and drawings, it is not limited thereto, and it will be apparent to those skilled in the art that various changes and modifications can be made within the spirit of the invention and within the scope equivalent to the appended claims.

Claims

1. A method for emergency braking of a vehicle, the vehicle including a processor configured to perform the function of the method, the method comprising: The display operation includes a brake button shown as a hologram within the vehicle. The pre-contact information determination operation involves determining the degree of a user's first emergency braking intention before contacting the brake button by utilizing information about the pre-contact distance and information about a first rate of change of the pre-contact distance, wherein the pre-contact distance is the distance between the brake button and the user's braking part before the user contacts the brake button. The post-contact information determination operation determines the degree of a second emergency braking intention after the user contacts the brake button by utilizing information about the post-contact distance and information about a second rate of change of the post-contact distance, wherein the post-contact distance is the distance the user presses the brake button after it has been contacted; The control operation includes performing one of a first braking control, a second braking control, and a third braking control based on pre-contact information and post-contact information. In the first braking control, general braking is performed based on the degree of pressure applied to the brake button, and the braking force increases from a first time point after the brake button is pressed. In the second braking control, general braking is performed, and the braking force increases from a second time point after the first time point. In the third braking control, general braking is performed.

2. The method of claim 1, wherein, The pre-contact information determination operation includes calculating a first rate of change from the time point when the pre-contact distance is less than a first predetermined distance.

3. The method of claim 1, further comprising a first comparison operation, wherein, The first rate of change is compared with a first predetermined rate of change to determine whether the user has a first emergency braking intention.

4. The method of claim 3, wherein, The first comparison operation includes determining that the user has a first emergency braking intention only if the first rate of change remains greater than the first predetermined rate of change within a specific time period from a predetermined time point before the brake button is pressed to the time point when the brake button is pressed.

5. The method according to claim 1, wherein, The second rate of change is calculated from the point in time when the brake button is engaged.

6. The method of claim 4, wherein, The post-contact information determination operation includes, when the brake button is pressed such that the post-contact distance is greater than a second predetermined distance, calculating a third rate of change of the distance after the first contact from the time point when the brake button is pressed to a first time point corresponding to the second predetermined distance.

7. The method of claim 6, further comprising a second comparison operation, wherein, The third rate of change is compared with the second predetermined rate of change to determine whether the user has a third emergency braking intention at the first point in time after the user touches the brake button.

8. The method of claim 7, wherein, The post-contact information determination operation includes, when the brake button is pressed such that the distance after contact is greater than a third predetermined distance, calculating a fourth rate of change of the distance after contact from the time point when the brake button is pressed to a second time point corresponding to the third predetermined distance.

9. The method of claim 8, further comprising a third comparison operation, wherein, The fourth rate of change is compared with the third predetermined rate of change to determine whether the user has a fourth emergency braking intention at a second time point after the user touches the brake button.

10. The method of claim 9, wherein, A third comparison operation is performed when the first rate of change is less than the first predetermined rate of change or when the third rate of change is less than the second predetermined rate of change.

11. The method of claim 7, wherein, The control operation includes executing a first braking control when the first rate of change is greater than a first predetermined rate of change and the third rate of change is greater than a second predetermined rate of change.

12. The method of claim 9, wherein, The control operation includes executing a second braking control when the fourth rate of change is greater than the third predetermined rate of change.

13. The method according to claim 8, wherein, The control operation includes executing a third braking control when the third rate of change is less than the second predetermined rate of change or when the fourth rate of change is less than the third predetermined rate of change.

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