Emergency braking device for vehicle, method for operating same, and system including device

Abstract

An embodiment emergency braking apparatus for a vehicle includes: a memory storing a required control amount determination algorithm in which jitter does not occur and a required control amount determination algorithm in which jitter occurs; and an emergency brake controller that determines whether a shake has occurred based on the shake prediction information, determines whether a current situation is a dangerous situation based on the vehicle forward detection information and a dangerous situation determination criterion in which the shake has occurred, and operates based on a required control amount determination algorithm in which the shake has occurred, the method includes determining a required control amount, determining an initial required control amount based on a required control amount determination algorithm in which no jitter occurs, selecting a compensation coefficient corresponding to a jitter magnitude, determining a compensation value based on the compensation coefficient, and determining a final required control amount by applying the compensation value to the initial required control amount.

Description

Technical Field

[0001] The invention relates to an emergency braking device for a vehicle, a method of operating the device and a system comprising the device. Background Art

[0002] Brake judder refers to a defect caused by a change in braking torque between the brake caliper and the brake disc due to the brake disc thickness deviation (DTV), and brake judder causes body rattling, brake pedal rattling, steering device rattling, etc.

[0003] When brake judder occurs, the hydraulic pressure of the caliper piston cannot be effectively transmitted to the brake disc, and under the same braking conditions, braking performance deteriorates.

[0004] Even in the related art, research has been conducted on brake judder detection technology. However, since brake judder detection cannot be linked to brake control, it is difficult to produce the same desired deceleration.

[0005] For example, when a dangerous situation is determined, a forward collision avoidance assist (FCA) system transmits a required deceleration for emergency braking to an electronic stability control (ESC) controller and allows the ESC controller to perform braking control to meet the required deceleration.

[0006] However, when brake judder occurs, even if the ESC controller performs brake control, the ESC controller cannot perform brake control suitable for the deceleration required by the FCA system. In addition, there are limitations to protecting passengers through emergency braking.

[0007] As described above, when brake judder causes a decrease in braking performance, the FCA emergency brake cannot be smoothly executed.

[0008] Specifically, when judder occurs, the FCA emergency brake logic in the related art cannot transmit an appropriate required deceleration value to the ESC controller, nor can it transmit an appropriate yaw rate compensation value for the yaw moment that may be generated in each wheel by the brake judder. For this reason, there is a problem that the FCA emergency brake logic cannot consider the reduction (or degradation) of the braking performance caused by the judder, and there is a limitation in the accuracy of the dangerous situation determination.

[0009] The above background technology is technical information retained by the inventor in order to derive the embodiments of the present invention, or technical information obtained in the process of deriving the embodiments of the present invention. Therefore, it cannot be said that it is technical information known to the public before submitting the application. Summary of the invention

[0010] The present invention relates to vehicle emergency braking. Specific embodiments relate to an emergency braking device for a vehicle, a method of operating the device, and a system including the device, which are implemented to associate the occurrence of brake judder with FCA emergency braking.

[0011] Embodiments of the present invention may solve the problems in the art and provide a vehicle emergency brake device, a method of operating the device, and a system including the device, which are implemented to associate the occurrence of brake judder with FCA emergency braking.

[0012] Embodiments of the present invention also provide an emergency braking device for a vehicle, a method of operating the device, and a system including the device, which are implemented to perform FCA emergency braking by applying predicted brake judder occurrence.

[0013] Embodiments of the present invention also provide an emergency brake apparatus for a vehicle, a method of operating the apparatus, and a system including the apparatus, which are implemented to determine a dangerous situation in consideration of predicted occurrence of brake judder.

[0014] Embodiments of the present invention also provide an emergency braking device for a vehicle, a method of operating the device, and a system including the device, which can determine required deceleration and yaw rate compensation values ​​required for FCA emergency braking based on predicted occurrence of brake judder.

[0015] The technical problems that can be solved by the embodiments of the present invention are not limited to the technical problems mentioned above, and those skilled in the art to which the present invention belongs can also clearly understand other technical problems that can be solved by the present invention from the following description.

[0016] As a technical means for solving the technical problem, an emergency brake device for a vehicle, a method of operating the device, and a system including the device may be provided, which are implemented to associate the occurrence of brake judder with FCA emergency braking.

[0017] According to one embodiment, an emergency braking device for a vehicle may include: a memory configured to store an algorithm for determining a required control amount when no jitter occurs and an algorithm for determining a required control amount when jitter occurs; and an emergency braking controller configured to determine whether jitter occurs based on jitter prediction information, and when jitter occurs, determine whether the current situation is a dangerous situation based on vehicle front detection information and a criterion for determining a dangerous situation when jitter occurs, and when it is determined that the current situation is a dangerous situation, operate based on the algorithm for determining the required control amount when jitter occurs.

[0018] According to one embodiment, the emergency brake controller may determine an initial required control amount based on a required control amount determination algorithm without jitter, select a compensation coefficient corresponding to the jitter amplitude, determine a compensation value based on the compensation coefficient, and then determine a final required control amount by applying the compensation value to the initial required control amount.

[0019] According to one embodiment, when jitter occurs, the emergency braking controller may change the collision time (TTC) critical value preset in the dangerous situation determination standard to a TTC critical value corresponding to the jitter amplitude based on a TTC critical value lookup table of corresponding jitter amplitudes, compare the current TTC with the changed TTC critical value, and determine that the current situation is a dangerous situation when the current TTC is less than the changed TTC critical value.

[0020] According to one embodiment, when jitter occurs, the emergency braking controller may change the preset emergency braking operation area in the dangerous situation determination standard based on a braking deceleration lookup table of corresponding jitter amplitudes, so that the preset emergency braking operation area corresponds to the braking deceleration corresponding to the jitter amplitude, and when the relative distance between the vehicle and the object ahead determined based on the braking deceleration and detection information corresponds to the changed emergency braking operation area, the emergency braking controller may determine that the current situation is a dangerous situation.

[0021] According to one embodiment, the emergency brake controller may select a compensation coefficient corresponding to the vibration amplitude based on a compensation coefficient lookup table of corresponding vibration amplitudes, and determine a compensation value based on Equation 3 (described later).

[0022] According to one embodiment, the emergency brake controller may determine the final required control amount by adding the initial required control amount and the compensation value.

[0023] According to one embodiment, when no shaking occurs, the emergency braking controller can determine whether the current situation is a dangerous situation based on the vehicle front detection information and the dangerous situation determination standard when no shaking occurs, and when it is determined that the current situation is a dangerous situation, determine the required control amount based on the required control amount determination algorithm when no shaking occurs.

[0024] According to one embodiment, the emergency brake controller may determine the required deceleration and the required yaw rate as the required control amounts, and determine the final required deceleration and the final required yaw rate by applying the deceleration compensation value and the yaw rate compensation value to the initial required deceleration and the determined initial required yaw rate.

[0025] A method for operating a vehicle emergency braking device according to another embodiment may include determining whether jitter occurs based on jitter prediction information, and when it is determined that jitter occurs, determining whether the current situation is a dangerous situation based on vehicle front detection information and a dangerous situation determination standard for the occurrence of jitter, and when it is determined that the current situation is a dangerous situation, operating an algorithm based on the required control amount determination algorithm for the occurrence of jitter.

[0026] According to one embodiment, the operation of the algorithm for determining the required control amount based on the occurrence of jitter may include determining an initial required control amount without the occurrence of jitter, selecting a compensation coefficient corresponding to the jitter amplitude, determining a compensation value based on the compensation coefficient, and determining a final required control amount by applying the compensation value to the initial required control amount.

[0027] According to one embodiment, determining whether the current situation is a dangerous situation may include: based on a TTC critical value lookup table of corresponding jitter amplitudes, changing a collision time (TTC) critical value preset in a dangerous situation determination standard to a TTC critical value corresponding to the jitter amplitude, comparing the current TTC with the changed TTC critical value, and when the current TTC is less than the changed TTC critical value, determining that the current situation is a dangerous situation.

[0028] According to one embodiment, the emergency braking controller may change the preset emergency braking operation area in the dangerous situation determination standard based on a braking deceleration lookup table of corresponding jitter amplitudes, so that the preset emergency braking operation area corresponds to the braking deceleration corresponding to the jitter amplitude, and when the relative distance between the vehicle and the object ahead determined based on the braking deceleration and the detection information corresponds to the changed emergency braking operation area, it is determined that the current situation is a dangerous situation.

[0029] According to one embodiment, determining the compensation value may include looking up a compensation coefficient table based on corresponding jitter amplitudes, selecting a compensation coefficient corresponding to the jitter amplitude, and determining the compensation value based on Equation 3 (described later).

[0030] According to one embodiment, determining the final required control amount may include determining the final required control amount by adding an initial required control amount and a compensation value.

[0031] According to one embodiment, the method may include: when it is determined that no shaking occurs, determining whether the current situation is a dangerous situation based on vehicle front detection information and a standard for determining a dangerous situation when no shaking occurs, and when it is determined that the current situation is a dangerous situation, determining the required control amount based on an algorithm for determining the required control amount when no shaking occurs.

[0032] According to one embodiment, the operation of the required control amount determination algorithm based on the occurrence of shaking may include determining a required deceleration and a required yaw rate as the required control amounts, and determining a final required deceleration and a final required yaw rate by applying a deceleration compensation value and a yaw rate compensation value to an initial required deceleration and an initial required yaw rate.

[0033] According to yet another embodiment, an emergency braking system for a vehicle may include a jitter occurrence prediction component, which is configured to predict the occurrence of jitter based on a brake jitter occurrence prediction factor and output jitter prediction information; a front detection component, which is configured to detect an object located in front of the vehicle and output detection information; a vehicle sensor component, which is configured to obtain vehicle status information and output the vehicle status information; and an emergency braking device for a vehicle according to an embodiment of the present invention.

[0034] According to one embodiment, the shudder occurrence prediction component may be an electronic stability control (ESC) controller, and the emergency braking device for the vehicle may be a forward collision avoidance assist (FCA) system.

[0035] According to one embodiment, when the jitter occurrence prediction component predicts the occurrence of jitter, the jitter occurrence prediction component may output jitter prediction information including the jitter amplitude.

[0036] In addition to means for solving the above-mentioned problems, specific details of various examples according to embodiments of the present invention are included in the following description and drawings.

[0037] Embodiments of the present invention may provide an emergency brake device for a vehicle, a method of operating the device, and a system including the device, which are implemented to associate the occurrence of brake judder with FCA emergency braking.

[0038] According to one embodiment, the FCA braking determination time point (TTC threshold) is adjusted by applying the predicted occurrence of brake judder, which ensures FAC emergency braking performance even if judder occurs.

[0039] Additionally, by applying the predicted occurrence of brake judder to adjust the FCA operating zone, this can improve FCA emergency braking performance even if judder occurs.

[0040] Furthermore, emergency braking may be performed by applying the FCA emergency braking required deceleration compensation value and the yaw rate compensation value to the required deceleration and the required yaw rate based on the predicted occurrence of brake judder, thereby reducing the braking distance and the braking yaw moment and improving the FCA braking performance.

[0041] Effects of the embodiments of the present invention are not limited to the above-mentioned effects, and other effects not mentioned above may be clearly understood by those skilled in the art from the following description.

[0042] The above-mentioned descriptions of problems to be solved, means for solving the problems, and effects are not essential features of the claims, and thus the scope of the claims is not limited by the descriptions thereof. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The following drawings are provided to help understand the embodiments of the present invention, and the embodiments are provided together with the detailed description. However, the technical features of the present embodiments are not limited to the specific drawings, and the features described in the corresponding drawings can be combined to form new embodiments.

[0044] Figure 1 It is a view showing the configuration of an emergency brake system for a vehicle according to an embodiment of the present invention.

[0045] Figure 2 It is a view showing a configuration of an emergency brake apparatus for a vehicle of an emergency brake system for a vehicle according to an embodiment of the present invention.

[0046] Figure 3 FIG. 1 is a diagram showing an example of a three-dimensional graph related to a TTC threshold value lookup table according to an embodiment of the present invention.

[0047] Figure 4 The graph schematically shows a case where a FCA operation area is adjusted according to an embodiment of the present invention.

[0048] Figure 5 FIG. 1 is a diagram showing an example of a three-dimensional graph related to a compensation coefficient lookup table according to an embodiment of the present invention.

[0049] Figure 6 The present invention is a functional diagram showing the configuration of an emergency brake controller of an emergency brake device according to an embodiment of the present invention.

[0050] Figure 7 is a flowchart for explaining the operation of the emergency braking system for a vehicle according to an embodiment of the present invention.

[0051] Figure 8 To show Figure 7 A view of the detailed sequence of step S770 in FIG. DETAILED DESCRIPTION

[0052] The advantages and features of the embodiments of the present invention and the methods for achieving the advantages and features will become clear with reference to the embodiments described in detail below together with the accompanying drawings. However, the embodiments of the present invention are not limited to the embodiments disclosed herein, but will be implemented in various forms. The embodiments of the present invention are provided so that the present invention is fully disclosed, and those of ordinary skill in the art to which the present invention belongs can fully understand the scope of the embodiments of the present invention. The embodiments of the present invention will only be limited by the scope of the appended claims.

[0053] The shapes, sizes, ratios, angles, quantities, etc. illustrated in the drawings for explaining the embodiments of the present invention are only exemplary, and the embodiments of the present invention are not limited to the contents illustrated in the drawings. Throughout the specification, the same reference numerals represent the same components. In addition, in the description of the embodiments of the present invention, when it is determined that a specific description may unnecessarily obscure the subject matter of the embodiments of the present invention, the specific description of the known related art will be omitted. The terms "comprise", "have" or "include" used in this specification may mean that other components may be added, unless these terms are used together with the term "only". Unless specifically and clearly stated, the singular expressions used herein are intended to include plural expressions.

[0054] Unless otherwise individually and explicitly stated regarding the error range, the analysis of the constituent elements is understood to include the error range.

[0055] For example, in the description of a temporal relationship, such as when the temporal relationship between two time points is described by using terms such as "after", "after", "next", "before", etc., when the terms "immediately" or "directly" are not used, the two time points may not be continuous.

[0056] The terms "first", "second", etc. may be used to describe various components, but the components are not limited by these terms. These terms are only used to distinguish one component from another component. Therefore, within the technical spirit of the embodiments of the present invention, the first component mentioned below may be the second component.

[0057] Terms such as first, second, A, B, (a) and (b) can be used to describe the constituent elements of embodiments of the present invention. These terms are only used to distinguish the purpose of one constituent element from another constituent element, and the nature, sequence, order or quantity of the constituent elements are not limited by these terms. When a constituent element is described as "connected", "coupled" or "attached" to another constituent element, it should be understood that a constituent element can be directly connected or attached to another constituent element, a constituent element can be indirectly connected or attached to another constituent element, or an intermediate constituent element can also be "inserted" between constituent elements, unless otherwise clearly and specifically stated.

[0058] It should be understood that the term "at least one" includes any combination of one or more associated components. For example, the meaning of "at least one first, second and third component" includes not only the first, second or third component, but also any combination of two or more of the first, second and third components.

[0059] The various features of several embodiments of this specification may be partially or completely interconnected or combined, and various technical cooperation and operations may be performed, and the various embodiments may be performed independently of each other or performed together in a related manner.

[0060] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings and embodiments. For ease of description, the proportions of the constituent elements illustrated in the accompanying drawings are different from the actual proportions. Therefore, the embodiments of the present invention are not limited to the proportions illustrated in the accompanying drawings.

[0061] Hereinafter, an emergency brake apparatus for a vehicle, a method of operating the apparatus, and a system including the apparatus according to an embodiment of the present invention will be described with reference to the accompanying drawings.

[0062] Figure 1 1 is a view showing the configuration of an emergency brake system 1 for a vehicle according to an embodiment of the present invention.

[0063] The vehicle emergency brake system 1 according to the embodiment may be implemented to associate the occurrence of brake judder with FCA emergency braking. Specifically, the emergency brake system 1 may be implemented to perform FCA emergency braking by applying the predicted occurrence of brake judder.

[0064] Furthermore, the emergency brake system 1 may be implemented to determine a dangerous situation in consideration of the predicted occurrence of brake judder, and to determine a required deceleration and yaw rate compensation value required for FCA emergency braking based on the predicted occurrence of brake judder.

[0065] refer to Figure 1 , the emergency brake system 1 may include a vibration occurrence prediction part 100, a front detection part 200, a vehicle sensor part 300, an emergency brake device 400, and a brake execution device 500. However, the configuration of the emergency brake system 1 is not limited thereto.

[0066] The judder occurrence prediction part 100 according to one embodiment may predict the occurrence of brake judder. For example, the judder occurrence prediction part 100 may predict the occurrence of brake judder in each of the four wheels FL, FR, RL, and RR.

[0067] For example, the jitter occurrence prediction part 100 may be an electronic stability control (ESC) controller installed in a vehicle or a device separately provided to predict the occurrence of jitter.

[0068] According to one embodiment, the judder occurrence prediction part 100 may predict the occurrence of brake judder based on factors such as brake pedal control amount, accelerator pedal control amount, steering torque, steering angle, and vehicle speed. However, the brake judder occurrence prediction factors are not limited thereto.

[0069] The judder occurrence prediction part 100 may predict the occurrence of brake judder based on the brake judder occurrence prediction factor. When the judder occurrence prediction part 100 predicts the occurrence of brake judder, the judder occurrence prediction part 100 may determine the judder amplitude (or intensity).

[0070] The judder occurrence prediction part 100 may output (provide) judder prediction information (hereinafter referred to as judder occurrence prediction information or prediction information) regarding braking of each of the four wheels FL, FR, RL, and RR to the emergency brake device 400 .

[0071] In this case, when the jitter is predicted to occur, the jitter prediction information may be output. The jitter prediction information may include braking information, jitter amplitude information, and the like.

[0072] The judder occurrence prediction part 100 may output judder prediction information of each brake of the four wheels FL, FR, RL, and RR.

[0073] For example, when the jitter prediction component 100 predicts that the left / right front brake will jitter, the jitter prediction component 100 may output left / right front jitter prediction information. When the jitter prediction component 100 predicts that the left / right rear brake will jitter, the jitter prediction component 100 may output left / right rear jitter prediction information.

[0074] For example, the left front brake may be expressed as the first brake (or FL brake), and the right front brake may be expressed as the second brake (or FR brake). In addition, the left rear brake may be expressed as the third brake (or RL brake), and the right rear brake may be expressed as the fourth brake (or RR brake).

[0075] Similarly, the left front jitter prediction information may be expressed as the first jitter prediction information (or FL jitter prediction information), and the right front jitter prediction information may be expressed as the second jitter prediction information (or FR jitter prediction information). In addition, the left rear jitter prediction information may be expressed as the third jitter prediction information (or RL jitter prediction information), and the right rear jitter prediction information may be expressed as the fourth jitter prediction information (or RR jitter prediction information).

[0076] According to one embodiment, the front detection component 200 can detect an object (or obstacle, object or target) located in front of the vehicle. For example, the front detection component 200 can detect a front vehicle located in front of the vehicle and determine relative information (such as relative distance, relative speed, etc.) relative to the front vehicle.

[0077] The front detection component 200 may output (or provide) detection information (or vehicle front detection information) to the emergency brake device 400. For example, the detection information may include information on whether a front object is detected, relevant information relative to the object, etc. However, the information included in the detection information is not limited thereto.

[0078] For example, the front detecting part 200 may include a radar sensor, a laser radar sensor, an infrared sensor, an ultrasonic sensor, a camera, etc. However, constituent elements of the front detecting part 200 are not limited thereto.

[0079] For example, the vehicle sensor component 300 according to one embodiment may acquire (or collect) status information of the vehicle through a network for the vehicle, such as a controller area network (CAN), a local interconnect network (LIN), and FlexRay.

[0080] For example, the vehicle sensor component 300 may acquire acceleration, angular velocity, steering angle of a steering wheel, yaw rate, engine torque, brake pressure, tire pressure, engine RPM (revolutions per minute), vehicle weight, etc. However, the information acquired by the vehicle sensor component 300 is not limited thereto.

[0081] For example, the vehicle sensor component 300 may include a vehicle speed sensor, a wheel speed sensor, a longitudinal / lateral acceleration sensor, a master cylinder pressure sensor, a steering angle detection sensor, a steering speed detection sensor, a vehicle weight sensor, etc. However, the constituent elements of the vehicle sensor component 300 are not limited thereto.

[0082] The vehicle sensor component 300 may output (or provide) the acquired vehicle state information to the emergency brake device 400 .

[0083] According to one embodiment, the information acquired by the vehicle sensor component 300 may be partially the same as the information input to the jitter occurrence prediction component 100. The vehicle sensor component 300 may provide the jitter occurrence prediction component 100 with information preset based on the brake jitter occurrence prediction factor among a plurality of vehicle state information.

[0084] According to one embodiment, the emergency braking device 400 can determine whether to perform emergency braking based on information (jitter prediction information, detection information and vehicle status information) input (or provided) from the front-end information providing components 100, 200 and 300, determine the control amount required for emergency braking (required control amount), and output the control amount to the braking execution device 500.

[0085] For example, the emergency brake apparatus 400 may be implemented as a forward collision avoidance assist (FCA) system and represented as an advanced controller, a first controller, etc.

[0086] When it is determined that the situation determined based on the input information is a preset dangerous situation, the emergency braking device 400 may perform an operation for emergency braking.

[0087] The emergency braking device 400 can determine the collision time (TTC) relative to the front object based on the detection information, compare the collision time with a preset TTC threshold value, and when the collision time is less than the TTC threshold value, determine that the current situation is a dangerous situation (or a situation requiring emergency braking).

[0088] In addition, the emergency brake device 400 may determine whether the FCA operation determination target value determined based on the detection information corresponds to a preset emergency brake (FCA) operation area. When the FCA operation determination target value corresponds to the emergency brake operation area, the emergency brake device 400 may determine that the current situation is a dangerous situation (or a situation requiring emergency braking).

[0089] According to one embodiment, the emergency brake device 400 may determine to apply different criteria for a dangerous situation depending on whether vibration prediction information is input.

[0090] When the judder prediction information is not input, the emergency brake apparatus 400 may use a preset TTC critical value where judder does not occur and a preset FCA operation area where judder does not occur as criteria for dangerous situation determination.

[0091] When the judder prediction information is input, the emergency brake device 400 may change (adjust) the TTC critical value and the FCA operating area used as a criterion for no judder to occur, and may determine a dangerous situation based on the changed TTC critical value and the changed FCA operating area.

[0092] According to one embodiment, the emergency brake device 400 may store a lookup table (TTC threshold value lookup table of corresponding jitter amplitude) associated with TTC threshold values ​​of corresponding jitter amplitudes designed through previous brake tests.

[0093] Therefore, the emergency braking device 400 can select a suitable TTC critical value for the corresponding jitter amplitude from the TTC critical value lookup table based on the jitter amplitude of the input jitter prediction information, compare the current TTC with the selected TTC critical value, and determine that the current situation is a dangerous situation (or a situation requiring emergency braking).

[0094] According to one embodiment, the emergency brake device 400 may store a TTC threshold value lookup table designed based on the judder amplitude and the required deceleration.

[0095] When the TTC threshold value lookup table designed based on two variables (judder amplitude and required deceleration) is used as described above, accurate emergency braking can be performed compared to the case where the TTC threshold value lookup table designed based on a single variable (judder amplitude) is used.

[0096] According to one embodiment, the emergency brake device 400 may store the reduced braking deceleration (α jud ) related lookup table (brake deceleration lookup table of corresponding jitter amplitude).

[0097] Therefore, the emergency brake device 400 can select a suitable braking deceleration (α ) for the corresponding jitter amplitude from the braking deceleration lookup table based on the jitter amplitude of the input jitter prediction information. jud ), and adjust the emergency brake operation area so that the emergency brake operation area corresponds to the selected braking deceleration (α jud ).

[0098] In addition, the emergency brake device 400 may determine whether the FCA operation determination target value corresponds to the adjusted emergency brake operation area, and the emergency brake device 400 may determine whether the current situation is a dangerous situation (or a situation requiring emergency braking).

[0099] According to one embodiment, when the current situation is a dangerous situation (or a situation requiring emergency braking), the emergency braking device 400 may determine the required control amount based on the input information. For example, the control amount may include deceleration and yaw rate. However, the parameters of the control amount are not limited thereto. Therefore, the emergency braking device 400 may determine the required deceleration and the required yaw rate.

[0100] Depending on whether the judder prediction information is input, the emergency brake device 400 may apply different methods of determining the required control amount.

[0101] According to one embodiment, when the judder prediction information is not input, the emergency brake apparatus 400 may determine the required control amount based on a required control amount determination algorithm in which the judder does not occur.

[0102] In this case, the required control amount determination algorithm for no judder may refer to an algorithm for determining the required control amount during the known general FCA braking. A detailed description of the required control amount determination algorithm for no judder will be omitted.

[0103] When the jitter prediction information is input, the emergency brake device 400 may determine the required control amount based on the required control amount determination algorithm for jitter occurrence proposed in the embodiment of the present invention.

[0104] To this end, the emergency brake device 400 may store a lookup table (a lookup table of compensation coefficients for corresponding vibration amplitudes) associated with compensation coefficients K for corresponding vibration amplitudes acquired through previous brake tests.

[0105] According to one embodiment, the emergency brake device 400 may store a deceleration compensation coefficient lookup table corresponding to the vibration amplitude and a yaw rate compensation coefficient lookup table corresponding to the vibration amplitude.

[0106] The required control amount determination method for shuddering proposed in the embodiment of the present invention will be described in particular. The emergency brake device 400 may first determine the required control amount based on the required control amount determination algorithm for no shuddering.

[0107] In addition, the emergency brake apparatus 400 may select a compensation coefficient K related to the deceleration and the yaw rate based on the vibration amplitude of the vibration prediction information, and determine compensation values ​​of the deceleration and the yaw rate by applying the selected compensation coefficient K.

[0108] Thereafter, the emergency brake device 400 may secondarily (or finally) determine the required control amount (the secondary required control amount or the final required control amount) by applying the compensation value to the initially determined required control amount (the initial required control amount or the intermediate required control amount).

[0109] According to one embodiment, the emergency brake device 400 may provide the jitter occurrence information to a preset terminal (e.g., a driver terminal). For example, the jitter occurrence information may include whether each wheel jitters, the jitter amplitude, the compensation value, the final required control amount, etc. However, the information included in the jitter occurrence information is not limited thereto.

[0110] The brake actuation device 500 (or a low-level controller) according to one embodiment may receive the required control amount output from the emergency brake device 400 and perform emergency braking based on the input required control amount.

[0111] For example, the brake actuating device 500 may be an electronic stability control (ESC) controller installed in a vehicle.

[0112] Figure 2 It is a view showing a configuration of an emergency brake device 400 for a vehicle of an emergency brake system 1 for a vehicle according to an embodiment of the present invention.

[0113] refer to Figure 1 and 2 The emergency braking device 400 according to one embodiment may determine whether emergency braking is required based on information input from the outside, determine a required control amount of emergency braking, and output the determination result to the brake execution device 500 .

[0114] To this end, the emergency brake device 400 may receive the shaking prediction information output from the shaking occurrence prediction part 100 , receive the detection information output from the front detection part 200 , and receive the vehicle state information output from the vehicle sensor part 300 .

[0115] When the emergency braking device 400 determines that the situation determined based on the input information is a preset dangerous situation, the emergency braking device 400 may determine a required control amount of emergency braking and output the determination result to the brake execution device 500 .

[0116] According to one embodiment, the emergency brake device 400 may include a receiving part 410, a transmitting part 420, a memory 430, and an emergency brake controller 440. However, the configuration of the emergency brake device 400 is not limited thereto.

[0117] The receiving component 410 (or the first communication component) according to one embodiment may receive information from the outside and transfer the received information to the emergency brake controller 440 .

[0118] For example, the receiving component 410 may include a first receiving module 411, which is configured to receive information output from the jitter occurrence prediction component 100; a second receiving module 412, which is configured to receive information output from the front detection component 200; and a third receiving module 413, which is configured to receive information output from the vehicle sensor component 300.

[0119] The transmission part 420 (or the second communication part) according to one embodiment may receive information provided from the emergency brake controller 440 and transfer the received information to the outside.

[0120] For example, the transmission part 420 may provide the brake actuating device 500 with a required control amount provided from the emergency brake controller 440 .

[0121] According to one embodiment, the memory 430 may store algorithms for executing operations of the emergency braking controller 440 (e.g., a dangerous situation determination algorithm, a parameter adjustment algorithm for predicting jitter, a required control amount determination algorithm when no jitter occurs, a required control amount determination algorithm when jitter occurs, etc.) and results of executing operations of the emergency braking controller 440.

[0122] In addition, the memory 430 can store various types of information required for operation. For example, the memory 430 can store a TTC threshold value lookup table corresponding to the shaking amplitude, a braking deceleration lookup table corresponding to the shaking amplitude, a compensation coefficient lookup table corresponding to the shaking amplitude, etc.

[0123] For example, the operation of executing the algorithm stored in the memory 430 may be implemented based on results obtained through many experiments.

[0124] The memory 430 may include at least one type of storage medium such as flash memory, a hard disk, a micro memory, a card (e.g., a secure digital (SD) card or an extreme digital (XD) card) memory, a random access memory (RAM), a static RAM (SRAM), a read-only memory (ROM), a programmable ROM (PROM), an electrically erasable PROM (EEPROM), a magnetic memory (MRAM), a magnetic disk, and an optical disk.

[0125] The emergency brake controller 440 may be configured to perform the overall operations of the emergency brake device 400 and include at least one processor.

[0126] In addition, the emergency brake controller 440 may perform dangerous situation determination, required control amount determination, etc. based on an operation algorithm and information stored in the memory 430 .

[0127] According to one embodiment, the emergency brake controller 440 may receive information (prediction information, detection information, and vehicle state information) provided from the information providing parts 100 , 200 , and 300 of the front end through the receiving part 410 .

[0128] In addition, the emergency brake controller 440 may determine whether emergency braking is required based on the input information, determine a control amount required for emergency braking (required control amount), and output the determination result to the brake actuating device 500 through the transmission part 420 .

[0129] When the emergency brake controller 440 determines that the situation determined based on the input information is a preset dangerous situation, the emergency brake controller 440 may perform an operation for emergency braking.

[0130] The emergency brake controller 440 can determine the collision time (TTC) relative to the front object based on the detection information, compare the collision time with a preset TTC threshold value, and when the collision time is less than the TTC threshold value, determine that the current situation is a dangerous situation (or a situation requiring emergency braking).

[0131] In addition, the emergency brake controller 440 may determine whether the FCA operation determination target value corresponds to a preset emergency brake (FCA) operation area. When the FCA operation determination target value corresponds to the emergency brake operation area, the emergency brake device 400 may determine that the current situation is a dangerous situation (or a situation requiring emergency braking).

[0132] According to one embodiment, when the judder prediction information is not input (judder does not occur), the emergency brake controller 440 may determine a dangerous situation based on a preset TTC threshold value and an FCA operation area where judder does not occur.

[0133] According to one embodiment, when the jitter prediction information is input (jitter occurs), the emergency brake controller 440 may change (or adjust) the preset dangerous situation determination standard based on the absence of jitter. For example, the emergency brake controller 440 may change the TTC threshold value and change the emergency brake operation area (or FCA operation area).

[0134] The emergency brake controller 440 can select a suitable TTC critical value for the corresponding jitter amplitude from the TTC critical value lookup table based on the jitter amplitude of the input jitter prediction information, compare the current TTC with the selected TTC critical value, and determine that the current situation is a dangerous situation (or a situation requiring emergency braking).

[0135] Figure 3 FIG. 1 is a diagram showing an example of a three-dimensional graph related to a TTC threshold value lookup table according to an embodiment of the present invention.

[0136] According to one embodiment, Figure 3 As shown, the emergency brake controller 440 may use a TTC threshold lookup table designed based on the judder amplitude and the desired deceleration.

[0137] When the TTC threshold value lookup table designed based on two variables (judder amplitude and required deceleration) is used as described above, accurate emergency braking can be performed compared to the case where the TTC threshold value lookup table designed based on a single variable (judder amplitude) is used.

[0138] According to one embodiment, the emergency brake controller 440 may store the braking deceleration (α jud ) related lookup table (brake deceleration lookup table of corresponding jitter amplitude).

[0139] Therefore, the emergency brake controller 440 may select a suitable braking deceleration (α ) for the corresponding jitter amplitude from the braking deceleration lookup table based on the jitter amplitude of the input jitter prediction information. jud ), and adjust the emergency brake operation area so that the emergency brake operation area corresponds to the selected braking deceleration (α jud ).

[0140] In addition, the emergency brake controller 440 may determine whether the FCA operation determination target value corresponds to the adjusted emergency brake operation area, and the emergency brake controller 440 may determine whether the current situation is a dangerous situation (or a situation requiring emergency braking).

[0141] Figure 4 The graph schematically shows a case where the emergency braking (FCA) operation area is adjusted according to an embodiment of the present invention.

[0142] exist Figure 4In the figure, R represents the relative distance between the vehicle and the object in front, R minimum Indicates the minimum value of the relative distance, represents the relative speed between the vehicle and the object ahead, α represents the braking deceleration, and α jud Indicates the braking deceleration reduced by judder.

[0143] When juddering does not occur, the emergency brake controller 440 may use a preset FCA operation region (FCA operation region where juddering does not occur) (region A) as a standard, which is set by using the relative distance R determined based on the following Equation 1 as the FCA operation point.

[0144] Equation 1:

[0145]

[0146] When shuddering occurs, the emergency brake controller 440 may select a braking deceleration (α jud ) as a standard, and the FCA operation area (FCA operation area where shudder occurs) (area B) set using the relative distance R is used as the FCA operation point, which is based on the braking deceleration (α jud ) is applied to Equation 1 to define the following Equation 2.

[0147] Equation 2:

[0148]

[0149] According to one embodiment, when the current situation is a dangerous situation (or a situation requiring emergency braking), the emergency braking controller 440 may determine the required control amount based on the input information. For example, the control amount may include deceleration and yaw rate. However, the parameters of the control amount are not limited thereto. According to one embodiment, the emergency braking controller 440 may determine the required deceleration and the required yaw rate.

[0150] Depending on whether the judder prediction information is input, the emergency brake controller 440 may apply different methods of determining the required control amount.

[0151] According to one embodiment, when the judder prediction information is not input, the emergency brake controller 440 may determine the required control amount based on a required control amount determination algorithm without judder (a required control amount determination algorithm for FCA braking according to the related art).

[0152] When jitter prediction information is input (jitter occurs), the emergency braking controller 440 determines the compensation value (deceleration compensation value and yaw angular velocity compensation value) by applying the compensation coefficient stored in the compensation coefficient lookup table of the corresponding jitter amplitude, and the emergency braking controller 440 can finally determine the required control amount for jitter by applying the determined compensation value to the required control amount for no jitter.

[0153] Figure 5 FIG. 1 is a diagram showing an example of a three-dimensional graph related to a compensation coefficient lookup table according to an embodiment of the present invention.

[0154] According to one embodiment, Figure 5 As shown, the emergency brake controller 440 may use a compensation coefficient lookup table designed based on the judder amplitude and the desired deceleration.

[0155] When the compensation coefficient lookup table designed based on two variables (judder amplitude and required deceleration) is used as described above, accurate emergency braking can be performed compared to the case where the compensation coefficient lookup table designed based on a single variable (judder amplitude) is used.

[0156] According to one embodiment, the emergency brake controller 440 may determine the deceleration compensation value (α ) based on the following equation 3 (compensation value determination equation). compensate ) and yaw rate compensation value (γ compensate ).

[0157] Equation 3:

[0158]

[0159]

[0160] Here, K α Indicates the deceleration compensation coefficient, K γ represents the yaw rate compensation coefficient, R FL , R FR , R RL and R RR They represent the vibration amplitude of the FL wheel, the vibration amplitude of the FR wheel, the vibration amplitude of the RL wheel and the vibration amplitude of the RR wheel, respectively. sv represents the speed of the host vehicle, and R represents the relative distance between the host vehicle and the object in front.

[0161] In addition, Z FL , Z FR , Z RL and Z RR denote FL wheel side axial load, FR wheel side axial load, RL wheel side axial load and RR wheel side axial load respectively, and S denotes the wheel track distance.

[0162] As defined in Equation 3, the deceleration compensation value (α compensate ) can be based on the deceleration compensation coefficient (K α ), the vibration amplitude of each wheel (R FL , R FR , R RL and R RR ), this vehicle (v sv ) and the relative distance R between the vehicle and the object in front.

[0163] In addition, the yaw rate compensation value (γ compensate ) can be based on the yaw rate compensation coefficient (K γ ), the vibration amplitude of each wheel (R FL , R FR , R RL and R RR ), the axial load of each wheel (Z FL , Z FR , Z RL and Z RR ) and wheel-track distance (S).

[0164] Deceleration compensation value (α compensate ) and yaw rate compensation value (γ compensate ) may be determined based on Equation 3, and then the emergency brake controller 440 may determine the required deceleration (α) for shuddering to occur based on the following Equation 4 desired ) and the required yaw rate (γ desired ).

[0165] Equation 4:

[0166] α desired =α FCA +α compensate

[0167] γ desired =γ FCA +γ compensate

[0168] Figure 6 The present invention is a functional diagram showing the configuration of an emergency brake controller of an emergency brake device according to an embodiment of the present invention.

[0169] refer to Figures 1 to 6 The emergency brake controller 440 according to one embodiment may include a dangerous situation determination module 441, a first required control amount determination module 442, a compensation value determination module 443, and a second required control amount determination module 444. However, the configuration of the emergency brake controller 440 is not limited thereto.

[0170] The dangerous situation determination module 441 may determine whether the current situation is a dangerous situation based on information provided from the information providing parts 100 , 200 , and 300 of the front end.

[0171] According to one embodiment, the dangerous situation determination module 441 may determine whether the jitter prediction information is input.

[0172] When the jitter prediction information is not input, the dangerous situation determination module 441 may determine the dangerous situation based on the dangerous situation determination standard that the jitter does not occur. When the jitter prediction information is input, the dangerous situation determination module 441 may determine the dangerous situation by changing (or adjusting) the dangerous situation determination standard that the jitter occurs.

[0173] When the jitter prediction information is input, the dangerous situation determination module 441 may change the TTC threshold value and the emergency braking (FCA) operation area. Since the change of the determination criterion has been described previously, a detailed description thereof will be omitted.

[0174] When the dangerous situation determination module 441 determines that the current situation is not a dangerous situation, the dangerous situation determination module 441 may consistently perform determining the dangerous situation based on the input information.

[0175] When the dangerous situation determination module 441 determines that the current situation is a dangerous situation, the dangerous situation determination module 441 may output a dangerous situation occurrence signal to at least one of the first required control amount determination module 442 , the compensation value determination module 443 , and the second required control amount determination module 444 .

[0176] For example, when the jitter prediction information is not input, the dangerous situation determination module 441 may output a dangerous situation occurrence signal to the first required control amount determination module 442. When the jitter prediction information is input, the dangerous situation determination module 441 may output a dangerous situation occurrence signal to the first required control amount determination module 442, the compensation value determination module 443, and the second required control amount determination module 444.

[0177] Regardless of whether the jitter prediction information is input, the dangerous situation determination module 441 outputs a dangerous situation occurrence signal to the first required control amount determination module 442. The dangerous situation determination module 441 can output a dangerous situation occurrence signal that no jitter occurs or a dangerous situation occurrence signal that jitter occurs to the first required control amount determination module 442 according to the situation, so that the first required control amount determination module 442 performs appropriate operations.

[0178] The first required control amount determination module 442 may determine the required control amount (α FCA , γ FCA). The required control amount for determining that shuddering does not occur is performed according to the determination method performed during ordinary FCA braking. Therefore, a detailed description thereof will be omitted.

[0179] When the first required control amount determination module 442 receives the dangerous situation occurrence signal that no shuddering occurs, the first required control amount determination module 442 may output the determined required control amount to the brake actuating device 500 .

[0180] When the first required control amount determination module 442 receives the dangerous situation occurrence signal of the jitter, the first required control amount determination module 442 may output the determined required control amount (α) to the second required control amount determination module 444. FCA , γ FCA ).

[0181] The compensation value determination module 443 may determine the compensation value based on a compensation value determination algorithm.

[0182] According to one embodiment, the compensation value determination module 443 may obtain the compensation coefficient (K) corresponding to the jitter amplitude based on a pre-stored compensation coefficient lookup table of the corresponding jitter amplitude. α , K γ ), and determine the deceleration compensation value (α) based on Equation 3 compensate ) and yaw rate compensation value (γ compensate ).

[0183] The compensation value determination module 443 may output the determined deceleration compensation value (α compensate ) and the determined yaw rate compensation value (γ compensate ).

[0184] The second required control amount determination module 444 may be based on Equation 4, the required control amount (α FCA , γ FCA ) and the compensation value (α compensate , γ compensate ) to determine the final required control amount (α desired , γ desired ).

[0185] According to one embodiment, the second required control amount determination module 444 can be configured by converting the deceleration compensation value (α compensate ) is added to the required deceleration (α FCA ) to determine the final required deceleration (α desired ), and by using the yaw rate compensation value (γ compensate ) is added to the required yaw rate (γ FCA ) to determine the final required yaw rate (γ desired).

[0186] The second required control amount determination module 444 may output the determined final required control amount (α desired , γ desired ).

[0187] Figure 7 2 is a flowchart for explaining the operation of the emergency brake system 1 for a vehicle according to the embodiment of the present invention.

[0188] Figure 7 The operations of each step described can be referred to Figures 1 to 6 The emergency braking system 1 described is implemented.

[0189] In the following, reference will be made to Figures 1 to 7 An emergency braking method performed by the emergency braking system 1 for a vehicle is described, focusing on the operation of the emergency braking device 400 when emergency braking is performed.

[0190] First, the emergency brake device 400 may receive various information (eg, jitter prediction information, detection information, and vehicle state information) for dangerous situation determination and required control amount determination ( S700 ), and determine whether to receive jitter prediction information ( S710 ).

[0191] When the determination result in step S710 indicates that the vibration prediction information is not received (“No” in S710 ), the emergency brake device 400 may determine whether the current situation is a dangerous situation based on the received information ( S720 ).

[0192] In step S720 , the emergency brake device 400 may determine whether the current situation is a dangerous situation based on a dangerous situation determination standard in which shuddering does not occur.

[0193] When the determination result in step S720 indicates that the current situation is not a dangerous situation (“No” in S720 ), the emergency brake device 400 may return to step S700 and execute the routine again.

[0194] When the determination result in step S720 indicates that the current situation is a dangerous situation (“Yes” in S720), the emergency brake device 400 may determine the required control amount (α) based on the required control amount determination algorithm without jitter. FCA ,γ FCA )(S730).

[0195] Thereafter, the emergency brake device 400 may output the determined required control amount (α FCA ,γ FCA )(S740).

[0196] At the same time, when the determination result in step S710 indicates receiving jitter prediction information ("Yes" in S710), the emergency braking device 400 can change the current preset determination standard (the dangerous situation determination standard where jitter does not occur) to the dangerous situation determination standard where jitter occurs (S750), and determine whether the current situation is a dangerous situation based on the changed standard (S760).

[0197] When the determination result in step S760 indicates that the current situation is not a dangerous situation (“No” in S760 ), the emergency brake device 400 may return to step S700 and execute the routine again.

[0198] When the determination result in step S760 indicates that the current situation is a dangerous situation (“Yes” in S760), the emergency brake device 400 may determine the required control amount (α) based on the required control amount determination algorithm without shuddering. desired , γ desired )(S770).

[0199] Thereafter, the emergency brake device 400 may output the determined required control amount (α desired , γ desired )(S780).

[0200] Figure 8 To show Figure 7 A view of the detailed sequence of step S770 in FIG.

[0201] refer to Figure 8 The emergency brake device 400 can determine the initial required control amount (α) based on the required control amount determination algorithm without jitter. FCA , γ FCA )(S771).

[0202] The determination in step S771 may be performed in the same manner based on the determination algorithm performed in step S730 .

[0203] In addition, the emergency brake apparatus 400 may select a compensation coefficient K of the vibration amplitude corresponding to the vibration prediction information based on a compensation coefficient lookup table of corresponding vibration amplitudes ( S772 ).

[0204] In step S772, the emergency brake device 400 may select a deceleration compensation coefficient (K) from a deceleration compensation coefficient lookup table corresponding to the vibration amplitude. α ), and selects the yaw rate compensation coefficient (K) from the yaw rate compensation coefficient lookup table of the corresponding jitter amplitude γ ).

[0205] Thereafter, the emergency brake apparatus 400 may determine the compensation value based on Equation 3 (compensation value determination equation) defined by applying the compensation coefficient K ( S773 ).

[0206] In step S773, the emergency brake device 400 may determine the deceleration compensation value (α compensate ) and yaw rate compensation value (γ compensate ).

[0207] Thereafter, the emergency brake device 400 can compensate , γ compensate ) is applied to the initial required control amount (α) determined in step S771 FCA , γ FCA ) to finally determine the required control amount (α desired , γ desired )(S774).

[0208] In step S774, the emergency brake device 400 can compensate ) is applied to the desired deceleration (α FCA ) to determine the required deceleration (α desired ), and by using the yaw rate compensation value (γ compensate ) is applied to the desired yaw rate (γ FCA ) to determine the required yaw rate (γ desired ).

[0209] For example, the emergency brake device 400 can be controlled by the initially required control amount (α FCA , γ FCA ) and compensation value (α compensate ,γ compensate ) are added to determine the final required control amount.

[0210] Although the embodiments of the present invention have been described in detail with reference to the accompanying drawings, the embodiments of the present invention are not limited thereto and may be implemented in many different forms without departing from the technical concept of the present invention. Therefore, the embodiments disclosed in this specification are only for illustrative purposes and are not intended to limit the technical spirit of the present invention. The scope of the technical spirit of the present invention is not limited thereto. Therefore, it should be understood that the above exemplary embodiments are illustrative in all aspects and do not limit the embodiments of the present invention. The protection scope of the embodiments of the present invention should be understood based on the claims, and all technical spirits within their equivalent range should be understood to fall within the scope of the embodiments of the present invention.

Claims

1. An emergency braking device for a vehicle, the device include: A memory configured to store a required control amount determination algorithm without jitter and a required control amount determination algorithm with jitter; as well as The emergency brake controller is configured to: determining whether the jitter occurs based on the jitter prediction information; In response to determining that the shaking occurs, determining whether the current situation is a dangerous situation based on vehicle front detection information and a dangerous situation determination standard for the occurrence of the shaking; In response to determining that the current situation is the dangerous situation, operating an algorithm based on a required control amount for the occurrence of the dithering; Determining an initial required control amount based on a required control amount determination algorithm when the jitter does not occur; Selecting a compensation coefficient corresponding to the jitter amplitude; determining a compensation value based on the compensation coefficient; as well as A final required control amount is determined by applying the compensation value to the initial required control amount.

2. The apparatus according to claim 1, wherein the dangerous situation determination criteria include a preset time-to-collision (TTC) threshold value, and wherein in response to determining that the shudder occurs, the emergency brake controller is configured to: Based on a TTC threshold value lookup table of corresponding jitter amplitudes, changing the preset TTC threshold value to a TTC threshold value corresponding to the jitter amplitude; comparing the current TTC with the changed TTC threshold; and In response to the current TTC being less than the changed TTC threshold value, the current situation is determined to be the dangerous situation.

3. The apparatus according to claim 1, wherein the dangerous situation determination criteria include a preset emergency brake operation area, and wherein in response to determining that the shudder occurs, the emergency brake controller is configured to: Based on a brake deceleration lookup table of corresponding jitter amplitudes, changing the preset emergency brake operation area to correspond to the brake deceleration corresponding to the jitter amplitude; and The current situation is determined to be the dangerous situation in response to a relative distance between the vehicle and a front object corresponding to the changed emergency brake operation area, wherein the relative distance is determined based on the braking deceleration and detection information.

4. The apparatus of claim 1, wherein the emergency brake controller is configured to: Selecting a compensation coefficient corresponding to the jitter amplitude based on a compensation coefficient lookup table of corresponding jitter amplitudes; and The compensation value is determined based on the following equation: Where K α Indicates the deceleration compensation coefficient, K γ represents the yaw rate compensation coefficient, R FL , R FR , R RL and R RR They represent the vibration amplitude of the left front FL wheel, the right front FR wheel, the left rear RL wheel and the right rear RR wheel, respectively. sv represents the speed of the vehicle, R represents the relative distance between the vehicle and the object in front, and Z FL , Z FR , Z RL and Z RR denote FL wheel side axial load, FR wheel side axial load, RL wheel side axial load and RR wheel side axial load respectively, and S denotes the wheel track distance. 5 . The apparatus according to claim 1 , wherein the emergency brake controller is configured to determine the final required control amount by adding the initial required control amount and the compensation value.

6. The apparatus of claim 1 , wherein in response to determining that the shudder has not occurred, the emergency brake controller is configured to: Determining whether the current situation is the dangerous situation based on the vehicle front detection information and a dangerous situation determination standard in which the shaking does not occur; and In response to determining that the previous situation is the dangerous situation, the required control amount is determined based on a required control amount determination algorithm in which the chattering does not occur.

7. The apparatus of claim 1, wherein the emergency brake controller is configured to: determining a required deceleration and a required yaw rate as the required control amount; and A final required deceleration and a final required yaw rate are determined by applying the deceleration compensation value and the yaw rate compensation value to the determined initial required deceleration and the determined initial required yaw rate.

8. A method of operating an emergency brake device installed in a vehicle to perform emergency braking of the vehicle, the method include: determining whether jitter occurs based on the jitter prediction information; In response to determining that the shaking occurs, determining whether the current situation is a dangerous situation based on vehicle front detection information and a dangerous situation determination standard for the occurrence of the shaking; as well as In response to determining that the previous situation is a dangerous situation, operating based on a required control amount determination algorithm for the occurrence of the jitter, wherein operating based on the required control amount determination algorithm for the occurrence of the jitter includes: determining an initial required control amount without the jitter; Selecting a compensation coefficient corresponding to the jitter amplitude; determining a compensation value based on the compensation coefficient; and A final required control amount is determined by applying the compensation value to the initial required control amount.

9. The method according to claim 8, wherein the dangerous situation determination standard includes a preset collision time TTC threshold value, and wherein determining whether the current situation is the dangerous situation include: Based on a TTC threshold value lookup table of corresponding jitter amplitudes, changing the preset TTC threshold value to a TTC threshold value corresponding to the jitter amplitude; Compare the current TTC with the changed TTC threshold; and In response to the current TTC being less than the changed TTC threshold value, the current situation is determined to be the dangerous situation.

10. The method according to claim 8, wherein the dangerous situation determination criteria include a preset emergency braking operation area, and wherein determining whether the current situation is the dangerous situation include: Based on a brake deceleration lookup table of corresponding jitter amplitudes, changing the preset emergency brake operation area to correspond to the brake deceleration corresponding to the jitter amplitude; as well as The current situation is determined to be the dangerous situation in response to a relative distance between the vehicle and a front object corresponding to the changed emergency brake operation area, wherein the relative distance is determined based on the braking deceleration and detection information.

11. The method of claim 8, wherein determining the compensation value include: Selecting the compensation coefficient corresponding to the jitter amplitude based on a compensation coefficient lookup table of corresponding jitter amplitudes; and The compensation value is determined based on the following equation: Where K α Indicates the deceleration compensation coefficient, K γ represents the yaw rate compensation coefficient, R FL , R FR , R RL and R RR They represent the vibration amplitude of the left front FL wheel, the right front FR wheel, the left rear RL wheel and the right rear RR wheel, respectively. sν represents the speed of the vehicle, R represents the relative distance between the vehicle and the object in front, and Z FL , Z FR , Z RL and Z RR denote FL wheel side axial load, FR wheel side axial load, RL wheel side axial load and RR wheel side axial load respectively, and S denotes the wheel track distance. 12 . The method of claim 8 , wherein determining the final required control amount comprises determining the final required control amount by adding the initial required control amount and the compensation value.

13. The method according to claim 8, wherein include: In response to determining that the shaking has not occurred, determining whether the current situation is the dangerous situation based on the vehicle front detection information and the dangerous situation determination standard in which the shaking has not occurred; as well as In response to determining that the current situation is a dangerous situation, the required control amount is determined based on a required control amount determination algorithm in which the chattering does not occur.

14. The method of claim 8, wherein operating based on a desired amount of control without the jitter occurring include: Determining a required deceleration and a required yaw rate as the required control amount; as well as The final required deceleration and the final required yaw rate are determined by applying the deceleration compensation value and the yaw rate compensation value to the initial required deceleration and the initial required yaw rate.

15. An emergency braking system for a vehicle, the system include: a judder occurrence prediction component configured to predict the occurrence of judder based on the brake judder occurrence prediction factor and output judder prediction information; a front detection component configured to detect an object located in front of the vehicle and output detection information; a vehicle sensor component configured to acquire status information of the vehicle and output the status information of the vehicle; as well as Emergency braking equipment, configured to: determining whether jitter occurs based on the jitter prediction information; In response to determining that the shaking occurs, determining whether the current situation is a dangerous situation based on vehicle front detection information and a dangerous situation determination standard for the occurrence of the shaking; In response to determining that the current situation is the dangerous situation, determining an algorithm to operate based on a required control amount for the occurrence of the dithering; determining an initial required control amount based on the required control amount determination algorithm without the jitter; Selecting a compensation coefficient corresponding to the jitter amplitude; determining a compensation value based on the compensation coefficient; as well as A final required control amount is determined by applying the compensation value to the initial required control amount.

16. The system of claim 15, wherein the jerk occurrence prediction component comprises an electronic stability control (ESC) controller.

17. The system of claim 15, wherein the emergency braking device comprises a forward collision avoidance assist (FCA) system. 18 . The system according to claim 15 , wherein in response to the jitter occurrence prediction component predicting the occurrence of the jitter, the jitter occurrence prediction component is configured to output the jitter prediction information including the jitter amplitude.

19. The system according to claim 15, wherein the dangerous situation determination criteria include a preset time-to-collision (TTC) threshold value, and wherein in response to determining that the shudder occurs, the emergency braking device is configured to: Based on a TTC threshold value lookup table of corresponding jitter amplitudes, changing the preset TTC threshold value to a TTC threshold value corresponding to the jitter amplitude; comparing the current TTC with the changed TTC threshold; and In response to the current TTC being less than the changed TTC threshold value, it is determined that the current situation is the dangerous situation.

20. The system according to claim 15, wherein the dangerous situation determination criteria include a preset emergency braking operation area, and wherein in response to determining that the shudder occurs, the emergency braking device is configured to: Based on a brake deceleration lookup table of corresponding jitter amplitudes, changing the preset emergency brake operation area to correspond to the brake deceleration corresponding to the jitter amplitude; and The current situation is determined to be the dangerous situation in response to a relative distance between the vehicle and a front object corresponding to the changed emergency brake operation area, wherein the relative distance is determined based on the braking deceleration and detection information.

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