Vehicle anti-collision device and anti-collision method using electronic mechanical braking

Abstract

The invention relates to an anti-collision device and an anti-collision method for a vehicle using electromechanical braking. An anti-collision device for a vehicle utilizes electro-mechanical braking (EMB). The collision avoidance device is operable when the vehicle is parked in neutral, and may include: a distance detection device for detecting a distance from a structure external to the vehicle; an EMB brake device for generating a braking force in the vehicle; and an anti-collision control means for operating the EMB braking means in one of at least two anti-collision modes on the basis of the distance detected by the distance detection means.

Description

[0001] Related Applications

[0002] This application claims the benefit of priority from Korean Patent Application No. 10-2023-0104131 filed on August 9, 2023, in the Korean Intellectual Property Office, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present disclosure relates to a collision avoidance device and a collision avoidance method for a vehicle, and more particularly, to a collision avoidance device and a collision avoidance method when a vehicle is parked in a neutral gear using an electromechanical brake (EMB). Background Art

[0004] Neutral parking may refer to a parking in which the gear is in neutral and the handbrake is released so that a person who needs to move the parked vehicle can move the vehicle by applying force from the outside of the vehicle.

[0005] When parking space is insufficient, a driver may park a vehicle in a neutral position in front of or behind an already parked vehicle, and when the parked vehicle needs to be moved, a person may push the neutrally parked vehicle to ensure space for the vehicle to move.

[0006] Also, many problems may occur when a person pushes a parked vehicle in order to move the vehicle.

[0007] First, when a person pushes the front or rear of a vehicle to move the vehicle, the person may not be able to ensure sufficient visibility from the other side of the pushed vehicle, so that the neutrally parked vehicle may collide with surrounding structures or other parked vehicles.

[0008] Furthermore, a neutrally parked vehicle may not operate a separate brake device, and therefore, when a person pushes the vehicle with excessive force or when the ground is inclined, the neutrally parked vehicle may move a longer distance than the person desires and, therefore, may collide with surrounding structures or other parked vehicles.

[0009] Furthermore, in order to prevent collisions with surrounding structures or other vehicles, there may be inconvenience in having to repeatedly perform the process of moving the vehicle and determining its surroundings. Summary of the invention

[0010] The present disclosure provides a collision avoidance device and a collision avoidance method for a vehicle (e.g., a vehicle parked in neutral) using an electronic mechanical brake (EMB), which can use the EMB set in the vehicle to notify a person moving the vehicle parked in neutral of the collision risk of the vehicle in advance and stop the vehicle before the collision occurs.

[0011] According to one aspect of the present disclosure, a collision avoidance device for a vehicle parked in neutral using an electronic mechanical brake (EMB) may include: a distance detection device configured to detect a distance from a structure outside the vehicle; an EMB brake device configured to generate a braking force in the vehicle; and a collision avoidance control device configured to operate the EMB brake device in one of at least two collision avoidance modes based on the distance detected by the distance detection device.

[0012] The at least two collision avoidance modes may include a first collision avoidance mode and a second collision avoidance mode, and the collision avoidance control device may select one of the first collision avoidance mode and the second collision avoidance mode based on the detected distance to operate the EMB braking device.

[0013] In the first collision avoidance mode, the collision avoidance control device may generate sound and vibration using the EMB brake device.

[0014] In the second collision avoidance mode, the collision avoidance control device may use the EMB brake device to generate a braking force.

[0015] The preset distance may include a first distance and a second distance, and the first distance may be a preset distance for operating the EMB brake device in a first collision avoidance mode, the second distance may be a preset distance for operating the EMB brake device in a second collision avoidance mode, and the first distance is set to be greater than the second distance.

[0016] The anti-collision control device may operate the EMB brake device in a first anti-collision mode when the detected distance is less than a first distance, and may operate the EMB brake device in a second anti-collision mode when the detected distance is less than a second distance.

[0017] The anti-collision device may further include a movement detection device, which detects the movement of the vehicle based on the wheel speed of each wheel set in the vehicle, wherein the movement detection device can detect the wheel speed of each wheel set in the vehicle, and when the wheel speed detected by the movement detection device remains above a preset speed for a preset time or longer, the anti-collision control device can provide power to the EMB braking device.

[0018] The anti-collision device may further include a notification device including at least one of a horn and an emergency light of the vehicle, and when the EMB brake device generates braking force, the anti-collision control device may use the notification device to notify the outside of the vehicle of the risk of collision with an external structure.

[0019] The anti-collision device may further include: a torque detection device, which is arranged in the driving device of the vehicle to detect the magnitude of the torque acting on the vehicle.

[0020] When the magnitude of the torque is less than a preset torque, the anti-collision control device may use the EMB braking device to stop the vehicle for a preset time.

[0021] The EMB braking device may include: an EMB driving device that receives electricity to generate a driving force; a braking force generating device that receives the driving force and moves to pressurize the brake disc to generate a braking force; and a return device that generates an elastic restoring force in a direction in which the braking force generating device moves away from the brake disc.

[0022] A vehicle may include the above-mentioned collision avoidance device.

[0023] According to another aspect of the present disclosure, a collision avoidance method using an electronic mechanical brake (EMB) may include: determining whether a vehicle is parked in neutral; detecting a distance between the vehicle and an external structure by a distance detection device; and operating an EMB brake device based on the distance detected when detecting the distance between the vehicle and the external structure, wherein, in the operation of the EMB brake device, the EMB brake device may operate in one of at least two collision avoidance modes selected according to the detected distance.

[0024] Determining whether the vehicle is parked in neutral may further include: detecting the movement of the vehicle after determining that the vehicle is parked in neutral, during which at least the movement detection device for detecting the movement of the vehicle may be in a wake-up mode, and at least the EMB braking device may be performed in a sleep mode, the wake-up mode may be a state in which power is normally supplied, and the sleep mode may be a state in which low power is supplied.

[0025] In detecting the movement of the vehicle, when the wheel speed of the vehicle maintains a preset speed or higher for a preset time, the vehicle may be detected as moving.

[0026] The at least two collision avoidance modes may include a first collision avoidance mode and a second collision avoidance mode, and the first collision avoidance mode may generate sound and vibration using the EMB braking device, and the second collision avoidance mode may generate braking force using the EMB braking device.

[0027] In the operation of the EMB brake device, one of the first collision avoidance mode and the second collision avoidance mode may be selected according to a result of comparing the detected distance with a preset distance to operate the EMB brake device.

[0028] The preset distance may include a first distance and a second distance, and the first distance may be a preset distance for operating the EMB brake device in a first collision avoidance mode, the second distance may be a preset distance for operating the EMB brake device in a second collision avoidance mode, and the first distance may be set greater than the second distance.

[0029] In operation of the EMB brake device, when the detection distance is less than a first distance, the EMB brake device may operate in a first collision avoidance mode, and when the detection distance is less than a second distance, the EMB brake device may operate in a second collision avoidance mode.

[0030] In operation of the EMB brake device, when the EMB brake device generates a braking force, a notification device including at least one of a horn and an emergency light of the vehicle may be used to notify a collision risk of the vehicle.

[0031] In operation of the EMB brake device, when the torque detected by the torque detection device detecting the magnitude of the torque acting on the vehicle is detected to be less than a preset torque, the EMB brake device may be used to generate a braking force to stop the vehicle for a preset time. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The above and other aspects, features and advantages of the present disclosure will be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings, in which:

[0033] Figure 1 is a block diagram of a collision avoidance device for a neutral parked vehicle using an electromechanical brake (EMB) according to an embodiment of the present disclosure;

[0034] Figure 2 is a diagram showing an EMB brake system provided in a vehicle according to an embodiment of the present disclosure;

[0035] Figure 3A is an exemplary diagram illustrating the operation of the EMB braking device in the second collision avoidance mode according to an embodiment of the present disclosure;

[0036] Figure 3B is an exemplary diagram illustrating the operation of the EMB braking device in the second collision avoidance mode according to an embodiment of the present disclosure;

[0037] Figure 4A is an exemplary diagram illustrating the operation of the EMB braking device in the first collision avoidance mode according to an embodiment of the present disclosure;

[0038] Figure 4B is an exemplary diagram illustrating the operation of the EMB braking device in the first collision avoidance mode according to an embodiment of the present disclosure;

[0039] Figure 5 is a perspective view of a return unit of an EMB brake device according to an embodiment of the present disclosure;

[0040] Figure 6 is a perspective view of a pad liner according to an embodiment of the present disclosure;

[0041] Figure 7 is a flow chart of a collision avoidance method for a neutral parked vehicle using an electromechanical brake (EMB) according to an embodiment of the present disclosure; and

[0042] Figure 8 is a flow chart of a collision avoidance method for a neutral parked vehicle using an electromechanical brake (EMB) according to another embodiment of the present disclosure. DETAILED DESCRIPTION

[0043] It should be understood that the term "vehicle" or "vehicular" or other similar terms as used herein include a broad range of motor vehicles, such as passenger cars, including sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, watercraft (including various boats and ships), aircraft, etc., and include hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (fuels derived from resources other than petroleum). As mentioned herein, a hybrid vehicle is a vehicle with two or more power sources, for example, gasoline-powered and electric vehicles.

[0044] The terms used herein are only used for the purpose of describing specific embodiments, and are not intended to limit the present disclosure. As used herein, unless the context clearly indicates otherwise, the singular forms "a", "an" and "the" are intended to also include plural forms. It should also be understood that when the terms "comprises" and / or "comprising" are used in this specification, they specify the presence of the features, wholes, steps, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, parts and / or combinations thereof. As used in this article, the term "and / or" includes any and all combinations of one or more related listed items. Throughout the specification, unless explicitly described to the contrary, the word "comprise" and variants such as "comprises" or "comprising" will be understood to imply the inclusion of the elements, but do not exclude any other elements. In addition, the terms "unit", "-er", "-or" and "module" described in the specification mean a unit for processing at least one function and operation, and can be implemented by hardware components or software components and combinations thereof.

[0045] In addition, the control logic of the present disclosure may be embodied as a non-transitory computer-readable medium on a computer-readable medium containing executable program instructions executed by a processor, a controller, etc. Examples of computer-readable media include, but are not limited to, ROM, RAM, compact disk (CD)-ROM, magnetic tape, floppy disk, flash drive, smart card, and optical data storage device. The computer-readable medium may also be distributed in a network-connected computer system so that the computer-readable medium is stored and executed in a distributed manner (e.g., via a telematics server or a controller area network (CAN)).

[0046] The present disclosure may be variously modified and has several exemplary embodiments. Therefore, specific exemplary embodiments of the present disclosure will be shown and described in detail in the accompanying drawings. However, it should be understood that the present disclosure is not limited to specific exemplary embodiments, but includes all variations, equivalents and replacements without departing from the scope and spirit of the present disclosure.

[0047] The terms "first", "second", etc. used in this specification may be used to describe various components, but the components should not be interpreted as limited to the terms. These terms are only used to distinguish one component from another. For example, a first component may be named a second component and a second component may be similarly named a first component without departing from the scope of the present disclosure.

[0048] The terms used in this specification are only used to describe specific exemplary embodiments rather than to limit the present disclosure. Unless the context clearly indicates otherwise, the singular form is intended to include the plural form.

[0049] Unless otherwise specified, it should be understood that all terms (including technical terms and scientific terms) used in this specification have the same meanings as those generally understood by those skilled in the art. Terms commonly used and defined in dictionaries should be interpreted as having the same meanings as in the context of the prior art, and should not be interpreted as having ideal or overly formal meanings unless otherwise clearly defined in this specification.

[0050] In the present disclosure, a "unit" may be implemented in various ways, for example, by a processor, a program instruction executed by a processor, a software module, a microcode, a computer program product, a logic circuit, an application specific integrated circuit, firmware, etc., or may be implemented by hardware.

[0051] Hereinafter, exemplary embodiments of the present disclosure will be described in more detail with reference to the accompanying drawings.

[0052] Figure 1 is a block diagram of a collision avoidance apparatus for neutrally parking a vehicle using an electromechanical brake (EMB) according to an embodiment of the present disclosure.

[0053] The collision avoidance apparatus for neutral parking a vehicle using an electromechanical brake (EMB) according to an embodiment of the present disclosure may include a detection unit 100 including a distance detection unit 110 and a movement detection unit 120 , a collision avoidance control unit 400 , and an EMB braking apparatus 300 .

[0054] The above-mentioned various units may constitute modules and / or devices, which may be controllers. For example, the above units of the detection unit 100 may constitute hardware components that form part of a controller (e.g., a module or device of a high-level controller), or may constitute separate controllers each having a processor and a memory. The detection unit 100 may include one or more processors and a memory.

[0055] The detection unit 100 may include a distance detection unit 110 that detects a distance from a structure outside the vehicle and a movement detection unit 120 that detects movement of the vehicle.

[0056] The distance detection unit 110 may detect a distance to a structure outside the vehicle while the vehicle is moving. The distance detection unit 110 may be a sensor that may detect a structure outside the vehicle and measure a distance.

[0057] For example, the distance sensor 110 may include various sensors that can measure distance, such as an ultrasonic sensor, an optical sensor, an infrared sensor, light detection and ranging (LIDAR), laser detection and ranging (LADAR), radio detection and ranging (RADAR), etc.

[0058] The movement detection unit 120 may detect the movement of the vehicle. The movement detection unit 120 may detect the movement of the vehicle using a wheel speed sensor of the vehicle.

[0059] For example, the movement detection unit 120 may monitor the speed of wheels provided in the vehicle, and when the speed of the wheels provided in the vehicle maintains a preset speed or more for a preset time or more, may check that the vehicle is moving.

[0060] The EMB brake device 300 may be configured to be mounted on a separate wheel provided in a vehicle to generate a braking force. In addition, the EMB brake device 300 may generate sound and vibration in the vehicle.

[0061] Figure 2 is a diagram showing an EMB brake system provided in a vehicle according to an embodiment of the present disclosure, Figure 3A and Figure 3B is an exemplary diagram illustrating the operation of the EMB braking device 300 in the second collision avoidance mode according to an embodiment of the present disclosure, Figure 4A and Figure 4Bis an exemplary diagram illustrating operation of the EMB braking device 300 in the first collision prevention mode according to an embodiment of the present disclosure.

[0062] Reference Figure 2 , the EMB brake device 300 may be provided on each wheel mounted on the vehicle. Hereinafter, it will be described as including first to fourth EMB brake devices 301, 302, 303 and 304 based on a vehicle provided with four wheels, but it is not limited thereto, and the number of the EMB brake devices 300 may vary according to the number of wheels and EMB brake systems provided in the vehicle.

[0063] The collision prevention control unit 400 to be described later may be connected to the first to fourth EMB braking devices 301 , 302 , 303 , and 304 , respectively, and may control the first to fourth EMB braking devices 301 , 302 , 303 , and 304 .

[0064] Meanwhile, the first to fourth EMB brake devices 301, 302, 303 and 304 may include an EMB central controller 200, and the EMB central controller 200 may be connected to EMB controllers individually provided in the first to fourth EMB brake devices 301, 302, 303 and 304 to individually control the first to fourth EMB brake devices 301, 302, 303 and 304.

[0065] In addition, the collision prevention control unit 400 may be connected to the EMB central controller 200 to generate braking force or generate sound and vibration in the first to fourth EMB braking devices 301 , 302 , 303 , and 304 .

[0066] Here, the EMB central controller 200 may determine the braking force to be generated by each EMB based on information such as the pedal stroke amount, wheel speed, longitudinal acceleration, and yaw of the vehicle while the vehicle is traveling.

[0067] Reference Figure 2 , Figure 3A , Figure 3B , Figure 4A and Figure 4B The EMB braking device 300 may include an EMB controller 310 , an EMB driving unit 320 , a power transmission unit 330 , a power conversion unit 340 , and a braking force generating unit 350 .

[0068] The EMB controller may control the EMB driving unit 320 through the collision occurrence control unit or the EMB central controller 200 to generate braking force or sound and vibration from the EMB brake device.

[0069] The EMB driving unit 320 may provide a driving force capable of generating a braking force in the braking force generating unit 350. The EMB driving unit 320 may be an actuator that receives power and generates a driving force. The EMB driving unit 320 may generate a driving force through a rotational motion generated from the actuator.

[0070] The power transmission unit 330 may receive a driving force generated by the rotational movement of the EMB driving unit 320. The power transmission unit 330 may include a spindle and may be connected to the EMB driving unit 320 to receive rotational energy from the EMB driving unit.

[0071] The power conversion unit 340 may convert the driving force of the rotational motion received by the power transmission unit 330 into a linear motion.

[0072] For example, the power conversion unit 340 may be a ball screw, and when the screw is rotated by the driving force of the rotational motion received from the power transmission unit 330, the ball may move linearly along the screw.

[0073] Alternatively, the power conversion unit 340 may include a bolt integrally rotated with the shaft, a nut moving forward and backward according to the rotation of the bolt, and a piston including the nut inside and moving together with the nut.

[0074] One end of the power conversion unit 340 may be connected to the power transmission unit 330 that transmits the driving force of the rotational motion, and the other end thereof may be connected to the braking force generation unit 350 .

[0075] The braking force generating unit 350 may be connected to the power converting unit 340 and linearly move, and pressurize the brake disc 352 to generate a braking force.

[0076] For example, the braking force generating unit 350 may include at least one brake pad 351. In addition, the braking force generating unit 350 may be two brake pads 351 that are arranged opposite to each other with the brake disc 352 interposed therebetween.

[0077] In other words, the EMB driving unit 320 may generate rotational motion energy based on the EMB controller, and the power transmission unit 330 receives the rotational motion energy of the EMB driving unit 320 and transmits the received rotational motion energy to the power conversion unit 340. The power conversion unit 340 may convert the rotational motion energy of the EMB driving unit 320 received from the power transmission unit 330 into linear motion energy. The braking force generating unit 350 may move and press the brake disc 352 according to the converted linear motion energy to generate a braking force.

[0078] The EMB brake device 300 according to an embodiment of the present disclosure may further include a return unit 360. The return unit 360 may be configured to reduce contact resistance between the braking force generating unit 350 and the brake disc 352 when braking is completed.

[0079] When the braking force generating unit 350 completes pressing the brake disc 352 , the return unit 360 may help the braking force generating unit 350 to stably fall away from the brake disc 352 together with the power conversion unit 340 .

[0080] Figure 5 is a perspective view of a return unit 360 of an EMB brake device according to an embodiment of the present disclosure, and Figure 6 is a perspective view of a cushion liner 362 according to an embodiment of the present disclosure.

[0081] Reference Figure 5 and Figure 6 , the return unit 360 according to an embodiment of the present disclosure will be described in more detail.

[0082] refer to Figure 5 According to an embodiment of the present disclosure, the return unit 360 includes: a torque member 361, which is fixedly supported on the vehicle body by being combined with a steering knuckle (not shown); and a pad lining 362, which is arranged between the torque member 361 and the brake pad 351 and fixedly supported on the torque member 361.

[0083] In addition, reference Figure 6 The pad lining 362 may include a main body portion 363 coupled to the torque member 361, a guide portion 364 protruding from the main body portion 363 and inserted into a portion of the brake pad 351 to form a moving path of the brake pad 351, and an elastic force generating unit 365 that generates an elastic restoring force in a direction away from the brake disc 352 based on the movement of the brake pad 351.

[0084] The elastic force generating unit 365 may be formed to protrude from the body part 363 in the direction of the brake pad 351 , and may be in oblique contact with one surface of the brake pad 351 so that the brake pad 351 may move away from the brake disc 352 .

[0085] The elastic force generating unit 365 may be made of an elastic material and may generate an elastic restoring force from the body portion 363 in a direction of the brake pad 351 .

[0086] When braking is completed, the brake pad 351 is separated from the brake disc 352 due to the elastic force generating unit 365 and returns to its original position, and a drag phenomenon that occurs when the brake pad 351 contacts the brake disc 352 can be prevented.

[0087] The operation of the elastic force generating unit 365 will be described in more detail.

[0088] When a braking force occurs, the brake pad 351 may move toward the brake disc 352 by the driving force generated by the EMB driving unit 320 and press the brake disc 352 to generate a braking force.

[0089] Here, the return unit 360 , one side of which contacts one surface of the brake pad 351 and is fixed to the torque member 361 , may be deformed as the brake pad 351 moves to the brake disc 352 to generate an elastic restoring force.

[0090] Therefore, when braking is completed and the driving force applied to the brake pad 351 generated by the EMB driving unit 320 is removed, the brake pad 351 may move in a direction away from the brake disc 352 according to the elastic restoring force of the return unit 360 .

[0091] Return to reference Figure 3A and Figure 3B , a process of generating sound and vibration using the EMB brake device 300 will be described.

[0092] Reference FIG. 3A to FIG. 3B In a normal operation state, the EMB brake device 300 may set the distance between the braking force generating unit 350 and the brake disc 352 to a rest position by considering brake responsiveness, drag generation, etc.

[0093] The EMB brake device 300 may directly detect the distance between the braking force generating unit 350 and the brake disc 352 to adjust the distance between the braking force generating unit 350 and the brake disc 352. Alternatively, the EMB brake device 300 may control the rotation of the motor included in the EMB driving unit 320 using a motor position sensor to adjust the distance between the braking force generating unit 350 and the brake disc 352.

[0094] refer to Figure 4A and Figure 4B In the case of generating sound and vibration using the EMB brake device 300 , the EMB brake device 300 may space the distance between the braking force generating unit 350 and the brake disc 352 to a balanced position or above the balanced position.

[0095] In addition, the EMB braking device 300 may maximize the forward speed of the braking force generating unit 350 by adjusting the current value applied to the EMB driving unit 320 , and the braking force generating unit 350 may contact the brake disc 352 to generate impact sound and vibration.

[0096] Specifically, in a state where the distance between the braking force generating unit 350 and the brake disc 352 is spaced apart from each other to a balanced position or more, the EMB braking device 300 may generate greater impact sound and vibration by quickly moving the braking force generating unit 350 .

[0097] When the condition for generating the sound and vibration using the EMB braking device 300 ends, the EMB braking device 300 may position the braking force generating unit 350 to be spaced apart from the brake disc 352 by a preset equilibrium position.

[0098] The anti-collision control unit 400 may control the EMB brake device 300 based on the distance to the structure outside the vehicle and the movement of the vehicle. Specifically, the anti-collision control unit 400 may control the EMB brake device 300 in two anti-collision modes based on the distance to the structure outside the vehicle and the movement of the vehicle.

[0099] Here, one of the two collision prevention modes included in the collision prevention control unit 400 will be referred to as a first collision prevention mode, and the other collision prevention mode will be referred to as a second collision prevention mode.

[0100] In the first collision prevention mode, the collision prevention control unit 400 may control the sound and vibration generated from the EMB brake device 300. Also, in the second collision prevention mode, the collision prevention control unit 400 may control the braking force generated from the EMB brake device 300.

[0101] The collision prevention control unit 400 may select the first collision prevention mode or the second collision prevention mode based on the distance between the vehicle and the external structure detected by the distance detection unit 110 to control the EMB brake device 300 .

[0102] The anti-collision control unit 400 may preset and store the first distance and the second distance.

[0103] Here, the first distance may be a distance for activating the first collision avoidance mode, and the second distance may be a distance for activating the second collision avoidance mode.

[0104] More specifically, when the detected distance between the external structure and the vehicle is less than the first distance, the anti-collision control unit 400 may control the EMB brake device 300 in the first anti-collision mode. When the detected distance between the external structure and the vehicle is less than the second distance, the anti-collision control unit 400 may control the EMB brake device 300 in the second anti-collision mode.

[0105] That is, when the detected distance between the external structure and the vehicle is less than the first distance, the collision prevention control unit 400 may generate sound and vibration using the EMB brake device 300 to notify a person moving the vehicle while parking in neutral of a collision risk.

[0106] In addition, when the detection distance between the external structure and the vehicle is less than the second distance, the collision avoidance control unit 400 may generate a braking force using the EMB brake device 300 to stop the vehicle, thereby preventing the vehicle from colliding with the external structure.

[0107] In addition, the collision prevention control unit 400 may determine whether to supply power to the EMB brake device 300 based on the movement detection unit 120 that detects movement of the vehicle based on the speed of each wheel provided in the vehicle.

[0108] Continuous power supply to a vehicle parked in neutral may lead to problems such as battery discharge. Therefore, it is preferred that a minimum amount of power is used for a vehicle being parked.

[0109] The collision avoidance control unit 400 may be in a sleep mode in which, when the vehicle is parked in neutral, only the movement detection unit 120 supplies normal power and the remaining components are deactivated to provide minimum power.

[0110] When the movement of the vehicle is detected, the collision avoidance control unit 400 may switch to a wake-up mode in which all components of the collision avoidance device are activated to supply normal power.

[0111] The anti-collision device according to an embodiment of the present disclosure may further include a notification unit 500 .

[0112] The notification unit 500 may be configured to generate a notification outside the vehicle. For example, the notification unit 500 may include a horn or emergency lights of the vehicle.

[0113] The anti-collision device for parking a vehicle in neutral using EMB according to an embodiment of the present disclosure may generate sound and vibration or generate braking force using the EMB brake device 300. That is, when the EMB brake device 300 is used to generate braking force, the anti-collision device according to an embodiment of the present disclosure may not generate sound and vibration using the EMB brake device 300.

[0114] Therefore, when the EMB brake device 300 is used to generate braking force, the collision avoidance device according to an embodiment of the present disclosure may sound a horn or repeatedly flash an emergency light through the notification unit 500 to additionally notify a person pushing a neutral parked vehicle of the risk of collision.

[0115] The collision prevention device according to an embodiment of the present disclosure may further include a torque detection unit 130 .

[0116] The torque detection unit 130 may be a torque sensor mounted on the vehicle. The torque detection unit 130 may check the force of a person pushing the vehicle parked in neutral from the outside, that is, the magnitude of the external force acting on the vehicle.

[0117] The anti-collision control unit 400 may control the EMB brake device 300 based on the magnitude of the external force detected by the torque detection unit 130 .

[0118] More specifically, when a vehicle that is parked in neutral is moved, the vehicle may continue to move due to inertia even if the external force acting on the vehicle disappears.

[0119] When the external force detected by the torque detection unit 130 drops below a preset amount, the anti-collision control unit 400 may generate braking force using the EMB brake device 300. Here, a preset magnitude of torque compared to the torque value detected by the torque detection unit 130 may be referred to as a reference torque.

[0120] The anti-collision control unit 400 may compare the torque value of the torque detection unit 130 with a reference torque value, and generate a braking force using the EMB brake device 300 to stop the vehicle for a preset time when the torque value of the torque detection unit 130 becomes less than the reference torque value.

[0121] By allowing the neutral vehicle to move again after being stopped for only a preset time, the vehicle can be prevented from colliding with external structures due to additional movement of the vehicle's inertia when the external force acting on the neutral parked vehicle is removed.

[0122] The components of the anti-collision device according to the embodiment of the present disclosure can be connected wiredly and wirelessly to exchange information. For example, communication devices such as Ethernet, media-oriented system transport (MOST), Flexray, controller area network (CAN), local area interconnect network (LIN), Internet, LTE, 5G, Wi-Fi, Bluetooth, near field communication (NFC), Zigbee, and radio frequency can be used to receive and send data.

[0123] Figure 7 is a flow chart of a collision avoidance method for a neutral parked vehicle using electromechanical braking (EMB) according to an embodiment of the present disclosure.

[0124] refer to Figure 7 , the collision avoidance method according to an embodiment of the present disclosure may determine whether the vehicle is parked in neutral.

[0125] Whether the vehicle is parked in neutral may be determined based on whether the engine of the vehicle is turned off and whether the vehicle is in neutral ( S601 ).

[0126] When it is determined that the vehicle is in a neutral parking state, the collision avoidance method according to an embodiment of the present disclosure may enter a monitoring mode ( 602 ).

[0127] In the monitoring mode, in order to prevent power consumption of the parked vehicle, the collision avoidance control unit 400 monitors only the wheel speed to detect the movement of the vehicle, and the remaining components are deactivated to be in a sleep mode consuming minimum power.

[0128] When the monitoring mode is activated, the collision avoidance method according to an embodiment of the present disclosure may detect movement of the vehicle using the movement detection unit 120 ( S603 ).

[0129] More specifically, when the vehicle moves, the movement detection unit 120 may transmit the wheel speed of each wheel provided in the vehicle to the collision avoidance control unit 400. When the wheel speed of at least one wheel provided in the vehicle remains higher than a preset wheel speed for a preset time, the collision avoidance control unit 400 may determine that the vehicle is moving.

[0130] If it is determined that the vehicle is moving, the collision avoidance control unit 400 may switch the components of the collision avoidance device in the sleep mode to the wake-up mode (S604).

[0131] The collision avoidance method may detect the distance between the external structure and the vehicle using the distance detection unit 110 .

[0132] The anti-collision control unit 400 may compare the distance detected by the distance detection unit 110 with preset first and second distances. Here, the first distance may be a distance for activating the first anti-collision mode, and the second distance may be a distance for activating the second anti-collision mode.

[0133] The anti-collision control unit 400 may compare the distance detected by the distance detection unit 110 with a preset first distance ( S605 ).

[0134] When the detected distance between the external structure and the vehicle is less than the first distance, the anti-collision control unit 400 may control the EMB brake device 300 in the first anti-collision mode to directly notify the outside of the collision risk ( S607 ).

[0135] Here, the first anti-collision mode may be a mode in which sound and vibration are generated using the EMB brake device 300 .

[0136] More specifically, in the first collision prevention mode, for stable braking, the braking force generating unit 350 , which is located at a balanced position by being spaced apart from the brake disc 352 by a predetermined distance, may be further spaced apart.

[0137] In addition, the EMB braking device 300 may adjust the current value applied to the EMB driving unit 320 to maximize the forward speed of the braking force generating unit 350 .

[0138] Therefore, the brake disc 352 and the braking force generating unit 350 that are separated collide with each other, and thus impact sound and vibration may occur.

[0139] The collision avoidance method according to an embodiment of the present disclosure generates vibration in a vehicle to notify a collision risk, thereby notifying a person who applies an external force of the collision risk more directly and intuitively by bringing a part of the body of the person into contact with the vehicle.

[0140] When the detection distance between the external structure and the vehicle is greater than the first distance, the anti-collision control unit 400 may check whether the movement of the vehicle stops and whether the vehicle is in a stopped state within a preset time ( S606 ).

[0141] When the vehicle stops for a preset time, the movement of the neutral parked vehicle can be considered completed. In this case, the anti-collision method according to an embodiment of the present disclosure can return to the monitoring mode again to minimize power consumption and wait for the next movement (S611).

[0142] The anti-collision control unit 400 may compare the distance detected by the distance detection unit 110 with a preset second distance (S608).

[0143] When the detection distance between the external structure and the vehicle is less than the second distance, the collision avoidance control unit 400 may control the EMB brake device 300 in the second collision avoidance mode to generate braking force and stop the vehicle, thereby preventing the vehicle from colliding with the external structure ( S609 ).

[0144] Here, the anti-collision control unit 400 may notify the person who moves the vehicle by applying an external force of the collision risk through the notification unit 500 including a horn or an emergency light.

[0145] The collision avoidance method according to an embodiment of the present disclosure may notify the risk of collision or generate braking force using the EMB brake device 300 based on the distance between the external structure and the vehicle. That is, the collision avoidance method according to an embodiment of the present disclosure performs two functions using the EMB brake device 300 .

[0146] Therefore, since the collision prevention method according to the embodiment of the present invention may make it difficult to inform the outside of the collision risk when the EMB brake device 300 is generating braking force, the collision prevention method may inform the outside of the collision risk using the additional notification unit 500 .

[0147] When the detection distance between the external structure and the vehicle is greater than the second distance or the second collision avoidance mode is executed, the collision avoidance control unit 400 may check whether the movement of the vehicle stops and whether the vehicle is in a stopped state within a preset time (S609).

[0148] When the vehicle stops for a preset time, the movement of the neutral parked vehicle can be considered completed. In this case, the anti-collision method according to an embodiment of the present disclosure can return to the monitoring mode again to minimize power consumption and wait for the next movement (S611).

[0149] Figure 8 is a flow chart of a collision avoidance method for a neutral parked vehicle using an electromechanical brake (EMB) according to another embodiment of the present disclosure.

[0150] Figure 8 An embodiment may be that the torque detection unit 130 further includes Figure 7 In an embodiment of the present invention, an embodiment of the present invention is provided to prevent inertial movement of the vehicle. Figure 8 S701 to S704 and S707 to S710 in correspond to Figure 7 S601 to S604 and S608 to S611 in the present invention, and their repeated description will be omitted.

[0151] refer to Figure 8 According to another embodiment of the present disclosure, the anti-collision method may compare the torque value detected by the torque detection unit 130 with a preset reference torque value (S705).

[0152] The anti-collision control unit 400 may compare the torque value of the torque detection unit 130 with a reference torque value, and generate a braking force for a preset time using the EMB brake device 300 when the torque value of the torque detection unit 130 becomes less than the reference torque value (S706).

[0153] Thus, while removing the external force acting on the vehicle parked in neutral, it is possible to prevent the vehicle from colliding with an external structure due to an additional movement of the vehicle caused by inertia.

[0154] In addition, when the detection distance between the external structure and the vehicle is greater than the second distance or the second collision avoidance mode is executed, the collision avoidance control unit 400 may check whether the movement of the vehicle stops and whether the vehicle is in a stopped state within a preset time (S708).

[0155] When the vehicle has not stopped for the preset time, step S705 is performed again to prevent a collision caused by inertial movement when the neutral parked vehicle moves.

[0156] At the same time, Figure 8 In the figure, only the flowchart related to the method for preventing inertial movement (S705 and S706) and the second anti-collision mode (S707 to S710) is shown, but it is not limited to this, and the method for preventing inertial movement can be performed using the first anti-collision mode and the second anti-collision mode.

[0157] For example, in Figure 7 between steps S604 and S605 and between steps S607 and S608 Figure 8 Steps S705 and S706.

[0158] As described above, according to the collision avoidance device and collision avoidance method of a neutrally parked vehicle using an electronic mechanical brake (EMB) in an embodiment of the present disclosure, the EMB set in the vehicle can be used to notify a person moving the neutrally parked vehicle of the collision risk of the vehicle in advance and stop the vehicle before a collision occurs.

[0159] In addition, according to the collision avoidance device and collision avoidance method of a neutrally parked vehicle using an electromechanical brake (EMB), a person pushing the neutrally parked vehicle can be more directly notified of the risk of collision by generating vibration as well as sound using the EMB provided in the vehicle.

[0160] In addition, according to another embodiment of the present disclosure, a collision avoidance device and a collision avoidance method for a neutral parked vehicle using an electronic mechanical brake (EMB) can prevent a vehicle moving due to inertia from colliding with an external structure by generating a braking force based on the magnitude of an external force acting on the vehicle.

[0161] The method according to the present disclosure can be implemented in the form of program commands that can be executed by various computer devices, and can be recorded in a computer-readable recording medium. The computer-readable recording medium can include program commands, data files, data structures, etc., or a combination thereof. The program commands recorded in the computer-readable recording medium can be specially designed and constructed for the present disclosure, or are known to those skilled in the art of computer software.

[0162] Examples of computer-readable media may include hardware devices specifically configured to store and execute program instructions, such as ROM, RAM, flash memory, etc. Examples of program commands include high-level language codes that can be executed by a computer using an interpreter, etc., and machine language codes produced by a compiler. The above-mentioned hardware devices may be configured to operate as one or more software modules to perform operations according to the present disclosure, and vice versa.

[0163] As described above, according to the collision avoidance device and collision avoidance method of a neutrally parked vehicle using an electronic mechanical brake (EMB) in an embodiment of the present disclosure, the EMB set in the vehicle can be used to notify a person moving the neutrally parked vehicle of the collision risk of the vehicle in advance and stop the vehicle before a collision occurs.

[0164] In addition, according to the collision avoidance device and collision avoidance method of a neutrally parked vehicle using an electromechanical brake (EMB), a person pushing the neutrally parked vehicle can be more directly notified of the risk of collision by generating vibration as well as sound using the EMB provided in the vehicle.

[0165] In addition, according to another embodiment of the present disclosure, a collision avoidance device and a collision avoidance method for a vehicle parked in neutral using an electronic mechanical brake (EMB) can prevent a vehicle moving due to inertia from colliding with an external structure by generating a braking force based on the magnitude of an external force acting on the vehicle.

[0166] Although the embodiments of the present disclosure have been disclosed above, it will be appreciated by those skilled in the art that various modifications and changes may be made to the present disclosure without departing from the scope and spirit of the present disclosure described in the appended claims.

Claims

1. A vehicle anti-collision device using an electromechanical brake (EMB), comprising: a distance detection device configured to detect a distance to a structure external to the vehicle; an EMB brake device configured to generate a braking force in the vehicle; as well as The anti-collision control device is configured to cause the EMB brake device to operate in one of at least two anti-collision modes based on the distance detected by the distance detection device.

2. The anti-collision device according to claim 1, wherein: The at least two collision avoidance modes include a first collision avoidance mode and a second collision avoidance mode, and The anti-collision control device selects one of the first anti-collision mode and the second anti-collision mode to operate the EMB brake device according to a comparison result of the detected distance and a preset distance.

3. The anti-collision device according to claim 2, wherein: In the first collision avoidance mode, the collision avoidance control device generates sound and vibration using the EMB brake device.

4. The anti-collision device according to claim 2, wherein: In the second collision avoidance mode, the collision avoidance control device generates the braking force using the EMB brake device.

5. The anti-collision device according to claim 2, wherein: The preset distance includes a first distance and a second distance, and The first distance is a preset distance for operating the EMB brake device in the first anti-collision mode, the second distance is a preset distance for operating the EMB brake device in the second anti-collision mode, and the first distance is set to be greater than the second distance.

6. The anti-collision device according to claim 5, wherein: When the detected distance is less than the first distance, the collision avoidance control device operates the EMB brake device in the first collision avoidance mode, and When the detected distance is smaller than the second distance, the collision avoidance control apparatus operates the EMB brake device in the second collision avoidance mode.

7. The anti-collision device according to claim 1, further comprising: a movement detection device configured to detect movement of the vehicle based on wheel speeds of each wheel provided on the vehicle, wherein the movement detection device detects the wheel speed of each wheel arranged in the vehicle, and The collision avoidance control device supplies power to the EMB brake device when the wheel speed detected by the movement detection device maintains a preset speed for a predetermined time or longer.

8. The anti-collision device according to claim 1, further comprising: A notification device includes at least one of a horn and an emergency light of the vehicle, and when the EMB brake device generates the braking force, the collision avoidance control device uses the notification device to notify the outside of the vehicle of the risk of collision with the external structure.

9. The anti-collision device according to claim 1, further comprising: A torque detection device is provided in a driving device of a vehicle to detect the magnitude of the torque acting on the vehicle, Wherein, when the magnitude of the torque is less than a preset torque, the anti-collision control device uses the EMB braking device to stop the vehicle for a preset time.

10. The anti-collision device according to claim 1, wherein: The EMB braking device comprises: An EMB drive device configured to receive electric power to generate a driving force; a braking force generating device configured to receive the driving force and pressurize a brake disc to generate the braking force; and The return device is configured to generate an elastic restoring force in a direction in which the braking force generating device moves away from the brake disc.

11. A vehicle comprising the anti-collision device according to claim 1.

12. A vehicle anti-collision method using an electromechanical brake (EMB), the anti-collision method comprising: determining whether the vehicle is parked in neutral; detecting the distance between the vehicle and the external structure by a distance detection device; as well as operating an EMB brake device based on a distance detected when detecting a distance between the vehicle and the external structure, The EMB braking device is configured to operate in one of at least two collision avoidance modes selected according to the detected distance.

13. The anti-collision method according to claim 12, wherein: Determining whether the vehicle is parked in neutral further includes detecting movement of the vehicle after determining that the vehicle is parked in neutral, In the process of detecting the movement of the vehicle, at least the movement detection device detecting the movement of the vehicle is in a wake-up mode, and at least the EMB braking device is performed in a sleep mode, and The awake mode is a state in which power is normally supplied, and the sleep mode is a state in which low power is supplied.

14. The anti-collision method according to claim 13, wherein: In detecting the movement of the vehicle, the vehicle is detected as moving when a wheel speed of the vehicle maintains a preset speed or higher for a preset time.

15. The anti-collision method according to claim 12, wherein: The at least two anti-collision modes include a first anti-collision mode and a second anti-collision mode, The first anti-collision mode is configured to generate sound and vibration using the EMB brake device, and The second collision avoidance mode is configured to generate a braking force using the EMB brake device.

16. The anti-collision method according to claim 15, wherein: When the EMB brake device is operated, one of the first collision avoidance mode and the second collision avoidance mode is selected according to a comparison result between the detected distance and a preset distance to operate the EMB brake device.

17. The anti-collision method according to claim 16, wherein: The preset distance includes a first distance and a second distance, and The first distance is a preset distance for operating the EMB brake device in the first anti-collision mode, the second distance is a preset distance for operating the EMB brake device in the second anti-collision mode, and the first distance is set to be greater than the second distance.

18. The anti-collision method according to claim 17, wherein: In operating the EMB brake device, when the detected distance is less than the first distance, the EMB brake device operates in the first collision avoidance mode, and when the detected distance is less than the second distance, the EMB brake device operates in the second collision avoidance mode.

19. The anti-collision method according to claim 12, wherein: In operating the EMB brake device, when the EMB brake device generates a braking force, a collision risk of the vehicle is notified using a notification device including at least one of a horn lamp and an emergency light of the vehicle.

20. The anti-collision method according to claim 12, wherein: In operating the EMB brake device, when the torque detected by the torque detecting device detecting the magnitude of the torque acting on the vehicle is detected to be less than a preset torque, the EMB brake device is used to generate a braking force to stop the vehicle for a preset time.

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