Method and apparatus for controlling vehicle

Abstract

A method and apparatus for controlling a vehicle. One aspect of the present disclosure provides a vehicle control method performed by a device of a vehicle. The vehicle control method may include: identifying a target approaching in a lateral direction of a vehicle; determining one-time transverse direction control time based on the current position of the target; based on the primary transverse direction control time, determining a collision overlapping degree; based on the collision overlapping degree, secondary transverse direction control time is determined; and adjusting a traveling speed of the vehicle based on the secondary lateral direction control time. The collision overlap degree may indicate a ratio at which the lateral width of the vehicle is expected to overlap the target longitudinal width.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a method and apparatus for controlling a vehicle. More particularly, the present disclosure relates to a method and apparatus for controlling a vehicle to prevent a lateral collision. BACKGROUND

[0002] The following description is provided merely to assist in understanding the background of the present embodiments and does not constitute prior art.

[0003] In order to reduce the burden of a driver and improve convenience, research on an advanced driver assistance system (ADAS) that can actively provide information on a vehicle state, a driver state, and a surrounding environment is actively being conducted.

[0004] An example of an advanced driver assistance system is a collision avoidance system (also referred to as a collision prevention system). The collision avoidance system can monitor a speed of a host vehicle, a speed of a front vehicle, a distance between vehicles, etc. The collision avoidance system can also analyze a possibility of a collision, transmit a warning signal to a driver based on an analysis result, perform emergency braking or steering of a vehicle to prevent or mitigate a collision. The collision avoidance system can include a forward collision avoidance assist (FCA) system, a lane following assist (LFA) system, a lane keeping assist (LKA) system, and a blind spot collision warning (BCW) system.

[0005] Effective collision avoidance requires accurate analysis of a possibility of a collision. SUMMARY

[0006] The present disclosure aims to provide a method and apparatus for controlling a vehicle to prevent a collision with a target approaching not only in a longitudinal direction but also in a lateral direction. More particularly, the main object of the present disclosure is to provide a method and apparatus for controlling a vehicle that performs effective collision avoidance by additionally calculating a control time based on a lateral direction physical value as well as a longitudinal direction physical value used in the past and using it as a criterion for determining whether to perform control and a type of control.

[0007] The problems to be solved by the present invention are not limited to the above-mentioned problems, and those skilled in the art will clearly understand other problems not mentioned from the following description.

[0008] According to one or more example embodiments of the present disclosure, a vehicle control method can be performed by an apparatus of a vehicle. The vehicle control method can include identifying a target approaching in a lateral direction of the vehicle, determining a first lateral direction control time based on a current position of the target, determining a collision overlap degree based on the first lateral direction control time, determining a second lateral direction control time based on the collision overlap degree, and adjusting a travel speed of the vehicle based on the second lateral direction control time. The collision overlap degree can indicate a proportion at which a lateral direction width of the vehicle is expected to overlap with a longitudinal direction width of the target.

[0009] The vehicle control method can further include determining a first longitudinal direction control time based on the current position of the target, determining a second longitudinal direction control time based on the collision overlap degree, and adjusting the travel speed of the vehicle based on the second longitudinal direction control time.

[0010] Adjusting the travel speed of the vehicle can include determining whether a lateral direction control time threshold and a longitudinal direction control time threshold are satisfied based on the second lateral direction control time and the second longitudinal direction control time, and suspending transmission of at least one of the warning signal and the brake command based on at least one of the lateral direction control time threshold and the longitudinal direction control time threshold not being satisfied.

[0011] Adjusting the travel speed of the vehicle can include determining whether a lateral direction control time threshold and a longitudinal direction control time threshold are satisfied based on the second lateral direction control time and the second longitudinal direction control time, and transmitting the warning signal based on at least one of the lateral direction control time threshold and the longitudinal direction control time threshold being satisfied.

[0012] Adjusting the travel speed of the vehicle can include determining whether a lateral direction control time threshold and a longitudinal direction control time threshold are satisfied based on the second lateral direction control time and the second longitudinal direction control time, and transmitting a first brake command based on at least one of the lateral direction control time threshold and the longitudinal direction control time threshold being satisfied.

[0013] Adjusting the travel speed of the vehicle can include determining whether a lateral direction control time threshold and a longitudinal direction control time threshold are satisfied based on the second lateral direction control time and the second longitudinal direction control time, and transmitting a second brake command based on at least one of the lateral direction control time threshold and the longitudinal direction control time threshold being satisfied.

[0014] Determining whether the lateral direction control time threshold and the longitudinal direction control time threshold are satisfied can include at least one of determining that the lateral direction control time threshold is satisfied based on the current position of the target indicating that a front edge of the target has passed the reference line, and determining that the longitudinal direction control time threshold is satisfied based on the current position of the target indicating that a closest point on the target to the vehicle has passed the reference line.

[0015] Determining whether the lateral direction control time threshold and the longitudinal direction control time threshold are satisfied can include at least one of determining that the lateral direction control time threshold is satisfied based on the current position of the target indicating that a front edge of the target has passed the reference line, and determining that the longitudinal direction control time threshold is satisfied based on the current position of the target indicating that a closest point on the target to the vehicle has passed the reference line.

[0016] Determining whether the lateral control time threshold and the longitudinal control time threshold are satisfied can include at least one of: determining that the lateral control time threshold is satisfied based on the current position of the target indicating that a leading edge of the target has passed the reference line; and determining that the longitudinal control time threshold is satisfied based on the current position of the target indicating that a closest point on the target to the vehicle has passed the reference line.

[0017] According to one or more example embodiments of the present disclosure, a vehicle control device can include a sensor, a controller, and a speed controller. The controller can be configured to: identify, via the sensor, a target approaching in a lateral direction of the vehicle; determine a first lateral control time based on a current position of the target; determine a collision overlap degree based on the first lateral control time; determine a second lateral control time based on the collision overlap degree; and adjust, via the speed controller, a travel speed of the vehicle based on the second lateral control time. The collision overlap degree can indicate a proportion of a lateral width of the vehicle that is expected to overlap a longitudinal width of the target.

[0018] The controller can be further configured to: determine a first longitudinal control time based on the current position of the target; determine a second longitudinal control time based on the collision overlap degree; and adjust, via the speed controller, the travel speed of the vehicle based on the second longitudinal control time.

[0019] The controller can be configured to adjust the travel speed of the vehicle by: determining whether the lateral control time threshold and the longitudinal control time threshold are satisfied based on the second lateral control time and the second longitudinal control time; and suspending transmission of at least one of a warning signal and a braking command based on at least one of the lateral control time threshold and the longitudinal control time threshold not being satisfied.

[0020] The controller can be configured to adjust the travel speed of the vehicle by: determining whether the lateral control time threshold and the longitudinal control time threshold are satisfied based on the second lateral control time and the second longitudinal control time; and transmitting a warning signal based on at least one of the lateral control time threshold and the longitudinal control time threshold being satisfied.

[0021] The controller can be configured to adjust the travel speed of the vehicle by: determining whether the lateral control time threshold and the longitudinal control time threshold are satisfied based on the second lateral control time and the second longitudinal control time; and transmitting a first braking command based on at least one of the lateral control time threshold and the longitudinal control time threshold being satisfied.

[0022] The controller can be configured to adjust the travel speed of the vehicle by: determining whether the lateral control time threshold and the longitudinal control time threshold are satisfied based on the secondary lateral control time and the secondary longitudinal control time; and sending a secondary braking command based on at least one of the lateral control time threshold and the longitudinal control time threshold being satisfied.

[0023] The controller can be configured to determine whether the lateral control time threshold and the longitudinal control time threshold are satisfied by at least one of: determining that the lateral control time threshold is satisfied based on the current position of the target indicating that a leading edge of the target has passed the reference line; and determining that the longitudinal control time threshold is satisfied based on the current position of the target indicating that a closest point on the target to the vehicle has passed the reference line.

[0024] The controller can be configured to determine whether the lateral control time threshold and the longitudinal control time threshold are satisfied by at least one of: determining that the lateral control time threshold is satisfied based on the current position of the target indicating that a leading edge of the target has passed the reference line; and determining that the longitudinal control time threshold is satisfied based on the current position of the target indicating that a closest point on the target to the vehicle has passed the reference line.

[0025] The controller can be configured to determine whether the lateral control time threshold and the longitudinal control time threshold are satisfied by at least one of: determining that the lateral control time threshold is satisfied based on the current position of the target indicating that a leading edge of the target has passed the reference line; and determining that the longitudinal control time threshold is satisfied based on the current position of the target indicating that a closest point on the target to the vehicle has passed the reference line. BRIEF DESCRIPTION OF DRAWINGS

[0026] Figure 1 is a block diagram of an apparatus according to one embodiment of the present disclosure.

[0027] Figure 2 is a flowchart of a vehicle control method according to one embodiment of the present disclosure.

[0028] Figure 3A is a diagram for explaining a specific method of calculating a primary lateral control time.

[0029] Figure 3B is a diagram for explaining a specific method of calculating a primary lateral control time.

[0030] Figure 4 is a diagram for explaining a specific method of calculating a primary longitudinal control time.

[0031] Figure 5A is a diagram for explaining a method of calculating a collision overlap degree.

[0032] Figure 5B A diagram for explaining a method of calculating the collision overlap degree.

[0033] Figure 5C A diagram for explaining a method of calculating the collision overlap degree.

[0034] Figure 6A A diagram for explaining a method of determining which one of collision case 4 to collision case 6 the situation corresponds to.

[0035] Figure 6B A diagram for explaining a method of determining which one of collision case 4 to collision case 6 the situation corresponds to.

[0036] Figure 6C A diagram for explaining a method of determining which one of collision case 4 to collision case 6 the situation corresponds to.

[0037] Figure 7A A diagram for explaining a method of determining which one of collision case 1 to collision case 3 the situation corresponds to when the situation does not correspond to any one of collision case 4 to collision case 6.

[0038] Figure 7B A diagram for explaining a method of determining which one of collision case 1 to collision case 3 the situation corresponds to when the situation does not correspond to any one of collision case 4 to collision case 6.

[0039] Figure 7C A diagram for explaining a method of determining which one of collision case 1 to collision case 3 the situation corresponds to when the situation does not correspond to any one of collision case 4 to collision case 6.

[0040] Figure 8A A diagram for explaining a specific method of calculating the secondary lateral control time in the case of collision case 1 to collision case 3.

[0041] Figure 8B A diagram for explaining a specific method of calculating the secondary lateral control time in the case of collision case 1 to collision case 3.

[0042] Figure 8C A diagram for explaining a specific method of calculating the secondary lateral control time in the case of collision case 4.

[0043] Figure 8D A diagram for explaining a specific method of calculating the secondary lateral control time in the case of collision case 4.

[0044] Figure 8E A diagram for explaining a specific method of calculating the secondary lateral control time in the case of collision case 5.

[0045] Figure 8F A diagram for explaining a specific method of calculating a second lateral control time in the case of collision case 5.

[0046] Figure 8G A diagram for explaining a specific method of calculating a second lateral control time in the case of collision case 6.

[0047] Figure 8H A diagram for explaining a specific method of calculating a second lateral control time in the case of collision case 6.

[0048] Figure 9A A diagram for explaining a specific method of calculating a second longitudinal control time in the case of collision case 1 to collision case 3.

[0049] Figure 9B A diagram for explaining a specific method of calculating a second longitudinal control time in the case of collision case 1 to collision case 3.

[0050] Figure 9C A diagram for explaining a specific method of calculating a second longitudinal control time in the case of collision case 4.

[0051] Figure 9D A diagram for explaining a specific method of calculating a second longitudinal control time in the case of collision case 4.

[0052] Figure 9E A diagram for explaining a specific method of calculating a second longitudinal control time in the case of collision case 5.

[0053] Figure 9F A diagram for explaining a specific method of calculating a second longitudinal control time in the case of collision case 5.

[0054] Figure 9G A diagram for explaining a specific method of calculating a second longitudinal control time in the case of collision case 6.

[0055] Figure 9H A diagram for explaining a specific method of calculating a second longitudinal control time in the case of collision case 6.

[0056] Figure 10A A diagram for explaining a method of applying the method and apparatus for controlling a vehicle according to one embodiment of the disclosure to collision case 2.

[0057] Figure 10B A diagram for explaining a method of applying the method and apparatus for controlling a vehicle according to one embodiment of the disclosure to collision case 2.

[0058] Figure 11AFIG. 4 is a diagram to explain a method of applying the method and apparatus for controlling a vehicle according to one embodiment of the disclosure to a collision case 4.

[0059] Figure 11B FIG. 4 is a diagram to explain a method of applying the method and apparatus for controlling a vehicle according to one embodiment of the disclosure to a collision case 4.

[0060] Figure 12A FIG. 5 is a diagram to explain a method of applying the method and apparatus for controlling a vehicle according to one embodiment of the disclosure to a collision case 5.

[0061] Figure 12B FIG. 5 is a diagram to explain a method of applying the method and apparatus for controlling a vehicle according to one embodiment of the disclosure to a collision case 5.

[0062] Figure 13A FIG. 6 is a diagram to explain a method of applying the method and apparatus for controlling a vehicle according to one embodiment of the disclosure to a collision case 6.

[0063] Figure 13B FIG. 6 is a diagram to explain a method of applying the method and apparatus for controlling a vehicle according to one embodiment of the disclosure to a collision case 6.

[0064] Figure 14 FIG. 7 is a block diagram to schematically illustrate an example computing device that can be used to implement a method or apparatus according to an embodiment of the disclosure. DETAILED DESCRIPTION

[0065] Hereinafter, some exemplary embodiments of the disclosure will be described in detail with reference to the accompanying drawings. In the following description, the same drawing reference numerals are preferably used to designate the same elements, although the elements are illustrated in different drawings. Furthermore, in the following description of some embodiments, detailed descriptions of known functions and configurations incorporated herein will be omitted for clarity and conciseness.

[0066] Further, various terms such as first, second, A, B, (a), (b), etc. are used to distinguish one component from another component, but do not imply or suggest a material, order or sequence of the components. Throughout the specification, when a part 'comprises' or 'includes' a component, the part means that another component is additionally included, rather than excluding another component, unless specifically indicated to the contrary. The terms such as 'unit','module', etc. refer to one or more units for processing at least one function or operation, which can be implemented by hardware, software, or a combination thereof.

[0067] When analyzing the possibility of a collision, some implementations of a forward collision avoidance assistance system can use a method that calculates an expected time to collision (TTC) based on a relative speed and a relative distance between the host vehicle and a target (e.g., a preceding vehicle, a pedestrian, a bicycle, etc.), and determines a control time of the host vehicle based on the determined time to collision.

[0068] In these implementations, physical values (relative speed, relative distance, etc.) in the longitudinal direction are typically considered, and it can not be feasible to accurately estimate the expected time to collision for a target approaching in the lateral direction of the travel direction of the host vehicle. Thus, it can be difficult or impossible to accurately determine the control time of the host vehicle using some of these implementations.

[0069] Furthermore, in the case where the target is approaching in the lateral direction, the target can be located at the periphery of the detection area of the sensor (e.g., toward the boundary limit of the sensor range), and it can not be possible to accurately collect physical values (relative speed, relative distance, etc.). Thus, it can not be possible to accurately determine the expected time to collision of a collision. In other words, it can not be possible to accurately determine the control time of the host vehicle.

[0070] Inaccurate calculation and determination of the expected time to collision and the control time can result in inaccurate or undesirable control of the host vehicle, making it difficult to ensure the safety of the vehicle.

[0071] There is a need for a technology that enables a method and apparatus that can more accurately determine the expected time to collision and accurately determine the timing of control.

[0072] According to the Society of Automotive Engineers (SAE), the level of automation of an autonomous driving vehicle can be classified as follows. At the autonomous driving level 0, the SAE classification criteria can correspond to “no automation,” in which the autonomous driving system is temporarily involved in emergency situations (e.g., automatic emergency braking) and / or provides only warnings (e.g., blind spot warnings, lane departure warnings, etc.), and the driver is expected to operate the vehicle. At the autonomous driving level 1, the SAE classification criteria can correspond to “driver assistance,” in which the system performs some driving functions (e.g., steering, acceleration, braking, lane centering, adaptive cruise control, etc.) while the driver is operating the vehicle on normal operating roadways, and the driver is expected to determine the operating status and / or timing of the system, perform other driving functions, and respond to (e.g., resolve) emergency situations. At the autonomous driving level 2, the SAE classification criteria can correspond to “partial automation,” in which the system performs steering, acceleration, and / or braking under the supervision of the driver, and the driver is expected to determine the operating status and / or timing of the system, perform other driving functions, and respond to (e.g., resolve) emergency situations. At the autonomous driving level 3, the SAE classification criteria can correspond to “conditional automation,” in which the system drives the vehicle under limited conditions (e.g., performs driving functions such as steering, acceleration, and / or braking), but transfers driving control to the driver when the required conditions are not met, and the driver is expected to determine the operating status and / or timing of the system and take control in emergency situations, but does not otherwise operate the vehicle (e.g., steering, acceleration, and / or braking). At the autonomous driving level 4, the SAE classification criteria can correspond to “high automation,” in which the system performs all driving functions, and the driver is expected to control the vehicle only in emergency situations. At the autonomous driving level 5, the SAE classification criteria can correspond to “full automation,” in which the system performs all driving functions without any assistance from the driver, including in emergency situations, and the driver is not expected to perform any driving functions other than determining the operating status of the system. Although the present disclosure can apply the SAE classification criteria to autonomous driving classification, other classification methods and / or algorithms can be used in one or more configurations described herein. One or more features associated with autonomous driving control can be activated based on a configured autonomous driving control setting (e.g., based on at least one of: an autonomous driving classification, a selection of an autonomous driving level for the vehicle, etc.).

[0073] Based on one or more features described herein (e.g., determining primary and secondary control times), operation of a vehicle can be controlled. Vehicle control can include various operational controls associated with a vehicle (e.g., autonomous travel control, sensor control, braking control, braking time control, acceleration control, acceleration rate of change control, alert timing control, forward collision warning time control, etc.). For example, a travel speed of a vehicle can be adjusted (e.g., increased, decreased, etc.) based on one or more features described herein (e.g., determining primary and secondary control times).

[0074] One or more auxiliary devices (e.g., engine brakes, exhaust brakes, hydraulic retarders, electric retarders, regenerative brakes, etc.) can also be controlled, for example, based on one or more features described herein (e.g., determining primary and secondary control times). One or more communication devices (e.g., modems, network adapters, radio transceivers, antennas, etc., capable of communicating via one or more wired or wireless communication protocols such as Ethernet, Wi-Fi, near-field communication (NFC), Bluetooth, long-term evolution (LTE), 5G new radio (NR), vehicle-to-everything (V2X), etc.) can also be controlled, for example, based on one or more features described herein (e.g., determining primary and secondary control times).

[0075] Minimum risk maneuver (MRM) operation can also be controlled, for example, based on one or more features described herein (e.g., determining primary and secondary control times). Minimum risk maneuver operation (e.g., minimum risk maneuver, minimum risk maneuver) can be a maneuver operation of a vehicle to minimize (e.g., reduce) the risk of collision with surrounding vehicles, thereby reaching a reduced (e.g., minimum) risk state. Minimum risk maneuver can be an operation activated when a driver is unable to respond to an intervention request during autonomous driving of the vehicle. During minimum risk maneuver, one or more processors of the vehicle can control driving operation of the vehicle for a set period of time.

[0076] Offset driving operation can also be controlled, for example, based on one or more features described herein (e.g., determining primary and secondary control times). Travel control devices can perform offset travel control. To perform offset driving, a travel control device can control a vehicle to travel on a lane by maintaining a lateral distance between a center of the vehicle and a position of a center of the lane. For example, a travel control device can control a vehicle to stay on a lane but not stay in a center of the lane.

[0077] A ride control device can identify an offset target lateral distance for offset ride control. For example, the offset target lateral distance can include an intentionally adjusted lateral distance that a vehicle can aim to maintain from a reference point (such as the center of a lane or another vehicle) during a maneuver such as a lane change. This adjustment can be made to improve vehicle stability, safety, and / or performance under various driving conditions. For example, during a lane change, the ride control system can offset the lateral distance to maintain a safer gap with adjacent vehicles, taking into account factors such as vehicle speed, road conditions, and / or the presence of obstacles.

[0078] One or more sensors (e.g., IMU sensors, cameras, LIDAR, RADAR, blind spot monitoring sensors, lane departure warning sensors, parking sensors, light sensors, rain sensors, traction control sensors, anti-lock braking system sensors, tire pressure monitoring sensors, seat belt sensors, airbag sensors, fuel sensors, emission sensors, throttle position sensors, inverters, converters, motor controllers, power distribution units, high voltage wiring and connectors, auxiliary power modules, charging interfaces, etc.) may also be controlled, for example, based on one or more features described herein (e.g., determining primary and secondary control times).

[0079] Operational controls for autonomous vehicle driving may include various driving controls of the vehicle by vehicle control devices (for example, acceleration, deceleration, steering control, gear shifting control, braking system control, traction control, stability control, cruise control, lane keeping assist control, collision avoidance system control, emergency brake assist control, traffic sign recognition control, adaptive headlight control, etc.).

[0080] The following detailed description and attached Figure 1 The present invention is intended to describe exemplary embodiments of the present invention and is not intended to represent the only embodiments in which the present invention may be practiced.

[0081] Figure 1 FIG. 1 is a block diagram of an apparatus according to an embodiment of the present disclosure. Figure 1 As illustrated, the block diagram of the device according to one embodiment of the present disclosure includes all or some of an input unit (also referred to as an input interface) 101, a speed detection unit (also referred to as a speed detector or speedometer) 102, a shooting unit (also referred to as a shooting device or camera) 103, a detection sensor (also referred to as a sensor) 104, a control unit (also referred to as a controller) 105, a storage unit (also referred to as storage or data storage) 106, and a speed control unit (also referred to as a speed controller or speed control device) 107. Figure 1 All blocks described are essential components, and in other embodiments, some blocks included in the block diagram of the device may be added, changed, or deleted. Figure 2The components of the description represent functionally different elements and at least one of the components can be implemented in an integrated form in an actual physical environment.

[0082] The input unit 101 can be implemented using a physical button, a knob, a touch pad, a touch screen, a lever-type operation device, or a trackball. The driver can control various operations of the vehicle by manipulating the input unit 101.

[0083] The speed detection unit 102 can detect the speed of the host vehicle under the control of the control unit 105. The travel speed can be detected using the speed at which the wheels of the vehicle rotate.

[0084] The photographing unit 103 can recognize the type of a target by photographing a target around the vehicle and determining the shape of the photographed target using an image recognition technique, and transmit the recognized information to the control unit 105. There is no limitation on the position at which the photographing unit 103 is installed, and it can be installed anywhere from which image information can be obtained by photographing the inside or outside of the vehicle. The photographing unit 103 can include at least one camera, and can include a 3D space recognition sensor, a radar sensor, an ultrasonic sensor for obtaining more accurate images, etc.

[0085] The detection sensor 104 can detect a target approaching from the front, side, or rear of the vehicle, and obtain position information and speed information of the target. In other words, the detection sensor 104 can acquire coordinate information that changes as the target moves in real time. That is, the lateral and longitudinal distances between the host vehicle and the target can be detected, and based on these distances, lateral and longitudinal speed information can be obtained.

[0086] The control unit 105 can perform electronic control on each component related to the operation of the vehicle. At least one control unit 105 can be provided inside the vehicle. When the detection sensor 104 detects that the target approaches in the lateral direction of the vehicle (for example, in a direction parallel to the lateral direction axis of the vehicle), the control unit 105 can initially (for example, for the first time) control the lateral control time and the longitudinal control time (hereinafter, referred to as "first lateral control time" and "first longitudinal control time") based on the current position of the target. Based on the above calculation result, the control unit determines (for example, calculates) the degree of overlap of the collision, and determines the type of the collision situation. The collision situation can also be referred to as a collision classification, a collision category, a collision type, a collision level, or the like, and indicates the severity of the predicted collision between the vehicle and the target. The determination process takes into account the inherent inaccuracy (for example, the error margin) of the sensor measurement. In particular, it is performed based on the determination result of the lateral control time. After determining the type of the collision situation, the lateral control time and the longitudinal control time can be determined again (for example, for the second time) by considering the corresponding situation (hereinafter, referred to as "second lateral control time" and "second longitudinal control time"). It is determined whether the lateral control time criterion and the longitudinal control time criterion are satisfied, and according to the determination result, it is determined whether to send a warning signal or a brake command to the speed control unit 107. When the target satisfies both of the above two criteria, the control unit 105 sends a warning signal or a brake command. The control time can also be referred to as a control time point, a control timing, a time point for control, or the like.

[0087] The storage unit 106 can store various data related to the control of the vehicle. Specifically, information on the running speed, the running distance, and the running time of the vehicle can be stored. The storage unit 106 can store position information and speed information of the target detected / recognized by the photographing unit 103 or the detection sensor 104, store coordinate information that is changed in real time for a moving target, and store information on the relative distance and the relative speed between the vehicle and the target. The storage unit 106 can store data related to the expression and the control algorithm for controlling the vehicle. The control unit 105 can send a control signal (a warning signal, a brake command, or the like) for controlling the vehicle according to the expression and the control algorithm. The storage unit 106 can be implemented by at least one of a nonvolatile storage element such as a cache, a read only memory (ROM), a programmable ROM (PROM), an erasable programmable ROM (EPROM), an electrically erasable programmable ROM (EEPROM), and a flash memory, a volatile storage element such as a random access memory (RAM), and a storage medium such as a hard disk drive (HDD) or a compact disc ROM (CD-ROM), but is not limited thereto.

[0088] The speed control unit 107 can control the speed of the host vehicle. The speed control unit 107 can include an accelerator drive unit (not illustrated) and a brake drive unit (not illustrated). The control unit 105 can determine an expected collision time between the vehicle and the target based on the relative distance and the relative speed between the vehicle and the target, determine a control time based on the determined expected collision time, and transmit a signal for controlling the running speed of the vehicle to the speed control unit 107 based on the determined control time.

[0089] Figure 3A A flowchart of a vehicle control method according to one embodiment of the present disclosure. The photographing unit 103 or the detection sensor 104 can recognize a target approaching the vehicle. The control unit 105 can determine whether the target is approaching in the lateral direction of the vehicle (e.g., in a direction parallel to the lateral axis of the vehicle) based on the position information or the speed information of the vehicle collected by the photographing unit 103 or the detection sensor 104 (S201). This can also be analyzed based on the relative position information or the relative speed information between the vehicle and the target. The position information and the speed information of the target, the relative position information between the vehicle and the target, the relative speed information between the vehicle and the target, etc. can be stored in the storage unit 106.

[0090] The control unit 105 determines a first lateral control time and a first longitudinal control time (S202). Hereinafter, the lateral direction will be explained first.

[0091] The control unit 105 determines the first lateral control time based on the speed information of the host vehicle measured by the speed detection unit 102 and the position information or the speed information of the target recognized by the photographing unit 103 or the detection sensor 104. The control unit 105 has two types of cases: 1) a case where the target turns and merges into a lane next to the host vehicle; and 2) a case where the target applies a brake and stops before the target enters the path of the host vehicle. In each case, the distance required to avoid a collision between the target and the host vehicle is determined. The first lateral control time is determined by calculating the minimum value (minimum) of the two values. The specific method of calculating the first lateral control time will be explained in Figure 3B and Figure 4 .

[0092] The control unit 105 can determine the first longitudinal control time. The basic calculation method is the same as that of the lateral direction. The specific method of calculating the first longitudinal control time will be described in Figures 5A to 5C .

[0093] The control unit 105 determines the collision overlap degree and determines the collision case (S203). The collision case can have six cases (e.g., classifications, categories, types, levels, etc.) from 1 to 6. Collision case 1 to collision case 3 indicate cases of side collision of the host vehicle with the target. Collision case 4 indicates a case where the target passes through the host vehicle and the host vehicle does not collide with the target. Collision case 5 indicates a case where the target stops and the host vehicle does not collide with the target. Collision case 6 indicates a case where the target turns, enters the front of the host vehicle, and merges on the same path without colliding with the host vehicle. The collision overlap degree calculation method differs for each collision case. The method of calculating the collision overlap degree and the method of determining the collision case will be explained below in Figures 6A to 6C , Figures 7A to 7C and Figures 8A to 8H .

[0094] The control unit 105 determines the secondary lateral control time and the secondary longitudinal control time (S204). In the following, the lateral direction will be explained first.

[0095] The control unit 105 determines the secondary lateral control time according to a method of modifying the primary lateral control time based on the collision case. However, in some collision cases, the primary lateral control time is not modified. That is, in some collision cases, the secondary lateral control time is the same as the primary lateral control time. The specific method of calculating the secondary lateral control time is described in Figures 9A to 9H .

[0096] The control unit 105 can determine the secondary longitudinal control time. The basic calculation method is the same as that of the lateral direction. The specific method of calculating the secondary longitudinal control time will be described in Figure 10A .

[0097] The control unit 105 determines whether the lateral control time criterion and the longitudinal control time criterion are satisfied based on the determination results of the secondary lateral control time and the secondary longitudinal control time (S205).

[0098] When the criterion is satisfied, the control unit 105 sends a warning signal or a brake command (S206). When it is determined that both the lateral control time criterion and the longitudinal control time criterion are satisfied, the warning signal or the brake command is issued. When either of the two criteria is not satisfied, neither the warning signal nor the brake command is sent. In the following, the case where the warning signal is sent will be explained using Figure 10B , Figure 11A , Figure 11B , Figure 12A , Figure 12B , Figure 13A , Figure 13B and Figure 3AThe application of the method and apparatus for controlling a vehicle according to one embodiment of the present disclosure is described for each collision situation.

[0099] Figure 3B A diagram for explaining a specific method of calculating a lateral control time. Figure 3A A diagram for explaining a specific method of calculating a lateral control time. The control unit 105 classifies the situation into two types of situations: 1) a situation in which a target turns and merges into a lane next to the host vehicle; and 2) a situation in which a target applies a brake and stops before the target enters a path of the host vehicle. In each situation, a distance required to avoid a collision between the target and the host vehicle is determined. Figure 3B A situation in which a target applies a brake and stops before the target enters a path of the host vehicle is illustrated. Figure 3A A situation in which a target turns and merges into a next lane is illustrated.

[0100] Equation 1 is a formula for determining a distance required to avoid a collision between a target and a host vehicle in a situation in which the target turns and merges into a next lane (lateral warning distance turn).a y denotes a lateral acceleration of the host vehicle, V y denotes a lateral velocity of the host vehicle, and a lane width denotes a width of a travel lane.

[0101] Equation 2 is a formula for determining a distance required for a target and a vehicle not to collide in a situation in which the target applies a brake and stops before the target enters a path of the vehicle (lateral warning distance brake).a y denotes a lateral acceleration of the host vehicle, V y denotes a lateral velocity of the host vehicle, and a vehicle half-width denotes a half of a width of the host vehicle.

[0102] The control unit 105 determines a lateral control time by calculating a minimum value (Min) of the two values. Equation 3 is a formula for determining a minimum value of the values obtained using Equation 1 and Equation 2 to determine a lateral control time.

[0103] [Equation 1]

[0104]

[0105] [Equation 2]

[0106]

[0107] [Equation 3]

[0108] Lateral warning distance = Min (lateral warning distance turn, lateral warning distance brake)

[0109] The control unit 105 determines the first lateral control time based on Equation 3 and the longitudinal travel speed of the host vehicle. In the case where the target is advancing toward the host vehicle while maintaining the current speed, a criterion is set as to whether the host vehicle sends a warning signal or a brake command when the target has advanced to a certain distance, taking into account the current gap between the target and the host vehicle. Figure 3B and Figure 3A In the above, the "distance" from the target in the lateral direction is indicated as the corresponding criterion, but in the present disclosure, the term "control time" (e.g., control time point, control timing, time point for control) is used for convenience.

[0110] Figure 4 and 3B The first line, the second line, and the third line in the above are lines indicating the control time. When the target passes the first line, the control unit 105 sends a warning signal, when the target passes the second line, the control unit 105 sends a first brake command, and when the target passes the third line, the control unit 105 sends a second brake command. In other words, each line is a criterion for determining the type and time of control to be performed by the control unit 105.

[0111] Figure 4 is a graph for explaining a specific method of calculating the first longitudinal control time. The control unit 105 classifies the situation into two types of situations: 1) a situation where the host vehicle turns to avoid the target; and 2) a situation where the host vehicle applies a brake and stops before the target enters the path of the host vehicle. In each situation, the distance required to avoid a collision between the target and the host vehicle is determined.

[0112] Equation 4 is an equation for determining the distance required to avoid a collision between the target and the host vehicle in the case where the host vehicle turns to avoid the target (longitudinal warning distance turn).a y denotes the lateral acceleration of the host vehicle, and V x denotes the longitudinal speed of the host vehicle.

[0113] Equation 5 is an equation for determining the distance required for the target and the vehicle not to collide in the case where the host vehicle applies a brake and stops before the target enters the path of the vehicle (longitudinal warning distance brake).a x denotes the longitudinal acceleration of the vehicle, V x denotes the longitudinal speed of the host vehicle, and the buffer distance denotes the minimum distance maintained.

[0114] The control unit 105 determines the first longitudinal control time by calculating the minimum value (Min) of the two values. Equation 6 is an equation for determining the minimum value of the values obtained using Equations 4 and 5 to determine the first longitudinal control time.

[0115] [Equation 4]

[0116]

[0117] [Formula 5]

[0118]

[0119] [Formula 6]

[0120] Longitudinal Warning Distance = Min(Longitudinal Warning Distance Turn, Longitudinal Warning Distance Brake)

[0121] The control unit 105 determines the first longitudinal control time based on Formula 6 and the longitudinal travel speed of the host vehicle. In the case where the target is advancing toward the host vehicle while maintaining the current speed, taking into account the current gap between the target and the host vehicle, a criterion is set as to whether the control unit 105 sends a warning signal or a brake command when the host vehicle has traveled a certain distance. In Figure 4 In the case where the target is advancing toward the host vehicle while maintaining the current speed, taking into account the current gap between the target and the host vehicle, a criterion is set as to whether the control unit 105 sends a warning signal or a brake command when the host vehicle has traveled a certain distance. In

[0122] Figure 5A The first line, the second line, and the third line in are lines indicating the control time. When the host vehicle passes the first line, the control unit 105 sends a warning signal, when the host vehicle passes the second line, the control unit 105 sends a first brake command, and when the host vehicle passes the third line, the control unit 105 sends a second brake command. Each line is a criterion for determining the type and time of control to be performed by the control unit 105.

[0123] Figure 5B A diagram for explaining a method of calculating the collision overlap degree. Figure 5C A diagram for explaining a method of calculating the collision overlap degree. Figure 5A A diagram for explaining a method of calculating the collision overlap degree. The collision overlap degree (also referred to as a predicted collision overlap degree or an estimated collision overlap degree) refers to a degree (e.g., a ratio, a proportion, etc.) to which the front width (e.g., a lateral width) of the host vehicle overlaps (e.g., is estimated to overlap) with the side width (e.g., a longitudinal width) of the target. The collision overlap degree is determined based on a predicted collision position of the target, not a current position of the target. The predicted collision position of the target refers to a position of the target at which the host vehicle and the target are expected to collide, in the case where the host vehicle and the target advance while maintaining their current states (e.g., a speed, a heading, etc.).

[0124] When calculating the collision overlap degree, it is necessary to define a virtual line. The virtual line indicates the left and right boundaries of the host vehicle. The virtual line is offset to the left by a certain amount compared to the line indicating the actual left and right boundaries of the host vehicle. This is because there is a delay in the input of the target position due to the inaccuracy of the sensor measurement. In order to eliminate the error, the front width of the host vehicle in the direction in which the target approaches is adjusted to be wide, and the front width of the vehicle in the direction in which the target departs is adjusted to be narrow. The degree to which the virtual line is offset to the left compared to the actual line can be different on the left side and the right side of the vehicle.

[0125] The collision overlap degree has a different calculation method for each collision case. First, in the case of collision case 2 or collision case 6, it is not necessary to calculate. In the case of collision case 2 and collision case 6, the collision overlap degree is 100% because the front width of the host vehicle and the side width of the target completely overlap at the collision prediction position. Figure 5B This is explained.

[0126] In other collision cases, that is, when the front width of the host vehicle only partially overlaps with the side width of the target or does not completely overlap with the side width of the target, the method of calculating the collision overlap degree is changed depending on whether a part or all of the left front width of the host vehicle does not overlap with the side width of the target, or whether a part or all of the right front width of the host vehicle does not overlap with the side width of the target.

[0127] In the case where a part or all of the right front width of the host vehicle does not overlap with the side width of the target, the case corresponds to collision case 3 or collision case 5. In collision case 3 or collision case 5, unlike the existing method of calculating the collision overlap degree based on a virtual line indicating the right boundary of the host vehicle, the collision overlap degree is determined based on a virtual line indicating the front boundary (e.g., the front edge) of the target. The collision overlap degree is determined based on a virtual line indicating the left boundary of the host vehicle and a virtual line indicating the front boundary of the target. Equation 7 is a formula for calculating the collision overlap degree in the case of collision case 3 or collision case 5. In Equation 7, target left side is a virtual line indicating the left boundary of the host vehicle, target front bumper is a virtual line indicating the front boundary of the target, and host vehicle width is the front width of the host vehicle. Both the left side of the target and the front bumper of the target are considered to be offset to the left by a certain amount compared to the actual situation, taking into account the inaccuracy of the sensor. Figure 5C This is shown.

[0128] [Equation 7]

[0129]

[0130] In a case where part or all of the left front width of the host vehicle does not overlap with the side width of the target, the situation corresponds to Collision Case 1 or Collision Case 4. In Collision Case 1 or Collision Case 4, unlike the existing method of calculating the collision overlap based on an imaginary line representing the left boundary of the host vehicle, the collision overlap is determined based on an imaginary line representing the rear boundary of the target. The collision overlap is determined based on the imaginary line representing the rear boundary of the target and the imaginary line representing the right boundary of the host vehicle. Formula 8 is a formula for calculating the collision overlap in the case of Collision Case 1 or Collision Case 4. In Formula 8, the target rear bumper is the imaginary line representing the rear boundary of the target, the target right side is the imaginary line representing the right boundary of the host vehicle, and the host vehicle width is the front width of the host vehicle. Taking into account the inaccuracy of the sensor, both the target rear bumper and the target right side are assumed to be offset to the left by a certain amount compared to the actual situation. Figure 6A Show this.

[0131] [Formula 8]

[0132]

[0133] Figure 6B 4 is a diagram for explaining a method of determining which of collision situations 4 to 6 a situation corresponds to. Figure 6C 4 is a diagram for explaining a method of determining which of collision situations 4 to 6 a situation corresponds to. Figures 6A to 6C 1 is a diagram for explaining a method of determining which of collision situations 4 to 6 a situation corresponds to. The determination of the collision situation is performed by determining that the situation corresponds to any one of collision situations 4 to 6, and then, when the situation does not correspond to any one of collision situations 4 to 6, determining which of collision situations 1 to 3 the situation corresponds to. Figure 6A A method for determining which of collision scenarios 4 to 6 a situation corresponds to will be described.

[0134] When all four of the following criteria are met, the situation is determined to correspond to collision situation 4. The criteria are as follows: part or all of the left front width of the host vehicle does not overlap with the lateral width of the target; a collision overlap degree ≤ a certain value is met; a relative longitudinal distance ≥ a certain value is met; and a target longitudinal speed ≥ a certain value is met. Figure 6B Show this.

[0135] The situation is determined to correspond to the collision case 5 when all of the following five criteria are satisfied. The criteria are as follows: a part or all of the right front width of the host vehicle does not overlap with the side width of the target, the collision overlap degree is satisfied ≤ a certain value; the relative longitudinal distance is satisfied ≥ a certain value; the target lateral velocity is satisfied ≤ a certain value (hereinafter, referred to as "the above case"); the maintenance time of the above case is satisfied ≥ a certain value; and the target lateral deceleration is satisfied ≤ a certain value. Figure 6C This is shown.

[0136] The situation is determined to correspond to the collision case 6 when all of the following three criteria are satisfied. The criteria are as follows: the target heading angle changes direction = the merging direction is satisfied; the longitudinal velocity of the host vehicle is satisfied ≥ the relative longitudinal velocity (hereinafter, referred to as "the above case"); and the maintenance time of the above case is satisfied ≥ a certain value. Figure 7A This is shown.

[0137] Figure 7B A diagram for explaining a method for determining which of the collision cases 1 to 3 the situation corresponds to when the situation does not correspond to any one of the collision cases 4 to 6. Figure 7C A diagram for explaining a method for determining which of the collision cases 1 to 3 the situation corresponds to when the situation does not correspond to any one of the collision cases 4 to 6. Figure 7B A diagram for explaining a method for determining which of the collision cases 1 to 3 the situation corresponds to when the situation does not correspond to any one of the collision cases 4 to 6.

[0138] Which of the collision cases 1 to 3 the situation corresponds to is determined based on the collision overlap degree.

[0139] When both the imaginary line indicating the left boundary of the host vehicle and the imaginary line indicating the right boundary extend within the side width of the target, the front width of the host vehicle is completely overlapped with the side width of the target. Therefore, the collision overlap degree is 100%, and this situation corresponds to the collision case 2. Figure 7A This is shown.

[0140] When the situation does not correspond to the collision case 2, that is, when the front width of the host vehicle is only partially overlapped with the side width of the target, which of the collision case 1 or the collision case 3 the situation corresponds to is determined depending on whether the left front width of the host vehicle is not overlapped with the side width of the target or the right front width is not overlapped with the side width of the target.

[0141] In the case where the left front width of the host vehicle is not partially overlapped with the side width of the target, the situation corresponds to the collision case 1. Figure 7C This is shown.

[0142] In the case where the right front width of the host vehicle and the side width of the target do not partially overlap, the case corresponds to the collision case 3. Figure 8A This is shown.

[0143] Figure 8B A graph for explaining a specific method of calculating the secondary lateral control time in the case of the collision case 1 to the collision case 3. Figure 8B A graph for explaining a specific method of calculating the secondary lateral control time in the case of the collision case 1 to the collision case 3.

[0144] When the case corresponds to any one of the collision case 1 to the collision case 3, the secondary lateral control time is the same as the primary lateral control time. The lateral control distance (lateral warning distance) determined using the formula 3 is not reduced. Figure 8A The lateral distance between the first, second, and third lines and the target (current position) in the case of the collision case 1 to the collision case 3 is equal to Figure 8C The lateral distance between the first, second, and third lines and the target (current position) in the case of the collision case 1 to the collision case 3.

[0145] Figure 8D A graph for explaining a specific method of calculating the secondary lateral control time in the case of the collision case 4. Figure 8D A graph for explaining a specific method of calculating the secondary lateral control time in the case of the collision case 4.

[0146] When the case corresponds to the collision case 4, the secondary lateral control time is the same as the primary lateral control time. The lateral control distance (lateral warning distance) determined using the formula 3 is not reduced. Figure 8C The lateral distance between the first, second, and third lines and the target (current position) in the case of the collision case 4 is equal to Figure 8E The lateral distance between the first, second, and third lines and the target (current position) in the case of the collision case 4.

[0147] Figure 8F A graph for explaining a specific method of calculating the secondary lateral control time in the case of the collision case 5. Figure 8F A graph for explaining a specific method of calculating the secondary lateral control time in the case of the collision case 5.

[0148] When the case corresponds to the collision case 5, the secondary lateral control time is delayed from the primary lateral control time. The lateral control distance (lateral warning distance) determined using the formula 3 is reduced depending on the deceleration of the target. Figure 8E The lateral distance between the first, second, and third lines and the target (current position) in the case of the collision case 5 is shorter than Figure 8G The lateral distance between the first, second, and third lines and the target (current position) in the case of the collision case 5 is shorter. Since the target is already decelerating, the stopping distance required for the target to avoid a collision between the target and the host vehicle is reduced.

[0149] Figure 8H A diagram for explaining a specific method of calculating the secondary lateral control time in the case of collision case 6. Figure 8H A diagram for explaining a specific method of calculating the secondary lateral control time in the case of collision case 6.

[0150] When the situation corresponds to collision situation 6, the secondary lateral control time is delayed compared to the primary lateral control time. The lateral control distance (lateral warning distance) determined using Formula 3 decreases according to the degree of turning of the target. Figure 8G The horizontal distance ratio between the first line, the second line and the third line and the target (current position) Figure 9A The lateral distances between the first, second, and third lines in the image and the target (current position) are short. Because the target is already turning, the turning distance required by the target to avoid a collision with the host vehicle is reduced. The target's heading angle, as an indicator of the target's degree of turning, can change.

[0151] Figure 9B It is a diagram for explaining a specific method of calculating the secondary longitudinal control time in the cases of collision case 1 to collision case 3. Figure 9B It is a diagram for explaining a specific method of calculating the secondary longitudinal control time in the cases of collision case 1 to collision case 3.

[0152] When the situation corresponds to any one of collision situations 1 to 3, the secondary longitudinal control time is the same as the primary longitudinal control time. The longitudinal control distance (longitudinal warning distance) determined using Formula 6 is not reduced. Figure 9A The longitudinal distances between the first, second, and third lines in the vehicle and the vehicle are equal to Figure 9C The longitudinal distances between the first, second and third lines in the diagram and the vehicle.

[0153] Figure 9D 4 is a diagram for explaining a specific method of calculating the secondary longitudinal control time in the case of collision case 4. Figure 9D 4 is a diagram for explaining a specific method of calculating the secondary longitudinal control time in the case of collision case 4.

[0154] When the situation corresponds to collision situation 4, the secondary longitudinal control time is delayed compared to the primary longitudinal control time. The longitudinal control distance (longitudinal warning distance) determined using Formula 6 is reduced according to the speed at which the target escapes. Figure 9C The longitudinal distance ratio between the first line, the second line and the third line and the vehicle Figure 9EThe first line, the second line, and the third line in FIG. 6 are shorter than the longitudinal distance between the target and the host vehicle. Since the target already has enough speed in the lateral direction, the distance required for the host vehicle to turn to avoid a collision between the target and the host vehicle is reduced.

[0155] Figure 9F A graph for explaining a specific method of calculating the secondary longitudinal control time in the case of collision case 5. Figure 9F A graph for explaining a specific method of calculating the secondary longitudinal control time in the case of collision case 5.

[0156] When the case corresponds to collision case 5, the secondary longitudinal control time is delayed compared to the primary longitudinal control time. The longitudinal control distance (longitudinal warning distance) determined using Equation 6 is reduced depending on the deceleration of the target. Figure 9E The first line, the second line, and the third line in FIG. 6 are shorter than the longitudinal distance between the target and the host vehicle. Since the target already has enough speed in the lateral direction, the distance required for the host vehicle to turn to avoid a collision between the target and the host vehicle is reduced. Figure 9G The first line, the second line, and the third line in FIG. 6 are shorter than the longitudinal distance between the target and the host vehicle. Since the target already has enough speed in the lateral direction, the distance required for the host vehicle to turn to avoid a collision between the target and the host vehicle is reduced.

[0157] Figure 9H A graph for explaining a specific method of calculating the secondary longitudinal control time in the case of collision case 6. Figure 9H A graph for explaining a specific method of calculating the secondary longitudinal control time in the case of collision case 6.

[0158] When the case corresponds to collision case 6, the secondary longitudinal control time is delayed compared to the primary longitudinal control time. The longitudinal control distance (longitudinal warning distance) determined using Equation 6 is reduced depending on the degree of turning of the target. Figure 9G The first line, the second line, and the third line in FIG. 6 are shorter than the longitudinal distance between the target and the host vehicle. Since the target already has enough speed in the lateral direction, the distance required for the host vehicle to turn to avoid a collision between the target and the host vehicle is reduced. Figure 10A The first line, the second line, and the third line in FIG. 6 are shorter than the longitudinal distance between the target and the host vehicle. Since the target already has enough speed in the lateral direction, the distance required for the host vehicle to turn to avoid a collision between the target and the host vehicle is reduced.

[0159] Figure 10B A graph for explaining a method of applying the method and apparatus for controlling a vehicle according to one embodiment of the disclosure to collision case 2. Figure 10A A graph for explaining a method of applying the method and apparatus for controlling a vehicle according to one embodiment of the disclosure to collision case 2.

[0160] First, the control unit 105 determines a first lateral control time and a first longitudinal control time. The calculation results are as follows Figure 10B as explained.

[0161] Second, the control unit 105 determines that the degree of overlap is 100%, and determines that the collision case is 2.

[0162] Third, the control unit 105 determines a second lateral control time and a second longitudinal control time. The calculation results are as follows Figure 10B as explained.

[0163] Fourth, the control unit 105 determines whether the lateral control time criterion and the longitudinal control time criterion are satisfied.

[0164] The criterion for the lateral control time is the second lateral control time, i.e., the first line, the second line, and the third line shown in front of the target in FIG. 10B. The criterion for the longitudinal control time is the second longitudinal control time, i.e., the first line, the second line, and the third line shown in front of the host vehicle in FIG. 10C. In other words, when a specific portion of the target reaches the first line, the second line, and the third line of the target shown in FIG. 10B and FIG. 10C, which are derived from the calculation of the second lateral control time and the second longitudinal control time, the lateral control time criterion and the longitudinal control time criterion are determined to be satisfied. The specific portion of the target as the criterion for the determination is the front boundary of the target (e.g., the front edge) in the case of the lateral control time, and is the closest point between the target and the host vehicle (e.g., the point on the target closest to the host vehicle) in the case of the longitudinal control time. When the target is a vehicle, the lateral control time is determined based on the front bumper of the target vehicle, and the longitudinal control time is determined based on the closest point between the target vehicle and the host vehicle. Figure 10B Figure 10B Figure 11A

[0165] With respect to the lateral control time, based on the current position of the target, the target front boundary passes through the second line but does not pass through the third line. The first braking command satisfies the lateral control time criterion. With respect to the longitudinal control time, based on the current position of the target, the closest point between the target and the host vehicle passes through the second line but does not pass through the third line. The first braking command satisfies the longitudinal control time criterion. Both the lateral control time criterion and the longitudinal control time criterion are satisfied. The control unit 105 transmits the first braking command.

[0166] Figure 11B A diagram for explaining a method of applying the method and apparatus for controlling a vehicle according to one embodiment of the disclosure to the collision case 4. Figure 11A A diagram for explaining a method of applying the method and apparatus for controlling a vehicle according to one embodiment of the disclosure to the collision case 4.

[0167] ​​​First, the control unit 105 determines a horizontal direction control time and a vertical direction control time. The calculation results are as follows: Figure 11B Explanatory.

[0168] Next, the control unit 105 determines that the collision overlap is 10%, and determines that the collision condition is 4.

[0169] Third, the control unit 105 determines the secondary horizontal direction control time and the secondary vertical direction control time. Figure 10A Explanatory.

[0170] Fourth, the control unit 105 determines whether the horizontal direction control time standard and the vertical direction control time standard are met. Figure 10B and Figure 12A The same as in .

[0171] Regarding the lateral control time, based on the current position of the target, the target's front boundary passes through the second line but not the third line. A single brake command satisfies the lateral control time criterion. Regarding the longitudinal control time, based on the current position of the target, the closest point between the target and the host vehicle does not pass through the first line. The longitudinal control time criterion is not met. The lateral control time criterion is met, but the longitudinal control time criterion is not met. The control unit 105 does not send (e.g., holds or pauses) either the warning signal or the brake command.

[0172] Figure 12B A diagram illustrating a method of applying the method and apparatus for controlling a vehicle according to an embodiment of the present disclosure to a collision situation 5 . Figure 12A A diagram illustrating a method of applying the method and apparatus for controlling a vehicle according to an embodiment of the present disclosure to a collision situation 5 .

[0173] First, the control unit 105 determines a horizontal direction control time and a vertical direction control time. The calculation results are as follows: Figure 12B Explanatory.

[0174] Next, the control unit 105 determines that the collision overlap is 20%, and determines that the collision condition is 5.

[0175] Third, the control unit 105 determines the secondary horizontal direction control time and the secondary vertical direction control time. Figure 10A Explanatory.

[0176] Fourth, the control unit 105 determines whether the horizontal direction control time standard and the vertical direction control time standard are met. Figure 10B and Figure 13A The same as in .

[0177] With respect to the lateral control time, based on the current position of the target, the target front boundary does not pass the first line. The lateral control time criterion is not satisfied. With respect to the final control time, based on the current position of the target, the closest point between the target and the host vehicle does not pass the first line. The longitudinal control time criterion is not satisfied. Both the lateral control time criterion and the longitudinal control time criterion are not satisfied. The control unit 105 does not send any of the warning signal and the brake command.

[0178] Figure 13B A diagram for illustrating a method of applying the method and apparatus for controlling a vehicle according to one embodiment of the disclosure to the collision case 6. Figure 13A A diagram for illustrating a method of applying the method and apparatus for controlling a vehicle according to one embodiment of the disclosure to the collision case 6.

[0179] First, the control unit 105 determines the primary lateral control time and the primary longitudinal control time. The calculation results are as illustrated in Figure 13B

[0180] Second, the control unit 105 determines that the collision overlap degree is 100%, and determines that the collision case is 6.

[0181] Third, the control unit 105 determines the secondary lateral control time and the secondary longitudinal control time. The calculation results are as illustrated in Figure 10A

[0182] Fourth, the control unit 105 determines whether the lateral control time criterion and the longitudinal control time criterion are satisfied. The basic determination method is the same as in Figure 10B and Figure 14

[0183] With respect to the lateral control time, based on the current position of the target, the target front boundary does not pass the first line. The lateral control time criterion is not satisfied. With respect to the longitudinal control time, based on the current position of the target, the closest point between the target and the host vehicle does not pass the first line. The longitudinal control time criterion is not satisfied. Both the lateral control time criterion and the longitudinal control time criterion are not satisfied. The control unit 105 does not send any of the warning signal and the brake command.

[0184] Figure 2 A block diagram of an example computing device that can be used to implement a method or apparatus according to an embodiment of the disclosure is schematically illustrated.

[0185] ​​​The computing device 140 can include some or all of a memory 1400, a processor 1420, a storage 1440, an input and output (I / O) interface 1460, and a communication interface 1480. The computing device 140 can be a stationary computing device such as a desktop computer, a server, or an AI accelerator, or a mobile computing device such as a laptop computer or a smartphone.

[0186] The memory 1400 can store programs that allow the processor 1420 to perform methods or operations according to various embodiments of the disclosure. For example, the programs can include a plurality of instructions executable by the processor 1420. Accordingly, ​ The described methods can be performed by a plurality of instructions executable by the processor 1420.

[0187] The memory 1400 can be a single memory or a plurality of memories. In this case, information required to perform methods or operations according to various embodiments of the disclosure can be stored in a single memory, or divided and stored in a plurality of memories. When the memory 1400 is configured by a plurality of memories, the plurality of memories can be physically separated.

[0188] The memory 1400 can include at least one of a volatile memory and a non-volatile memory. The volatile memory includes a static random access memory (SRAM), a dynamic random access memory (DRAM), and the like, and the non-volatile memory includes a flash memory.

[0189] The processor 1420 can include at least one core capable of executing at least one instruction. The processor 1420 can execute instructions stored in the memory 1400. The processor 1420 can be a single processor or a plurality of processors.

[0190] The storage 1440 maintains stored data even if power supplied to the computing device 140 is cut off. For example, the storage 1440 can include a non-volatile memory, or can include a storage medium such as a magnetic tape, an optical disc, or a magnetic disc.

[0191] The programs stored in the storage 1440 can be loaded into the memory 1400 before being executed by the processor 1420. The storage 1440 can store files created in a programming language, and programs created from the files by a compiler or the like can be loaded into the memory 1400. The storage 1440 can store data to be processed by the processor 1420 and / or data processed by the processor 1420.

[0192] The I / O interface 1460 can provide an interface with an input device such as a keyboard or a mouse, and / or an output device such as a display device or a printer. A user can trigger execution of a program in the processor 1420 through the input device and / or check a processing result of the processor 1420 through the output device.

[0193] The communication interface 1480 can provide access to an external network. For example, the computing device 140 can communicate with another device via the communication interface 1480.

[0194] At least some of the components described in the exemplary embodiments of the present disclosure can be implemented by hardware elements including at least one of a digital signal processor (DSP), a processor, a controller, an application-specific IC (ASIC), a programmable logic device (FPGA, etc.), and other electronic devices or combinations thereof. Also, at least some of the components described in the exemplary embodiments of the present disclosure can be implemented as software and stored in a recording medium. At least some of the components, functions, and processes described in the exemplary embodiments of the present disclosure can be implemented by a combination of hardware and software.

[0195] The method according to the exemplary embodiments of the present disclosure can be written as a program that can be executed on a computer and can also be implemented on various recording media such as a magnetic storage medium, an optical readout medium, a digital storage medium.

[0196] Implementations of the various techniques described herein can be implemented as digital electronic circuitry, or as computer hardware, firmware, software, or combinations thereof. Implementations can be implemented as a computer program product, i.e., a computer program tangibly embodied in an information carrier, e.g., in a machine -readable storage device (computer-readable medium) or in a propagated signal, for execution by, or to control the operation of, data processing apparatus, e.g., a programmable processor, a computer, or multiple computers.

[0197] An embodiment of the present disclosure provides a vehicle control method performed in a system for preventing a collision, the vehicle control method including: identifying a target approaching in a lateral direction of a vehicle; calculating a first lateral control time point based on a current position of the target; calculating a collision overlap degree and determining a collision situation based on the first lateral control time point; calculating a second lateral control time point based on the collision situation; and adjusting a travel speed of the vehicle based on the second lateral control time point.

[0198] Another embodiment of the present disclosure provides a vehicle control apparatus including: a detection sensor; a control unit; and a speed control unit, wherein the control unit identifies a target approaching in a lateral direction of a vehicle; calculates a first lateral control time point based on a current position of the target; calculates a collision overlap degree and determines a collision situation based on the first lateral control time point; calculates a second lateral control time point based on the collision situation; and adjusts a travel speed of the vehicle based on the second lateral control time point.

[0199] According to one embodiment of the present disclosure, a control time point based on a lateral physical value is additionally calculated, and used as a criterion for determining whether to perform control and a control type. This has the effect of improving collision avoidance accuracy.

[0200] According to one embodiment of the present disclosure, collision cases are classified into six types, and a control time point is calculated for each case, thereby preventing miscontrol and improving collision avoidance accuracy.

[0201] According to one embodiment of the present disclosure, whether to perform control and a control type are determined by considering not only a current position of a target but also a predicted future collision position, thereby improving collision avoidance accuracy.

[0202] According to one embodiment of the present disclosure, in a case where a certain criterion is satisfied, the case is determined as a collision case 4 (clear path case) in which a target and the host vehicle do not collide and the host vehicle passes behind the target, and a longitudinal control time point is delayed. Thus, miscontrol caused by a sensor error can be prevented and collision avoidance accuracy can be improved.

[0203] According to one embodiment of the present disclosure, in a case where a certain criterion is satisfied, the case is determined as a collision case 5 (sudden stop case) in which a target stops before the host vehicle enters a path, and a lateral control time point and a longitudinal control time point are delayed. Thus, sensitive control and miscontrol caused by a sensor error can be prevented and collision avoidance accuracy can be improved.

[0204] According to one embodiment of the present disclosure, in a case where a certain criterion is satisfied, the case is determined as a collision case 6 (merging case) in which a target merges into a path of the host vehicle, and a lateral control time point and a longitudinal control time point are delayed. Thus, sensitive control and miscontrol caused by a sensor error can be prevented and collision avoidance accuracy can be improved.

[0205] Advantageous effects of the present disclosure are not limited to what has been described so far; other advantageous effects of the present disclosure which have not been mentioned so far will be understood clearly by those skilled in the art from the description given below.

[0206] While this specification includes many specifics, these should not be construed as limitations on any invention or patentable scope. Such specific details yield to obvious alternatives in accordance with the description and claims below. Certain features described herein in the context of individual embodiments can be combined with each other in single embodiments. Conversely, various features described in the context of a single embodiment can also be implemented in multiple embodiments separately or in any suitable sub-combination. Moreover, although features can be described above in the context of particular combinations, in some instances, one or more features from a particular combination can be excluded from that combination, and the combination can be modified to be a sub-combination or a variation of the original combination.

[0207] The embodiments of the present application disclosed herein and in the drawings are shown by way of illustration only and not intended as limitations on the scope of the application. Other modifications utilizing the spirit and principles of the application disclosed herein will be apparent to persons skilled in the art upon reading this description.

[0208] The scope of protection of the embodiments of this document should be limited solely by the claims that follow, and the full intent and scope of the inventor's application should be interpreted by the terms of those claims. All technical and scientific terms used herein are intended to have the same meaning as commonly understood by one of ordinary skill in the art unless specifically defined to the contrary.

Claims

1. A vehicle control method performed by a device of a vehicle, the vehicle control method comprising the steps of: identifying a target approaching in a lateral direction of the vehicle; determining a first lateral control time based on a current position of the target; determining a collision overlap degree based on the first lateral control time, wherein the collision overlap degree indicates a proportion at which a lateral width of the vehicle is expected to overlap with a longitudinal width of the target; determining a second lateral control time based on the collision overlap degree; and adjusting a travel speed of the vehicle based on the second lateral control time.

2. The vehicle control method according to claim 1, further comprising the steps of: determining a first longitudinal control time based on the current position of the target; determining a second longitudinal control time based on the collision overlap degree; and adjusting the travel speed of the vehicle based on the second longitudinal control time. The step of adjusting the travel speed of the vehicle includes:

3. The vehicle control method according to claim 2, wherein determining whether a lateral control time threshold and a longitudinal control time threshold are satisfied based on the second lateral control time and the second longitudinal control time; and suspending transmission of at least one of a warning signal and a brake command based on at least one of the lateral control time threshold and the longitudinal control time threshold not being satisfied. The step of adjusting the travel speed of the vehicle includes:

4. The vehicle control method according to claim 2, wherein determining whether a lateral control time threshold and a longitudinal control time threshold are satisfied based on the second lateral control time and the second longitudinal control time; and transmitting a warning signal based on at least one of the lateral control time threshold and the longitudinal control time threshold being satisfied. The step of adjusting the travel speed of the vehicle includes:

5. The vehicle control method according to claim 2, wherein determining whether a lateral control time threshold and a longitudinal control time threshold are satisfied based on the second lateral control time and the second longitudinal control time; and transmitting a first brake command based on at least one of the lateral control time threshold and the longitudinal control time threshold being satisfied. The step of adjusting the travel speed of the vehicle includes:

6. The vehicle control method according to claim 2, wherein determining whether a lateral control time threshold and a longitudinal control time threshold are satisfied based on the second lateral control time and the second longitudinal control time; and transmitting a second brake command based on at least one of the lateral control time threshold and the longitudinal control time threshold being satisfied. The step of determining whether the lateral control time threshold and the longitudinal control time threshold are satisfied includes at least one of:

7. The vehicle control method according to claim 4, wherein: determining that the lateral control time threshold is satisfied based on the current position of the target indicating that a leading edge of the target has passed a reference line; and determining that the longitudinal control time threshold is satisfied based on the current position of the target indicating that a closest point on the target to the vehicle has passed the reference line. The step of determining whether the lateral control time threshold and the longitudinal control time threshold are satisfied includes at least one of:

8. The vehicle control method according to claim 5, wherein determining that the lateral control time threshold is satisfied based on the current position of the target indicating that a leading edge of the target has passed a reference line; and determining that the longitudinal control time threshold is satisfied based on the current position of the target indicating that a closest point on the target to the vehicle has passed the reference line. determining that the longitudinal control time threshold is satisfied based on the current position of the target indicating that the closest point on the target to the vehicle has passed a reference line.

9. The vehicle control method according to claim 6, wherein The step of determining whether the lateral control time threshold and the longitudinal control time threshold are satisfied includes at least one of: determining that the lateral control time threshold is satisfied based on the current position of the target indicating that a leading edge of the target has passed a reference line; and determining that the longitudinal control time threshold is satisfied based on the current position of the target indicating that the closest point on the target to the vehicle has passed a reference line.

10. A vehicle control device comprising: a sensor; a controller; and a speed controller, wherein the controller is configured to: identify, via the sensor, a target approaching in a lateral direction of the vehicle; determine a first lateral control time based on a current position of the target; determine a collision overlap degree based on the first lateral control time, wherein the collision overlap degree indicates a proportion of a lateral width of the vehicle that is expected to overlap a longitudinal width of the target; determine a second lateral control time based on the collision overlap degree; and adjust, via the speed controller, a travel speed of the vehicle based on the second lateral control time. The controller is further configured to: determine a first longitudinal control time based on the current position of the target; 11. The vehicle control device according to claim 10, wherein determine a second longitudinal control time based on the collision overlap degree; and adjust, via the speed controller, the travel speed of the vehicle based on the second longitudinal control time. The controller is configured to adjust the travel speed of the vehicle by: determining whether a lateral control time threshold and a longitudinal control time threshold are satisfied based on the second lateral control time and the second longitudinal control time; and 12. The vehicle control device according to claim 11, wherein suspending transmission of at least one of a warning signal and a braking command based on at least one of the lateral control time threshold and the longitudinal control time threshold not being satisfied. The controller is configured to adjust the travel speed of the vehicle by: determining whether a lateral control time threshold and a longitudinal control time threshold are satisfied based on the second lateral control time and the second longitudinal control time; and transmitting a warning signal based on at least one of the lateral control time threshold and the longitudinal control time threshold being satisfied.

13. The vehicle control device according to claim 11, wherein The controller is configured to adjust the travel speed of the vehicle by: determining whether a lateral control time threshold and a longitudinal control time threshold are satisfied based on the second lateral control time and the second longitudinal control time; and transmitting a first braking command based on at least one of the lateral control time threshold and the longitudinal control time threshold being satisfied. The controller is configured to adjust the travel speed of the vehicle by:

14. The vehicle control device according to claim 11, wherein determining whether a lateral control time threshold and a longitudinal control time threshold are satisfied based on the second lateral control time and the second longitudinal control time; and suspending transmission of at least one of a warning signal and a braking command based on at least one of the lateral control time threshold and the longitudinal control time threshold not being satisfied. ​ ​ 15. The vehicle control device according to claim 11, wherein ​ ​ ​ sending a secondary braking command based on at least one of the lateral control time threshold and the longitudinal control time threshold being satisfied.

16. The vehicle control apparatus according to claim 13, wherein The controller is configured to determine whether the lateral control time threshold and the longitudinal control time threshold are satisfied by at least one of: determining that the lateral control time threshold is satisfied based on the current position of the target indicating that a leading edge of the target has passed a reference line; and determining that the longitudinal control time threshold is satisfied based on the current position of the target indicating that a closest point on the target to the vehicle has passed a reference line.

17. The vehicle control apparatus according to claim 14, wherein The controller is configured to determine whether the lateral control time threshold and the longitudinal control time threshold are satisfied by at least one of: determining that the lateral control time threshold is satisfied based on the current position of the target indicating that a leading edge of the target has passed a reference line; and determining that the longitudinal control time threshold is satisfied based on the current position of the target indicating that a closest point on the target to the vehicle has passed a reference line.

18. The vehicle control apparatus according to claim 15, wherein The controller is configured to determine whether the lateral control time threshold and the longitudinal control time threshold are satisfied by at least one of: determining that the lateral control time threshold is satisfied based on the current position of the target indicating that a leading edge of the target has passed a reference line; and determining that the longitudinal control time threshold is satisfied based on the current position of the target indicating that a closest point on the target to the vehicle has passed a reference line.

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