DRIVING ASSISTANCE DEVICE AND DRIVING ASSISTANCE PROCEDURES

Abstract

Driver assistance device (100) comprising: a detection unit (110) designed to detect an edge of a road, and / or a lane of the road and / or an object positioned within a certain range on the road, and also a surface of the road; a calculation unit (120) which is designed to calculate a distance from the edge, a distance from the lane, a distance from the object and a speed of the object and to calculate a time to collision (TTC) for the edge, the lane and the object, respectively, based on the calculated distances and speed; a management unit (130) trained to determine a risk level for at least one of the elements edge, lane and object and to adjust the risk level depending on the time to collision (TTC); and a control unit (140) which is designed to control a headrest and at least one of the elements display, steering system, brake and belt according to the risk level and according to the surface.

Description

CROSS-REFERENCES TO A RELATED REGISTRATION

[0001] This application claims priority over Korean patent application No. 10-2015-0107035, filed on July 29, 2015, which is hereby incorporated by reference for all purposes as if it were fully set forth herein. BACKGROUND OF THE INVENTION 1. Field of the invention

[0002] The present invention relates to a driver assistance technology that is applied to a motor vehicle. 2. Description of the state of the art

[0003] A motor vehicle is equipped with a display that indicates a specific situation to the driver, a steering system to influence the direction of travel of the motor vehicle, a brake to stop a moving motor vehicle, a headrest to support the driver's head for his comfort, and a belt to protect the driver in the event of sudden braking of the motor vehicle.

[0004] The display informs the driver of the vehicle's status; the steering system and brakes operate according to the driver's control; and the headrest and seatbelt function according to their manufactured features and the settings made by the driver before driving.

[0005] The vehicle can be exposed to various situations while driving. Although the display indicates the different conditions the vehicle is facing, in reality it is almost impossible for the driver to control the steering system and brakes, and adjust the headrest and seatbelt to suit the different situations.

[0006] DE 10 2009 009 211 A1 discloses an assistance system designed to detect the edge of a road, a lane, or an object positioned on the road, calculate the distance to these and the time until collision, determine a risk level based on this information, and control a display, the steering system, the brakes, or a seatbelt accordingly. Further driver assistance systems are disclosed in DE 10 2009 047 360A1, DE 10 2012 111 846A1, DE 10 2012 203 182 A1, and DE 10 2011 107 111 A1. SUMMARY OF THE INVENTION

[0007] Therefore, the present invention was conceived with regard to the aforementioned problems, and one object of the present invention is to provide a device and a method for controlling a display, a steering system, a brake, a headrest, and a seatbelt according to various situations to which a moving motor vehicle may be exposed. This object is achieved by a device according to claim 1 and a method according to claim 10.

[0008] In accordance with one aspect of the present invention, a driver assistance device is provided, which in particular comprises: a detection unit configured to detect an edge of a road and / or a lane of the road and / or an object positioned within a certain range on the road; a calculation unit configured to calculate a distance from the edge, a distance from the lane, a distance from the object and a speed of the object; and a

[0009] to calculate the time to impact or collision (TTC) with the edge, lane, and object, respectively, based on the calculated distances and speed; a management unit trained to determine a risk level for at least one of the elements edge, lane, and object, and to adjust the risk level depending on the time to collision (TTC); and a control unit trained to control at least one of the elements display, steering system, brake, headrest, and seatbelt according to the risk level.

[0010] In accordance with another aspect of the present invention, a driver assistance method is provided comprising: a detection operation for detecting an edge of a road and / or a lane of the road and / or an object positioned within a certain range on the road; a calculation operation for calculating a distance from the edge, a distance from the lane, a distance from the object, and a speed of the object; and for calculating a time to collision (TTC) with the edge, the lane, and the object, respectively, based on the calculated distances and speed; a management operation for setting a risk level for at least one of the elements edge, lane, and object, and for adjusting the risk level based on the TTC.and a control operation of controlling at least one of the elements display, steering system, brake, headrest and seat belt according to the highest level of the risk level;

[0011] As described above, the present invention can provide a device and a method for controlling a display, a steering system, a brake, a headrest and a belt according to different situations to which a moving motor vehicle is exposed. BRIEF DESCRIPTION OF THE DRAWING

[0012] The above and other objectives, features and advantages of the present invention will become more apparent from the following detailed description, which should be viewed in conjunction with the accompanying drawing, in which: Fig. 1 represents a structure of a driver assistance device according to an embodiment of the present invention; Fig. 2 represents an example of a situation to describe a functioning of the driver assistance device according to the embodiment of the present invention; Fig. 3 represents an example to describe the functioning of the driver assistance device according to the embodiment of the present invention; Fig. 4 represents another example of a situation to describe a functioning of the driver assistance device according to the embodiment of the present invention; Fig. 5 represents a construction of a driver assistance device according to another embodiment of the present invention; Fig. 6 is an example to describe the functioning of a track generation unit according to another embodiment of the present invention; Fig. 7 represents another example to describe the functioning of a track generation unit according to another embodiment of the present invention; Fig. 8A is an example to describe the functioning of a detection unit according to the other embodiment of the present invention; Fig. 8B is an example to describe the functioning of the detection unit according to the other embodiment of the present invention; Fig. 9A represents another example to describe a functioning of the detection unit according to the other embodiment of the present invention; Fig. 9B presents another example to describe the functioning of the detection unit according to the other embodiment of the present invention; and Fig. Figure 10 shows a flowchart that explains a driver assistance method according to an embodiment of the present invention. DETAILED DESCRIPTION OF EXAMPLE EXECUTIONS

[0013] Exemplary embodiments of the present invention are described below with reference to the accompanying drawing. When reference numerals are added to elements in each figure, the same elements are designated by the same reference numerals, even though they are shown in different figures. Furthermore, a detailed description of known functions and configurations included herein is omitted in the following description of the present invention if doing so might impair the understanding of the present invention.

[0014] Additionally, terms such as first, second, A, B, (a), (b), or the like may be used here when describing components of the present invention. These terms are used only to distinguish one structural element from other structural elements, and a property, order, sequence, or the like of a corresponding structural element is not limited by the term. It should be noted that if the description states that one component is "connected," "coupled," and "united" with another component, a third component may be "connected," "coupled," and "united" between the first and second components, even though the first component may be directly connected, coupled, or united with the second component.

[0015] Fig. Figure 1 represents a configuration of a driver assistance device according to an embodiment of the present invention.

[0016] Referring to Fig. 1. According to the embodiment of the present invention, the driver assistance device 100 may include a detection unit 110 for detecting at least one of the elements: the edge of a road, the lane of the road, and an object positioned within a certain range on the road; a calculation unit 120 for calculating the distance from the edge, the distance from the lane, the distance from the object, and the speed of the object, and for calculating a time to collision (TTC) with the edge, the lane, and the object, respectively, based on the calculated distances and speed; a management unit 130 for determining a risk level for at least one of the elements: the edge, the lane, and the object of the road, and for adjusting the risk level based on the TTC; and a control unit 140 for controlling at least one of the elements: the display, the steering system, the brake, the headrest, and the seat belt, according to the risk level.

[0017] For example, the detection unit 110 can detect the edge, the lane and the object on the road using a charge-coupled camera that uses a CCD (charge-coupled) component.

[0018] The CCD component is a sensor that converts light into electrical charges to create an image. It comprises a circuit in which multiple capacitors are connected in pairs. Each capacitor transfers accumulated electrical charges to neighboring capacitors to form an image. When a CCD chip, formed by CCDs, is exposed to light, electrons are generated according to the number of photons. Information about the number of electrons in a corresponding CCD is then restructured according to the brightness, thus generating image information on a screen.

[0019] In another example, the Detection Unit 110 can detect the edge, the lane, and the object of the road using a stereo camera equipped with two lenses to capture two images simultaneously. For easier understanding, the stereo camera can detect an object in a similar way to how humans perceive an object with their eyes to determine distance. The stereo camera can detect an object in three dimensions using lenses installed side-by-side on the left and right sides at intervals of approximately 6.5 to 7 cm, similar to the distance between human eyes (approximately 6 to 7 cm).

[0020] The object can be street furniture installed on the road, a pedestrian or cyclist crossing the road, a car driving on the road, or an object positioned on the road. The object can be detected by the 110 detection unit but is not included in a list of previously stored elements. The street furniture can be a curb fixed around the road, an exterior wall, a median strip, a guardrail, or the like.

[0021] As described above, the Detection Unit 110 can use the CCD camera or the stereo camera to detect the edge, the lane of the road, and the object positioned within a certain range on the road, but it is not limited to this. That is, the Detection Unit 110 can use any device capable of detecting the edge of a road, a lane of the road, and an object positioned within a certain range on the road.

[0022] The calculation unit 120 can calculate the distances from or the distance to the edge, the lane of the road and the object that is positioned within the specified range on the road, which are detected by the detection unit 110.

[0023] For example, the calculation unit 120 can calculate distances using distances from a known position in advance on images taken by the detection unit 110.

[0024] Furthermore, the Computing Unit 120 can detect the edge of the road, the lane, and the object positioned within a defined range at regular intervals, calculating the changing distances of these elements over a specific period. Additionally, the Computing Unit 120 can calculate the speeds of each element, each element, and can also calculate time-to-stop (TTC) values ​​for each element based on these changes in distance and speed.

[0025] The management unit 130 can determine the risk level of each of the edge, the lane of the road and the object positioned within the specified range on the road that is detected by the detection unit 110.

[0026] For example, management unit 130 can determine the risk level of the edge of the road lane and the object positioned within the specified range on the road, based on predefined risk level data per element.

[0027] In particular, if a driver's vehicle enters or crosses a lane classified as low risk, a traffic accident may occur, though it is less likely depending on the situation. Conversely, if a driver's vehicle hits a pedestrian classified as high risk, or continues moving and makes contact with the pedestrian, the pedestrian may be injured or even killed, depending on the situation. Therefore, the management unit can establish 130 higher risk levels for the lane, street furniture and objects, the edge of the road, a vehicle, and a pedestrian, in ascending order.

[0028] Furthermore, the management unit 130 can set the risk level for each element – ​​lane, street furniture and object, edge of road, vehicle and pedestrian – based on the TTCs calculated by the calculation unit 120.

[0029] For example, management unit 130 can raise the risk level based on a relationship between TTCs and predefined time zones. The time zones can be set differently for the lane, street furniture and objects, roadside, vehicle, and pedestrian based on experimental data.

[0030] The control unit 140 can control at least one element (display, steering system, brake, headrest and seat belt) present in the driver's vehicle, according to the risk level provided by the management unit 130.

[0031] For example, if the management unit 130 manages the risk levels in four stages, the control unit 140 can operate the display at risk level 1, which is the lowest risk level; control one or more display and steering system elements at the next level, which is risk level 2; control one or more display, steering system, and brake elements at risk level 3; and control one or more display, steering system, brake, headrest, and seatbelt elements at risk level 4, which is the highest risk level.

[0032] In another example, in a state where the management unit 130 sets the risk levels of the lane, street furniture, object, road edge, vehicle, and pedestrian to risk level 1, risk level 2, risk level 3, risk level 4, and risk level 4 respectively, the detection unit 110 can detect the lane, street furniture, object, road edge, vehicle, and pedestrian; the control unit can control the display according to risk level 4, which is the highest risk level, to give a message to the driver; control the steering system at risk level 4 to avoid a collision with the pedestrian; control the brakes according to risk level 4 to avoid a collision with the pedestrian; and control the headrest and seat adjustment so that the driver receives a lesser shock.

[0033] The previously mentioned control operations of control unit 140 are illustrative examples, without being limited to them.

[0034] Fig. Figure 2 represents an example of a situation to describe the functioning of the driver assistance device according to the embodiment of the present invention. Fig. Figure 3 provides an example to describe the functioning of the driver assistance device according to the embodiment of the present invention and Fig. Figure 4 presents another example of a situation to describe a functioning of the driver assistance device according to the embodiment of the present invention.

[0035] Fig. Figure 2 depicts a situation in which a driver's vehicle 210 is traveling on a two-lane road that includes a road edge 220, which is a transverse boundary (perpendicular to the longitudinal direction in which the driver's vehicle is traveling), lanes 230, and a median strip 240 as road furniture. Additionally, rubber cones 260 to 265 are positioned in a second lane of the road for repair work or the like, a pedestrian 250 is attempting to cross the road, and another vehicle 270 is traveling in a first lane of the road.

[0036] Referring to Fig. 3 in the situation of Fig. 2 The detection unit of the driver assistance device according to the embodiment of the present invention can detect at least one of the elements edge 220 of the road, lanes 230 of the road and objects 240, 250, 260 to 265 and 270 that are arranged within a certain range of the road (S300).

[0037] When the detection unit performs operation S300, the computation unit can calculate a distance and speed in relation to at least one of the elements edge 220 of the road, lanes 230 of the road and objects 240, 250, 260 to 265 and 270 that are located within a certain area of ​​the road and are detected in S300 (S310) and can calculate the time to collision TTC based on the calculated distance, speed and the speed of the vehicle 210 of the driver (S320).

[0038] Further referring to Fig. 4. If the detection unit detects the other vehicle 270 as an object during operation S300, the computation unit can calculate the distance to the other vehicle 270 at regular intervals in operation S310 and can calculate the speed (V3) of the other vehicle 270 based on a change in the distance to the other vehicle 270 over a specified time period. Furthermore, the computation unit can calculate the TTC (T3) with the other vehicle 270 based on the distance (L3) to the other vehicle 270 and the speed (V3) of the other vehicle 270 calculated in operation S310, and the speed (V1) of the driver of vehicle 210 according to equation 1. T3=L3 / (V3−V1)

[0039] If the time until the collision TTC with the other vehicle 270 is calculated using equation 1, the respective times until the collision with the edge 220 of the road, the lanes 230, the median strip 240 as street furniture, the pedestrian 250 and the rubber cones 260 to 265 can be calculated.

[0040] Since the driver's vehicle 210, including the driver assistance device, is in motion according to the embodiment of the present invention, it can be difficult to calculate the change in distance to the other vehicle 270 for a specific period of time. However, the change in distance can first be calculated not based on the other vehicle 270 in motion, but based on at least one of the stationary road elements, including the median strip 240, the lanes 230, the edge 220, and the rubber cones 260 to 265. This allows not only the change in distance to the other vehicle 270 in motion but also the change in distance to the pedestrian 250 to be calculated for a specific period of time.

[0041] As described above, if the respective times until collision (TTCs) with the edge 220, the lanes 230 of the road and the objects 240, 250, 260 to 265 and 270 that are positioned within a certain range on the road are calculated in operation S320, the management unit can determine the respective risk levels of the edge 220, the lanes 230 of the road and the objects 240, 250, 260 to 265 and 270 that are arranged within the certain range on the road and can adjust the risk levels of the edge 220, the lanes 230 of the road and the objects 240, 250, 260, to 265 and 270 that are positioned within the certain range on the road by also applying the times until collision (TTCs) calculated in operation S320 (S330).

[0042] Risk levels can be determined based on data collected from outcomes when the driver's vehicle (210) moves to touch an object or continues moving. Specifically, if the driver's vehicle (210) enters a lane or crosses lane 230, a traffic accident is less likely to occur, and therefore lane 230 can be classified as a low-risk level. Conversely, if the driver's vehicle (210) touches or moves to hit pedestrian 250, pedestrian 250 may be injured or even killed, depending on the circumstances, and therefore pedestrian 250 can be classified as a high-risk level.

[0043] The management unit can also set the risk levels of the edge 220, the lanes 230 of the road and the objects 240, 250, 260 to 265 and 270 that are positioned within a certain range on the road, based on a relationship between the times to collision (TTCs) calculated in S320 and specified time zones.

[0044] For example, if time zones (T1, T2, T3) exist such that 0 s ≤ T1 < 1 s, 1 s ≤ T2 < 3 s, and 3 s ≤ T3, the management unit can increase the risk level of a target by two levels if the time to collision (TTC) calculated in operation S320 equals T1, and can increase the target's risk level by one level if the time to collision (TTC) equals T2. Here, time zones and the number of levels increased in each time zone can be set differently for the edge 220, the lanes 230 of the road, and the objects 240, 250, 260 to 265, and 270 positioned within a certain range on the road.

[0045] If, as described above, the risk levels of the edge 220, the lanes 230 of the road and the objects 240, 250, 260 to 265 and 270 positioned within the specified range on the road are determined, the control unit can control one or more elements (display, steering system, brake, headrest and seat belt) included in the driver's vehicle 210 according to the specified risk levels S340.

[0046] The control unit can, for example, control the display to provide a message to the driver, control the steering system or the brake to prevent a collision with one or more elements edge 220, lanes 230 of the road and objects 240, 250, 260 to 265 and 270 that are arranged on the road within the specified range, and control the headrest and the belt so that the driver receives a lesser effect.

[0047] Fig. Figure 5 shows a configuration of a driver assistance device according to another embodiment of the present invention.

[0048] Referring to Fig. 5. According to the other embodiment of the present invention, the driving assistance device may also include a route generation unit 510 in addition to the detection unit 110, the calculation unit 120, the management unit 130 and the control unit 140, which are included in the driving assistance device 100 according to the embodiment of the present invention.

[0049] The route generation unit 510 can generate a route based on at least one of the distances to the edge, the lane, the object, and the object's speed, calculated by the computation unit 120. If no route is generated based on a road condition, the route generation unit 510 can generate a route based on at least one of the distances to the edge, the lane, the object, and the object's speed, calculated by the computation unit 120, taking into account the risk levels managed by the management unit 130.

[0050] If, in a situation where, for example, the management unit 130 manages the risk level of a pedestrian as one of the objects at risk level 4 and manages a lane, a piece of street furniture, a vehicle, and an object other than the pedestrian at risk levels 1 to 3, the route generation unit 510 is unable to generate a route that satisfies the distance from the edge, the distance from the lane, the distance from the object, and the object's speed calculated by the computation unit, the route generation unit 510 can generate a route that focuses on a distance and speed relative to the pedestrian as the highest risk level.

[0051] The control unit 140 can control the steering system and the brake enclosed in the driver's vehicle so that it travels according to the path generated by the path generation unit 510.

[0052] The Fig. 6 and Fig. Figure 7 presents one example and another example to describe an operation of the track generation unit according to the other embodiment of the invention.

[0053] Referring to the Fig. 6 and Fig. 7. The route generation unit can generate a route 610 based on at least one of the elements: distance to the edge 220, distance to the lanes 230, distance to the median strip 240 as one of the objects, the distance to the rubber cones 260 to 265 as one of the objects, the distance to the other vehicle 270 as one of the objects, and the speed of the other vehicle 270, which are calculated by the calculation unit.

[0054] If a collision with the other vehicle 270 is likely to occur when the driver's vehicle 210 changes lanes to a first lane, the path generation unit might not generate a path. For example, the path generation unit might anticipate the collision based on data regarding the difference between the speed of the other vehicle 270 and the speed of the driver's vehicle 210, and the distance to the other vehicle 270. The data can be characterized such that the probability of a collision with the other vehicle 270 increases with a larger difference between the speed of the other vehicle 270 and the speed of the driver's vehicle 210, and with a shorter distance to the other vehicle 270.

[0055] If, meanwhile, as in Fig. As shown in Figure 7, if a gap between rubber cones 260a, 261a, 262a, 263a, 264a and 265a is larger than the width of the driver's vehicle 210, the route generation unit can generate routes 610 and 710, which can cause a problem in that the driver's vehicle 210 travels along the generated route 710.

[0056] To avoid the occurrence of such a problem, the detection unit, according to the other embodiment of the present invention, can detect the same objects as a group. Thus, the functioning of the detection unit according to the other embodiment of the present invention is further described with reference to an example and another example contained in the Fig. 8A and Fig. 8B are shown and described.

[0057] If, as in Fig. As shown in 8A, if the number of identical objects, which are rubber cones 260a, 261a, 262a, 263a, 264a and 265a, corresponds to or exceeds a specified threshold, the objects can be detected as a group 810.

[0058] Therefore, the route generation unit can only generate route 610.

[0059] As in Fig. As shown in 8B, the detection unit can alternatively be a group 810b that detects an area including a track 231 adjacent to a rubber cone 265b as an object positioned within a short range of the driver's vehicle 210, and rubber cones 260b, 261b, 262b, 263b, 264b and 265b as the same object, and although the distances 820b, 821b, 822b and 823b between the adjacent tracks 231 and the rubber cones (objects) decrease (for example from 821b to 822b and 823b), the transverse length (width) of the area can be maintained for a predetermined length in the longitudinal direction 830.

[0060] Thus, even though multiple repair sections are planned and rubber cones are installed in each repair section, the detection unit can precisely separate and detect areas within each repair section. This allows the path generation unit to create a path 610 that is consistently maintained. Therefore, the driver's vehicle 210, moving along path 610, can proceed safely.

[0061] Although the Fig. 6 to 8B represent a rubber cone as an object; any object of a certain height or greater can be represented without being limited to that.

[0062] The Fig. 9A and Fig. Figures 9B and 9B represent one example and another example to describe an operation of the detection unit according to the embodiment of the present invention.

[0063] Referring to Fig. 9A can detect the detection unit that detects the front of the driver's vehicle, the lane 230 of the road, the median strip 240 as an object, the pedestrian 250, the rubber cones 260, 261, 262, 263, 264 and 265 and the other vehicle 270.

[0064] In the situation after Fig. 9A can be the detection unit according to the embodiment of the present invention, as shown in Fig. Figure 9B shows a lane 910 of the road, a median strip 920, a pedestrian 930, rubber cones 940, 941, 942, 943, 944 and 945, and another vehicle 950 as a detection area. Thus, the detection unit does not include information regarding colors and shapes and can therefore use less memory, and the processing unit can consume less time calculating distance and speed.

[0065] Additionally, the detection unit can also detect the type of road the driver's vehicle is traveling on. For example, if the road surface is detected as smooth, the detection unit can determine that the road is paved. If the road surface is detected as uneven, the detection unit can determine that the road is unpaved. The control unit can then control at least one of the vehicle's components—display, steering system, brakes, headrest, and seatbelt—according to the road type detected by the unit. For example, if the detection unit detects an unpaved road, the control unit can adjust the display to indicate this to the driver and adjust the steering system to avoid abrupt changes in direction.Furthermore, the control unit can control the brakes so that the wheels on both sides have the same speed and can control the headrest and the seatbelt so that the driver feels less impact.

[0066] The following briefly describes a driver assistance procedure that uses a driver assistance device that refers to the Fig. 1, Fig. 2, Fig. 3, Fig. 4, Fig. 5, Fig. 6, Fig. 7, Fig. 8, Fig. 9 to Fig. The functionality described in section 10 is briefly described.

[0067] Fig. Figure 10 is a flowchart illustrating the driver assistance procedure according to an embodiment of the present invention.

[0068] Referring to Fig. 10 The driver assistance method according to the embodiment of the present invention may include: a detection operation (S1000) of detecting at least one of the elements edge of a road, lane of the road and an object that is located within a certain range on the road; a calculation operation (S1010) of calculating the distance from the edge, the distance from the lane, the distance from the object and the speed of the object and of calculating a time to impact (TTC) with the edge, the lane and the object based on the calculated distances and speed; a management operation (S1020) of setting a risk level for at least one of the elements edge, lane and object of the road and of adjusting the risk level based on the TTC; and a control operation (S1030) of controlling at least one of the elements display, steering system, brake, headrest and seat belt according to the risk level.

[0069] For example, the detection operation (S1000) can detect the edge, the lane and the object on the road using a CCD camera that uses a charge-coupled device.

[0070] The CCD device is a sensor that converts light into electrical charges to create an image. It comprises a circuit in which multiple capacitors are connected in pairs. Each capacitor transfers accumulated electrical charges to neighboring capacitors to form an image. When a CCD chip, composed of CCD components, is exposed to light, electrons are generated according to the number of photons. This information about the number of electrons is then reorganized in a corresponding CCD component according to the brightness, thus generating image information that forms a screen.

[0071] As another example, the detection operation (S1000) can detect the edge, lane, and object of the road using a stereo camera equipped with two lenses to capture two images simultaneously. For easier understanding, the stereo camera can detect an object in a similar way to how humans perceive an object with their eyes to determine distance. The stereo camera can detect an object in three dimensions using lenses installed side-by-side on the left and right sides at intervals of approximately 6.5 to 7 cm, similar to the distance between human eyes (approximately 6 to 7 cm).

[0072] The object can be street furniture installed on the road, a pedestrian or cyclist crossing the road, a car driving on the road, or an object positioned on the road. The object can be detected by the detection operation (S1000), but is not included in a list of previously stored items.

[0073] As described above, the detection operation (S1000) can use the CCD camera or the stereo camera to detect the edge, the lane of the road, and the object positioned within a certain range on the road, but it is not limited to this. That is, the detection operation (S1000) can use any device capable of detecting the edge of a road, a lane of the road, and an object positioned within a certain range on the road.

[0074] The calculation operation (S1010) can calculate the distances from the edge, the lane of the road and the object positioned within the specified range on the road, which are detected by the detection operation (S1000).

[0075] For example, the computation operation (S1010) can calculate distances using distances from a known position in advance on images taken by the detection operation S1000.

[0076] Furthermore, the computation operation (S1010) can detect the road edge, the lane, and the object positioned within a specified range at regular intervals, calculating the changing distances of the road edge, the lane, and the object positioned within a specified range over a given period. Additionally, the computation operation (S1010) can calculate the velocities of the road edge, the lane, and the object positioned within a specified range, and can also calculate TTCs (Time-to-Closest Points) for each of these elements based on the changed distances and velocities.

[0077] The management operation (S1020) can determine the risk level of the edge, lane of the road and the object positioned within the specified range on the road that are detected by the detection operation (S1000).

[0078] For example, the management operation (S1020) can determine the risk level of the edge of the road lane and the object positioned within the specified range on the road, based on predefined risk level data per element.

[0079] In particular, if a driver's vehicle enters or crosses a lane classified as having a low risk level, a traffic accident may occur, though this is less likely depending on the situation. Conversely, if a driver's vehicle hits a pedestrian classified as having a high risk level, or continues moving and makes contact with the pedestrian, the pedestrian may be injured or even die, depending on the situation. Thus, the management operation (S1020) can assign higher risk levels to the lane, street furniture and objects, the edge of the road, a vehicle, and a pedestrian, in ascending order.

[0080] Furthermore, the management operation (S1020) can set the risk level for each element – ​​lane, street furniture and object, edge of road, vehicle and pedestrian – based on the TTCs calculated by the calculation operation (S1010).

[0081] For example, the management operation (S1020) can raise the risk level based on a relationship between TTCs and predefined time zones. The time zones can be set differently for the lane, street furniture and objects, road edge, vehicle, and pedestrian based on experimental data.

[0082] The control operation (S1030) can control at least one element (display, steering system, brake, headrest and seat belt) present in the driver's vehicle, according to the risk level provided by the management operation (S1020).

[0083] For example, if the management operation (S30) manages the risk levels in four stages, the control operation (S40) can actuate the display at risk level 1, which is the lowest risk level; control one or more elements of the display and steering system at the next level, which is risk level 2; control one or more elements of the display, steering system and brake at risk level 3; and control one or more elements of the display, steering system, brake, headrest and seatbelt at risk level 4, which is the highest risk level.

[0084] In another example, in a state where the management operation (S1020) sets the risk levels of the lane, street furniture, object, road edge, vehicle, and pedestrian to risk level 1, risk level 2, risk level 3, risk level 4, and risk level 4 respectively, the detection operation (S1000) can detect the lane, street furniture, object, road edge, vehicle, and pedestrian; the control operation (S1030) can control the display according to risk level 4, which is the highest risk level, to give a message to the driver; control the steering system at risk level 4 to avoid a collision with the pedestrian; control the brakes according to risk level 4 to avoid a collision with the pedestrian; and control the headrest and seat adjustment so that the driver receives a lesser shock.

[0085] A driver assistance method according to another embodiment of the present invention can also include an operation of generating a driving path based on at least one of the elements distance from the edge, distance from the lane, distance from the object and speed of the object, and thus the control operation can control the steering system and the brake so that the vehicle moves according to the generated driving route.

[0086] If, in the driver assistance procedure according to the other embodiment of the present invention, a predetermined threshold number of identical objects or greater is detected for identical objects, the detection operation can detect the same objects as a group.

[0087] In addition, the driver assistance methods of the present invention can perform all operations that are not possible with respect to the driver assistance devices of the present invention. Fig. 1 to 9B are described.

[0088] Even if all the elements constituting an embodiment of the present invention have been described above as if they are combined in a single unit or are combined to be operated as a single unit, the present invention is not necessarily limited to such an embodiment. That is to say, at least two elements of all structural elements can be selectively connected and operate without departing from the scope of the present invention. Although a preferred embodiment of the present invention has been described for illustrative purposes, it is obvious to the person skilled in the art that various modifications, additions, and substitutions are possible without departing from the scope and spirit of the invention as disclosed in the appended claims.The scope of the present invention shall be interpreted on the basis of the accompanying claims in such a way that all technical ideas contained within the scope equivalent to the claims shall be included in the present invention.

Claims

Driving assistance device (100) comprising: a detection unit (110) configured to detect an edge of a road, and / or a lane of the road, and / or an object positioned within a certain range on the road, and also a surface of the road; a calculation unit (120) configured to calculate a distance from the edge, a distance from the lane, a distance from the object, and a speed of the object, and to calculate a time to collision (TTC) with the edge, the lane, and the object, respectively, based on the calculated distances and speeds; a management unit (130) configured to establish a risk level for at least one of the elements edge, lane, and object, and to adjust the risk level depending on the time to collision (TTC);and a control unit (140) configured to control a headrest and at least one of the elements display, steering system, brake and belt according to the risk level and according to the surface. Driving assistance device (100) according to claim 1, wherein the object comprises street furniture, a pedestrian, a vehicle and a thing, and the management unit (130) sets higher risk levels for the lane of the road, the street furniture and thing, the edge of the road, the vehicle and the pedestrian in ascending order. Driver assistance device (100) according to claim 1 or claim 2, wherein the management unit 130 increases the risk level based on a relationship between the time to collision and predetermined time zones. A driver assistance device (100) according to one of claims 1 to 3, wherein the management unit (130) manages the risk level in four classes and the control unit (140) actuates the display at risk level 1, which is the lowest risk level; controls one or more of the display and steering system elements at the next level, which is risk level 2; controls one or more of the display, steering system and brake elements at risk level 3; and controls a headrest and one or more of the display, steering system, brake and seat belt elements at risk level 4, which is the highest risk level. Driving assistance device (100) according to one of claims 1 to 4, further comprising a path generation unit (510) configured to generate a path based on at least one of the distances from the edge, from the lane, from the object and the speed of the object, wherein the control unit (140) controls the steering system and the brake in such a way that the path is maintained. Driving assistance device according to claim 5, wherein, when a predetermined threshold number of the same objects or more is detected, the detection unit 110 detects the same objects as a group. Driving assistance device according to claim 5 or claim 6, wherein the detection unit (110) as a group detects an area including a lane adjacent to an object positioned within a short range, and when a predetermined threshold number of the same objects or more is detected, and although the distance between the adjacent lane and the objects decreases, the width of the area is maintained for a certain distance. Driving assistance device (100) according to one of claims 1 to 7, wherein the detection unit (110) detects at least one of the elements edge, lane and object as a detection area. Driving assistance device (100) according to one of claims 1 to 8, wherein the control unit (140) controls at least one of the elements display, steering system, brake, headrest and belt according to a highest level of the risk level. Driver assistance procedure comprising: a detection operation of detecting at least one edge of a road and / or a lane of the road and / or an object positioned within a certain range on the road, and also a surface of the road; a computation operation of calculating a distance from the edge, a distance from the lane, a distance from the object and a speed of the object and of calculating a time to collision (TTC) with each of the edge, the lane and the object, based on the calculated distances and the speed; a management operation of setting a risk level for at least one of the elements edge, lane and object and of setting the risk level based on the time to collision (TTC);and a control operation of controlling a headrest and at least one of the elements display, steering system, brake and belt according to a highest level of risk levels and according to the surface; Driver assistance method according to claim 10, wherein the management operation increases the risk level based on a relationship between the time to collision and predetermined time zones. Driving assistance method according to claim 10 or claim 11, furthermore an operation of generating a driving path based on at least one of the distance from the edge, the distance from the lane, the distance from the object and the speed of the object, wherein the control operation controls the steering system and the brake such that the vehicle moves according to the driving path. Driving assistance method according to one of claims 10 to 12, wherein, when a predetermined threshold number of the same objects or more is detected, the detection operation detects the same objects as a group.

Images