VEHICLE AND METHOD FOR CONTROLLING THE SAME

Abstract

Vehicle (1), comprising: a recording device (350) configured to detect a parking line (PL) in which the vehicle (1) is parked; a sensor (200) configured to detect an obstacle on at least one of a front side and a rear side of the vehicle (1) and to detect a target vehicle (2) approaching from a rear lateral side of the vehicle (1); and a controller (100) configured to determine a driving style of the vehicle (1) based on parking line information acquired by the recording device (350), the acquired obstacle information, and the acquired target vehicle information, determine a collision risk area of ​​the vehicle (1) based on the driving style, and determine an expected collision area between the vehicle (1) and the target vehicle (2) within the collision risk area based on driving information of the vehicle and driving information of the target vehicle (2), in order to change the driving control amount of the vehicle (1) based on the expected collision area, wherein the controller (100) is configured to determine the collision risk area of ​​the vehicle (1) based on a steering angle of the vehicle, which varies based on the driving style of the vehicle (1), and a driving path of the target vehicle (2) approaching from the rear lateral side of the vehicle (1).

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a vehicle and a method for controlling the same, and more particularly to a technology for performing collision avoidance control when a parked vehicle leaves a parking space while traveling parallel to another vehicle approaching on a side lane, and a method for controlling the vehicle. BACKGROUND

[0002] Generally, vehicles are driven on roads or railway tracks to transport people or goods to destinations. Vehicles can move to different locations on one or more wheels mounted on the vehicle frame. Such vehicles can be classified into three- or four-wheeled vehicles, a two-wheeled vehicle such as a motorcycle, construction equipment, bicycles, trains running along rails on tracks, and the like. With the development of automobile technology, there are advantages to traveling long distances, but problems often arise due to deteriorating traffic conditions and increasing traffic congestion where population densities are high.

[0003] To reduce driver stress and increase comfort, recent studies are actively underway regarding vehicles equipped with an Advanced Driver Assist System (ADAS), which actively provides information related to vehicle status, driver status, and environmental conditions. Examples of ADAS implemented within the vehicle include Rear Cross-Traffic Collision Warning (RCCW) and Rear Cross-Traffic Collision-Avoidance Assist (RCCA).The RCCA is a system that prevents a collision by performing braking control of the vehicle's brake based on collision determination contents detected by a sensor mounted on the vehicle when a collision risk is determined by not detecting the driver's inattention or a transversely approaching vehicle in a blind spot while the vehicle is reversing.

[0004] In other words, the conventional RCCA prevents a collision by braking during a danger condition when another vehicle is approaching by detecting a vehicle approaching transversely from a rear lateral side through a rear lateral side radar sensor. However, if an approach angle of a vehicle approaching from the rear lateral side is substantially parallel to the subject vehicle, a collision cannot be prevented because the subject vehicle cannot detect the approaching vehicle as a collision-risk vehicle.

[0005] From DE 10 2017 122 969 A1, a vehicle is known, comprising: a pickup device configured to detect a parking line in which the vehicle is parked; a sensor configured to detect an obstacle on at least a front and / or a rear of the vehicle and to detect a target vehicle approaching from a rear lateral side of the vehicle;and a controller configured to determine a driving style of the vehicle based on parking line information acquired by the acquisition device, the acquired obstacle information, and the acquired target vehicle information, determine a collision risk range of the vehicle based on the driving style, and determine an expected collision range between the vehicle and the target vehicle within the collision risk range based on driving information of the vehicle and driving information of the target vehicle, to change the driving control amount of the vehicle based on the expected collision range. OVERVIEW

[0006] It is therefore an object of the present disclosure to provide a vehicle for performing collision avoidance control under special conditions in which a parked vehicle leaves a parking area while traveling parallel to another vehicle approaching in a side lane, and preventing erroneous control conditions that may occur during travel of the vehicle, and a method for controlling the same. Additional aspects of the disclosure will be set forth in part in the following description and in part will be apparent from the description or may be learned by practice of the disclosure.

[0007] The object is achieved by a vehicle having the features of claim 1 and a method for controlling a vehicle having the features of claim 11. Advantageous further developments can be found in the subclaims.

[0008] According to one aspect of the present disclosure, a vehicle may include: a pickup device configured to detect a parking line in which the vehicle is parked; a sensor configured to detect an obstacle on at least one of a front side and a rear side of the vehicle and a target vehicle approaching from a rear lateral side of the vehicle; and a controller configured to determine a travel mode of the vehicle based on parking line information detected by the pickup device, the detected obstacle information, and the detected target vehicle information.Determining a collision risk area of ​​the vehicle based on the driving style and determining an expected collision area between the vehicle and the target vehicle within the collision risk area based on driving information of the vehicle and driving information of the target vehicle, is configured to change the control amount of the vehicle's actuation or actuation control amount based on the expected collision area. The controller is configured to determine the collision risk area of ​​the vehicle based on a steering angle of the vehicle, which varies based on the driving style of the vehicle, and a travel path of the target vehicle approaching from the rear lateral side of the vehicle.

[0009] Furthermore, the controller may be configured to determine the vehicle's traveling mode as 'the vehicle parked in the detected parking line is moving out of the parking line' when the pickup device detects the parking line in which the vehicle is parked, and the sensor detects the obstacle and the target vehicle. The controller may be configured to determine the vehicle's traveling mode as 'a traveling and not parking state' when the pickup device does not detect the parking line in which the vehicle was parked, the sensor does not detect the obstacle, and the sensor detects the target vehicle. The traveling path of the target vehicle may be determined based on whether the obstacle is located at the rear of the vehicle.

[0010] The vehicle's travel information may include an expected travel path of the vehicle and a travel speed of the vehicle. The target vehicle's travel information may include an expected travel path of the target vehicle and a travel speed of the target vehicle. The controller may be configured to determine the expected travel path of the vehicle based on a steering angle of the vehicle and determine the expected travel path of the target vehicle based on a change in the real-time position of the target vehicle detected by the sensor.

[0011] The vehicle may further include a cruise control configured to control or regulate a traveling speed of the vehicle. If the expected collision area between the vehicle and the target vehicle is determined to be within the collision risk area, the controller may be configured to operate the cruise control to reduce the traveling speed at which the vehicle travels within the determined expected collision area. If the expected collision area between the vehicle and the target vehicle is determined to be within the collision risk area, the controller may be configured to increase the amount of control braking of the vehicle within the determined expected collision area beyond a predetermined value.

[0012] If the expected collision area between the vehicle and the target vehicle is determined to be within the collision danger range, the controller may be configured to advance a collision warning time for the vehicle by a predetermined time. Furthermore, the vehicle may include a speed detector configured to detect a traveling speed of the vehicle; and a steering angle detector configured to detect a turning angle of a steering wheel of the vehicle. The obstacle may include other vehicles parked on at least the front and / or rear of the vehicle.

[0013] According to another aspect of the present disclosure, a method for controlling a vehicle may include: detecting a parking line in which the vehicle is parked; detecting an obstacle on at least one of a front side and a rear side of the vehicle; detecting a target vehicle approaching from a rear lateral side of the vehicle; determining a driving style of the vehicle based on the detected parking line information, the detected obstacle information, and the detected target vehicle information; determining a collision risk range of the vehicle based on the driving style; determining an expected collision range between the vehicle and the target vehicle within the collision risk range based on driving information of the vehicle and driving information of the target vehicle; and changing the drive control amount of the vehicle based on the determined expected collision range.Determining the collision risk area of ​​the vehicle includes determining the collision risk area of ​​the vehicle by the controller based on a steering angle of the vehicle that varies based on the driving style of the vehicle and a traveling path of the target vehicle approaching from the rear lateral side of the vehicle.

[0014] Determining the traveling state of the vehicle may include determining the traveling state of the vehicle as 'the vehicle parked in the detected parking line is moving out of the parking line' when the parking line in which the vehicle is parked is detected, and the obstacle and the target vehicle are detected. Determining the traveling state of the vehicle may include determining the traveling state of the vehicle as 'a traveling and not parking state' when the parking line in which the vehicle was parked is not detected, the obstacle is not detected, and the target vehicle is detected.

[0015] The path of the target vehicle can be determined based on whether the obstacle is at the rear of the vehicle.

[0016] The vehicle's driving information may include an expected vehicle path and a vehicle speed. The target vehicle's driving information may include an expected vehicle path and a vehicle speed. The method may further include determining the expected vehicle path based on a steering angle of the vehicle; and determining the expected vehicle path based on a change in the real-time position of the detected target vehicle.

[0017] The method may further include regulating a traveling speed of the vehicle. Changing the actuation control amount of the vehicle may include reducing the traveling speed at which the vehicle travels within the determined expected collision area when the expected collision area between the vehicle and the target vehicle is determined to be within the collision danger area. Changing the actuation control amount of the vehicle may include increasing the actuation braking amount of the vehicle within the determined expected collision area beyond a predetermined value when the expected collision area between the vehicle and the target vehicle is determined to be within the collision danger area.

[0018] The method may further include advancing a collision warning time for the vehicle by a predetermined time when the expected collision area between the vehicle and the target vehicle is determined to be within the collision danger area. The method may further include detecting a traveling speed of the vehicle; and detecting a turning angle of a steering wheel of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] These and / or other aspects of the disclosure will be more readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, in which: Fig. 1 is a view illustrating a vehicle provided with a sensor and a rear lateral side sensor according to an exemplary embodiment of the present disclosure; Fig. 2 is a view illustrating the parked vehicle moving out of a parking line according to an exemplary embodiment of the present disclosure; Fig. 3 is a control block diagram of the vehicle according to an exemplary embodiment of the present disclosure; Fig. 4 is a flowchart illustrating a method of controlling the vehicle according to an exemplary embodiment of the present disclosure; Fig. 5 is a view illustrating determining a collision risk area of ​​the vehicle when the vehicle is exiting the parking line, according to an exemplary embodiment of the present disclosure; Fig. 6 is a view illustrating the determination of an expected collision area between the vehicle and a target vehicle within the collision danger area of ​​the Fig. 5, according to an exemplary embodiment of the present disclosure; Fig. 7 is a view illustrating determining the collision risk area of ​​the vehicle when driving an unparked vehicle, according to an exemplary embodiment of the present disclosure; Fig. 8 is a view illustrating the determination of the expected collision area between the vehicle and the target vehicle within the collision danger area of ​​the Fig. 7, according to an exemplary embodiment of the present disclosure; Fig. 9 is a view illustrating determining the collision risk area of ​​the vehicle when performing a left turn or U-turn of the vehicle, according to an exemplary embodiment of the present disclosure; Fig. 10 is a view illustrating the determination of the expected collision area between the vehicle and the target vehicle within the collision danger area of ​​the Fig. 9, according to an exemplary embodiment of the present disclosure; and Fig. 11 is a view illustrating the determination of the expected collision area between the vehicle and the target vehicle within the collision danger area of ​​the Fig. 9, according to another exemplary embodiment of the present disclosure. DETAILED DESCRIPTION

[0020] It is to be understood that the term “vehicle” or “vehicular” or other similar term used herein includes motor vehicles in general, such as passenger cars, which include off-road vehicles (SUVs), buses, trucks, various business cars, watercraft which include a variety of boats and vessels, aircraft and the like, and includes hybrid vehicles, electric vehicles, internal combustion, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g., fuels derived from raw materials other than petroleum).

[0021] While an example embodiment is described using a plurality of units to perform the example process, it is understood that the example processes may also be performed by a module or a plurality of modules. Furthermore, it is understood that the term controller / controller refers to a hardware device including a memory and a processor. The memory is configured to store the modules, and the processor is specifically configured to execute the modules to perform one or more processes described further below.

[0022] Additionally, the control logic of the present disclosure may be embodied as non-transitory computer-readable media on a computer-readable medium containing executable program instructions executed by a processor, controller, or the like. Examples of computer-readable mediums include, but are not limited to, read-only memory (ROM), random access memory (RAM), compact disc read-only memory (CD-ROMs), magnetic tapes, floppy disks, flash drives, smart cards, and optical data storage devices. The computer-readable recording medium may also be distributed in network-coupled computer systems such that the computer-readable medium is stored and executed in a distributed manner, e.g., by a telematics server or a controller area network (CAN).

[0023] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. As used herein, the singular forms "a" and "an" and "the" are intended to include the plural forms unless the context clearly indicates otherwise. It will also be understood that the terms "comprises" and / or "comprising," when used in this specification, specify the presence of the recited features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed elements.

[0024] Unless specifically stated or obvious from the context, the term "approx." as used herein is to be understood as within a range of normal tolerance in the art, for example, within 2 standard deviations of the mean. "Approx." may be understood as within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the stated value. Unless otherwise clear from the context, all numerical values ​​provided herein are modified by the term "approx."

[0025] Throughout the description, similar reference numbers refer to similar elements. Not all elements of the exemplary embodiments of the present disclosure will be described, and description of what is well known in the art or overlaps between embodiments will be omitted. The terms used throughout the description, such as "~ part," "~ module," "~ element," "~ block," etc., may be implemented in software and / or hardware, and a plurality of "~ parts," "~ modules," "~ elements," or "~ blocks" may be implemented in a single element, or a single "~ part," "~ module," "~ element," or "~ block" may include a plurality of elements.

[0026] It will be understood that when an element is referred to as being "connected" to another element, it may be connected to the other element directly or indirectly, where indirect connection includes a "connection via a wireless communications network." It will be understood that while the terms first, second, third, etc. may be used herein to describe various elements, the same should not be limited by these terms. These terms are used merely to distinguish one element from another. An identification code is used for convenience of description but is not intended to illustrate the order of each step. Each step may be implemented in a different order than the illustrated order unless the context clearly indicates otherwise.

[0027] Now, the principle and exemplary embodiments of the present disclosure will be described with reference to the accompanying drawings. Fig. 1 is a view illustrating a vehicle equipped with a sensor and a rear lateral side sensor according to an exemplary embodiment.

[0028] Hereinafter, for convenience of description, a direction in which a vehicle 1 travels forward may be defined as the front side, and the leftward direction and the rightward direction may be defined with respect to the front side. When the front side is a 12 o'clock direction, a 3 o'clock direction or near the 3 o'clock direction may be defined as the rightward direction, and a 9 o'clock direction or near the 9 o'clock direction may be defined as the leftward direction. A direction opposite to the front side may be defined as the rear side. A ground direction with respect to the vehicle 1 may be defined as the bottom side, and a direction opposite to the bottom side may be defined as the top side.In addition, a surface located on the front side may be defined as a front surface, a surface located on the back side may be defined as a back surface, and a surface located on the lateral side may be defined as a side surface. Furthermore, a side surface in the left direction may be defined as a left surface, and a side surface in the right direction may be defined as a right surface.

[0029] Although it will not be Fig. 1, but at least one receiving device 350 (see Fig. 3) may be arranged in the vehicle 1. The recording device 350 may be a camera, a video camera, or the like, and may be configured to record an image in the surroundings of the vehicle 1 while the vehicle 1 is being driven or stopped, and may be configured to obtain information regarding a type and position of an object. The object recorded in the image in the surroundings of the vehicle 1 may include another vehicle (e.g., a vehicle in the surroundings), a pedestrian, a bicycle, etc., and may include a moving object or various stationary obstacles.

[0030] The recording device 350 can be configured to detect the type of object in the surroundings of the vehicle 1 by capturing an image of the object and identifying a shape of the captured object by image recognition and to transmit the detected information to a controller 100 (see Fig. 3). In addition, the imaging device 350 may be configured to detect a shape of a road or a dividing line, or the like, displayed on the road by capturing the road in the vicinity of the vehicle 1. In other words, the imaging device 350 may be configured to detect a lane of the road on which the vehicle 1 is driven or a parking area where the vehicle 1 is parked by capturing an image of the lane or parking line displayed on the road. The imaging device 350 may be arranged at any location on the vehicle that allows the imaging device 350 to obtain image information by capturing the inside or outside of the vehicle 1. The imaging device 350 may include at least one camera and further include a sensor for recognizing a three-dimensional (3D) space, a radar sensor, an ultrasonic sensor, etc.included to capture a more accurate image.

[0031] In relation to Fig. 1, a sensor 200 may be disposed within the vehicle 1. The sensor 200 may be configured to detect the object located in front of the vehicle 1 and obtain at least position information and / or travel speed information of the detected object. As will be described later, the sensor 200 may be configured to detect the obstacle located in front of the vehicle 1. When the vehicle 1 is parked, the sensor 200 may be configured to detect another vehicle parked in front of the vehicle 1.

[0032] According to an exemplary embodiment, the sensor 200 may be configured to obtain at least position information and / or driving speed information of the object located in the surroundings of the vehicle 1 with respect to the vehicle 1. In other words, the sensor 200 may be configured to obtain coordinate information that changes while the object is moving in real time and to detect a distance between the vehicle 1 (e.g., the vehicle in question) and the object. The controller 100 (see Fig. 3) may be configured to calculate a relative distance and a relative speed between the vehicle 1 and the object based on the position and speed information of the object obtained by the sensor 200, and consequently, the controller 100 may be configured to calculate a time to collision (TTC) between the vehicle 1 and the object based on the calculated relative distance and relative speed.

[0033] Furthermore, the steering of the vehicle may be adjusted to avoid the object, and the adjustment may be based on the position and speed information of the object obtained by the sensor 200. As in Fig. 1, the sensor 200 may be installed at a position appropriate for detecting an object, e.g., another vehicle, on the front, lateral, or front lateral side. According to an exemplary embodiment, the sensor 200 may be installed on the front, left, and right sides of the vehicle 1 to detect an object on the front of the vehicle 1, in a direction between the left side and the front (hereinafter referred to as "front left side") of the vehicle 1, and in a direction between the right side and the front (hereinafter referred to as "front right side") of the vehicle 1.

[0034] For example, a first sensor 200a may be installed as part of a grille 6, e.g., in the grille 6, or alternatively, the first sensor 200a may be installed at any position of the vehicle 1 suitable for detecting another vehicle located in front of the vehicle 1. However, according to an exemplary embodiment, the first sensor 200a will be described as being installed in the center of the front surface of the vehicle. A second sensor 200b may be installed in or on the left side of the vehicle 1, and a third sensor 200c may be installed on the right side of the vehicle 1 (e.g., the subject vehicle), but the present disclosure is not limited thereto.

[0035] The sensor 200 may include a rear lateral side sensor 201 configured to detect a pedestrian or other vehicle present or approaching from the rear, lateral side, or from a direction between the lateral side and the rear (hereinafter referred to as a "rear lateral side") of the vehicle. As shown in Fig. 1, the rear lateral side sensor 201 may be installed at a position appropriate for detecting an object, e.g., another vehicle, on the lateral side, rear, or rear lateral side of the subject vehicle. As will be described later, the rear lateral side sensor 201 may be configured to detect another vehicle approaching from the rear lateral side of the subject vehicle 1 and detect another vehicle parked at the rear of the subject vehicle 1 when the subject vehicle 1 is parked.

[0036] The sensor 200 can be implemented using a variety of devices, e.g., a radar using millimeter waves or microwaves, a light detection and ranging (LiDAR) using pulsed laser light, a vision sensor using visible light, an infrared sensor using infrared light, or an ultrasonic sensor using ultrasonic waves. The sensor 200 can be implemented using any one of the radar, the light detection and ranging (LiDAR), the vision sensor, the infrared sensor, or the ultrasonic sensor, or by combining them. When a plurality of the sensors 200 are arranged within the vehicle 1, each of the sensors 200 can be implemented using the same type of sensor or a different type of sensor.The implementation of the sensor 200 is not limited thereto, and the sensor 200 may be implemented using a variety of devices and a combination thereof considered by a designer.

[0037] Furthermore, a display may be installed on an upper panel of a dashboard (not shown) of the vehicle 1. The display may be configured to output a variety of information in the form of images to a driver or passengers of the vehicle 1. For example, the display may be configured to visually output various information, such as maps, weather, news, various moving or still images, information related to a status or operation of the vehicle 1, e.g., information related to the air conditioning system, etc. The display may also be configured to provide the driver or passengers with a warning message indicating a danger level for the vehicle 1 (e.g., a notification regarding a collision risk).

[0038] A central instrument panel (not shown) may be installed in the center of the instrument panel and may include input devices 318 (318a to 318c) for receiving various instructions related to the vehicle 1. The input devices 318a to 318c may be implemented with mechanical buttons, switches, knobs, a touch pad, a touchscreen, a stick-like manipulation device, a trackball, or the like. The driver can control many different operations of the vehicle 1 by manipulating the input devices 318a to 318c.

[0039] A control stand and an instrument panel may be arranged in front of a driver's seat. The control stand can be rotated in a specific direction by the driver's manipulation, and consequently, the front and rear wheels of the vehicle 1 can be turned, thereby steering the vehicle 1. The control stand may include a spoke connected to a rotating shaft and a steering wheel coupled to the spoke. The spoke may have an input for receiving various instructions, and the input may be implemented with mechanical buttons, switches, knobs, a touchpad, a touchscreen, a stick-type manipulation device, a trackball, or the like.

[0040] Fig. 2 is a view illustrating the parked vehicle exiting a parking line according to an exemplary embodiment. With respect to Fig. 2, the vehicle 1 (e.g., the subject vehicle) is parked in a parking line PL of the parking area, and other vehicles 3 and 4 are parked at the front and rear of the vehicle 1. When the vehicle 1 leaves the parking area, there is a risk of collision with a target vehicle 2 (e.g., a first target vehicle) traveling on the rear lateral side of the vehicle 1. However, according to the conventional RCCA, when an approach angle of the target vehicle 2 approaching the vehicle 1 is substantially parallel to the vehicle 1, as in Fig. 2, the collision cannot be prevented because vehicle 1 cannot detect target vehicle 2 as a collision risk vehicle.

[0041] Further, when the other vehicle 3 (e.g., second target vehicle or a first obstacle) is parked in front of the vehicle 1, the steering angle of the steering wheel can be detected to be larger than in the case of ordinary driving, and consequently, the vehicle 1 can be driven out of the parking line PL while avoiding the other vehicle 3 to leave the parking area. If the vehicle 1 is not, as in Fig. 2, is parked in the parking line PL, but is parked on the shoulder of the road and then enters the road and drives, the collision avoidance control must be performed differently based on the driving mode of the vehicle 1, because the steering angle of the steering wheel is different from the case of the driving mode of the vehicle 1 in Fig. 2 is recorded.

[0042] Fig. 3 is a control block diagram of the vehicle according to an exemplary embodiment and Fig. 4 is a flowchart illustrating a method of controlling the vehicle, according to an example embodiment. Fig. 5 is a view illustrating determining a collision risk area of ​​the vehicle when the vehicle is exiting the parking line, according to an exemplary embodiment; and Fig. 6 is a view illustrating the determination of an expected collision area between the vehicle and a target vehicle within the collision danger area of ​​the Fig. 5, according to an exemplary embodiment. Fig. 7 is a view illustrating the determination of the collision risk area of ​​the vehicle when driving an unparked vehicle, according to an exemplary embodiment; and Fig. 8 is a view illustrating the determination of the expected collision area between the vehicle and the target vehicle within the collision danger area of ​​the Fig. 7, according to an exemplary embodiment.

[0043] Fig. 9 is a view illustrating the determination of the collision risk area of ​​the vehicle when performing a left turn or U-turn of the vehicle, according to an exemplary embodiment, Fig. 10 is a view illustrating the determination of the expected collision area between the vehicle and the target vehicle within the collision danger area of ​​the Fig. 9 illustrates, according to an exemplary embodiment and Fig. 11 is a view illustrating the determination of the expected collision area between the vehicle and the target vehicle within the collision danger area of ​​the Fig. 9, according to another exemplary embodiment.

[0044] In relation to Fig. 3, the vehicle 1 may include a cruise control 70 configured to regulate a traveling speed of the vehicle 1 driven by the driver, a speed detector 80 configured to detect the traveling speed of the vehicle 1, a steering angle detector 85 configured to detect a turning angle of the steering wheel, a display device 88 configured to provide the driver with warning notifications regarding a collision of the vehicle 1, a memory 90 configured to store data related to the operation of the vehicle 1, and the controller 100 configured to operate each component of the vehicle 1 and adjust the traveling speed of the vehicle 1.

[0045] In particular, the cruise controller 70 may be configured to regulate the speed of the vehicle 1 driven by the driver. The cruise controller 70 may include an accelerator driver 71 and a brake driver 72. The accelerator driver 71 may be configured to increase the speed of the vehicle 1 by operating the accelerator pedal in response to the control signal from the controller 100. The brake driver 72 may be configured to decrease the speed of the vehicle 1 by operating the brake in response to the control signal from the controller 100. In other words, the controller 100 may be configured to operate the cruise controller 70 to change the braking amount of the vehicle 1.

[0046] The controller 100 may be configured to increase or decrease the traveling speed of the vehicle 1 to increase or decrease the distance between the vehicle 1 and the object based on the distance between the vehicle 1 and the object and a predetermined reference distance stored in the memory 90. The controller 100 may also be configured to calculate a time to collision (TTC) between the vehicle 1 and the object based on a relative distance and a relative speed between the vehicle 1 and the object, and transmit a signal to adjust the traveling speed of the vehicle 1 to the cruise control 70 based on the calculated TTC.

[0047] The cruise controller 70 may be configured to regulate the traveling speed of the vehicle 1 under the control of the controller 100. When the risk of collision between the vehicle 1 and another object is high, the cruise controller 70 may be configured to reduce the speed of the vehicle 1. The speed detector 80 may be configured to detect the traveling speed of the vehicle 1 driven by the driver under the control of the controller 100. In other words, the speed detector 80 may be configured to detect the traveling speed using a rotational speed of the vehicle wheel, where the traveling speed may be expressed as [km / h], and a distance (km) traveled per unit time (h). The steering angle detector 85 may be configured to detect the steering angle, which is a rotation angle of the steering wheel while the vehicle 1 is traveling.When the driver starts steering the vehicle 1 to avoid a front object by handling the steering wheel while the vehicle 1 is traveling, the steering angle detector 85 may be configured to obtain the steering angle information of the steering wheel and transmit it to the controller 100.

[0048] As above with Fig. 2, when the other vehicle 3 (e.g., the second target vehicle) is parked in front of the parked subject vehicle 1, the driver of the vehicle 1 may manipulate the steering wheel at a predetermined turning angle to avoid the other vehicle 3 and leave the parking area, and thus the steering angle detector 85 may be configured to detect the steering angle of the steering wheel. The memory 90 may be configured to store various data related to the control of the vehicle 1. Specifically, according to an exemplary embodiment, the memory 90 may be configured to store information related to the traveling speed, a traveling distance, and a traveling time of the vehicle 1, and further store the type and position information of the object detected by the pickup device 350 within the controller.

[0049] Furthermore, the memory 90 may be configured to store the position information and speed information of the object detected by the sensor 200, and to store coordinate information of the moving object that changes in real time. The memory 90 may be configured to store information related to the relative distance and relative speed between the vehicle 1 and the object. The memory 90 may also be configured to store the braking amount for adjusting the traveling speed of the vehicle 1 based on the TTC between the vehicle 1 and the object, and to store data related to a warning time and the like for providing the driver of the vehicle 1 with a warning of the risk of collision.

[0050] In addition, the memory 90 may be configured to store data related to equations and control algorithms for operating the vehicle 1, and the controller 100 may be configured to transmit a control signal for operating the vehicle 1 according to the equations and the control algorithm. The memory 90 may also be configured to store information related to a steering-based avoidance path created for the vehicle 1 to avoid a collision with the object located in front of the vehicle 1, and information related to the rotation angle of the steering wheel obtained by the steering angle detector 85.

[0051] The memory 90 may be implemented using at least one non-volatile memory element, e.g., 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 memory element, e.g., a random access memory (RAM); and / or storage medium, e.g., a hard disk drive (HDD) and a CD-ROM. The implementation of the memory is not limited to this. The memory 90 may be a data memory implemented by a separate memory chip from the above-mentioned processor with respect to the controller 100, or the memory may be implemented by a single-chip processor.

[0052] In relation to Fig. 4, in a method for controlling a vehicle according to an exemplary embodiment of the present disclosure, the pickup device 350 may be configured to detect the parking line PL in the parking area where the vehicle 1 is parked (1000). The sensor 200 of the vehicle 1 may also be configured to detect the obstacle on at least the front and / or rear of the vehicle 1 (1010). The rear lateral side sensor 201 may be configured to detect and scan the target vehicle 2 approaching on the rear lateral side of the vehicle 1 (1020). Specifically, the sensor 200 of the vehicle 1 may be configured to detect the other vehicle 3 parked on the front of the vehicle 1, and the rear lateral side sensor 201 may be configured to detect the other vehicle 4 parked on the rear of the vehicle 1.

[0053] As regards the Fig. 5 to 8, the controller 100 may be configured to determine the driving mode of the vehicle 1 based on whether the parking line PL is present in the surroundings of the vehicle 1 and whether the obstacle is present on at least the front and / or the rear of the vehicle 1. First, the controller 100 may be configured to determine whether the parking line PL is present in the surroundings of the vehicle 1 based on the recording result of the recording device 350, and the controller 100 may be configured to determine whether the obstacle is present on at least the front and / or the rear of the vehicle 1 based on the detection result of the sensor 200 (1030).

[0054] In addition, the controller 100 may be configured to determine whether the target vehicle 2 is approaching the rear lateral side of the vehicle 1 based on the detection result of the rear lateral side sensor 201 (1040). When the parking line PL is present in the vicinity of the vehicle 1 and the other vehicles 3 and 4 (e.g., second and third target vehicles or first and second obstacles) parked on at least the front and / or rear of the vehicle 1 are present, and the target vehicle 2 approaching the rear lateral side of the vehicle 1 is present, the controller 100 may determine the traveling mode of the vehicle 1 as 'the vehicle 1 was parked in the parking line PL and then travels out of the parking line PL', as shown in FIGS. Fig. 5 and Fig. 6 illustrated, be configured (1050).

[0055] In other words, as in Fig. 5 illustrates a collision risk with the target vehicle 2 traveling in the lane when the vehicle 1 parked in the parking line PL avoids the other vehicle 3 (e.g., second target vehicle) parked in front and enters a lane outside the parking area. Specifically, as described above, when the vehicle 1 exits the parking line PL, it is necessary to determine the collision risk area with the target vehicle 2 according to the traveling mode of the vehicle 1, since the target vehicle 2 traveling in the lane substantially parallel to an exit angle of the vehicle 1 is not determined as a collision risk vehicle.

[0056] The controller 100 may be configured to determine a collision risk area A1 between the vehicle 1 and the target vehicle 2 according to the driving style of the vehicle 1 (1060). Specifically, the controller 100 may be configured to determine the collision risk area A1 of the vehicle 1 based on the steering angle of the vehicle 1, which varies depending on the driving style of the vehicle 1, and a travel path m1 of the target vehicle 2 approaching from the rear lateral side of the vehicle 1. In other words, when the parked vehicle 1 avoids the other vehicle 3 (e.g., second target vehicle) parked in front and leaves the parking area, compared to when the other vehicle 3 parked in front of the vehicle 1 does not exist, the steering angle of the steering wheel detected by the steering angle detector 85 may be detected.

[0057] The travel path of the target vehicle 2 can also be determined based on whether the other vehicle 4 (e.g., a third target vehicle) is parked at the rear of the vehicle 1, since the target vehicle 2 travels on the travel path m1, on which the target vehicle 2 cannot enter or come from the rear of the vehicle 1, but avoids the other vehicle 4, and travels when the other vehicle 4 is parked at the rear of the vehicle 1. Accordingly, when the current vehicle 1 is parked and leaves the parking line PL, and the target vehicle 2 enters the travel lane while the vehicle 1 is being driven, the controller 100 can be configured to determine the collision risk area A1 based on the steering angle of the vehicle 1 and the travel path m1 of the target vehicle 2.

[0058] Specifically, the controller 100 may be configured to determine the collision risk area A1 between the vehicle and the target vehicle 2 based on the travel path of the vehicle 1 according to the steering angle of the vehicle 1 and the traveling speed of the target vehicle 2 detected by the rear lateral side sensor 201. In other words, the controller 100 may be configured to determine the collision risk area A1 between the vehicle and the target vehicle 2 according to the TTC calculated based on an exit direction of the parked vehicle 1 and the traveling speed of the target vehicle 2 approaching from the rear lateral side.

[0059] Accordingly, when the vehicle 1 is parked in the parking line PL and leaves the parking area, the controller 100 may give a predetermined weight to the parking line information (PL information) acquired by the acquisition device 350, the position information of the other vehicles 3 and 4 parked on at least the front and / or rear of the vehicle 1, and detection information of the target vehicle 2 detected by the rear lateral side sensor 201, and be configured to determine the collision risk area A1 based on the weighted information when determining the collision risk area A1 of the vehicle 1.

[0060] In relation to Fig. 6, the controller 100 may be configured to determine an expected collision area C1 between the vehicle 1 and the target vehicle 2 within the collision risk area A1 based on the driving information of the vehicle 1 and the driving information of the target vehicle 2. In particular, the driving information of the vehicle 1 may include information related to an expected driving path of the vehicle 1 and the driving speed of the vehicle 1.

[0061] The controller 100 may be configured to obtain data relating to the expected travel path of the vehicle 1 based on steering angle data of the steering wheel detected by the steering angle detector 85 of the vehicle 1, and the controller 100 may be configured to actuate the speed detector 80 to obtain travel speed data of the vehicle 1 in real time (1070). In other words, the expected travel path of the vehicle 1, as shown in Fig. 6 illustrates how r1, r2, r3, and r4 are determined based on the steering wheel operation to avoid the other vehicle 3 located in front of the vehicle 1 and exit the parking line PL. However, the expected travel path of the vehicle 1 may change depending on the steering angle based on the steering wheel operation and the traveling speed of the vehicle 1.

[0062] The travel information of the target vehicle 2 may also include information related to the expected travel path of the target vehicle 2 and the travel speed of the target vehicle 2. The controller 100 may be configured to obtain the expected travel path of the target vehicle 2 and the travel speed information of the target vehicle 2 based on the change in the real-time position of the target vehicle 2 detected by the rear lateral side sensor 201 (1080).

[0063] As in Fig. 6, the target vehicle 2 can drive while following the other vehicle 4 parked at the rear of the vehicle 1, as in Fig. 5, and the controller 100 may be configured to determine the expected travel path m1 of the target vehicle 2. Furthermore, the controller 100 may be configured to determine the expected collision area C1 between the vehicle 1 and the target vehicle 2 within the collision risk area A1 based on the travel information of the vehicle 1 and the travel information of the target vehicle 2 obtained in the manner described above (1090).

[0064] In other words, the controller 100 may be configured to determine the collision risk area A1 of the vehicle 1 based on the parking line PL in the surroundings of the vehicle 1 captured by the capture device 350, the obstacle located on at least the front and / or rear of the vehicle 1 detected by the sensor 200, and the information of the target vehicle 2 detected by the rear lateral side sensor 201, and to determine the expected collision area C1 in which the vehicle 1 and the target vehicle 2 are in actual collision within the collision risk area A1 based on the driving information of the vehicle 1 and the driving information of the target vehicle 2.

[0065] Conventionally, under the same conditions as in the exemplary embodiment of the Fig. 5 and Fig. 6, the collision avoidance control of the vehicle 1 is performed even when a collision cannot be avoided because the target vehicle 2 approaching from the rear lateral side of the vehicle 1 is not detected as a collision-risk vehicle or a collision with the vehicle 1 is not expected based on the actual traveling path of the target vehicle 2. However, the present disclosure can prevent erroneous control of the collision avoidance control of the vehicle 1 and the target vehicle 2 by determining the expected collision area C1 in which a collision between the vehicle 1 and the target vehicle 2 is actually expected based on the traveling information of the vehicle 1 and the traveling information of the target vehicle 2 within the collision-risk area A1 between the vehicle 1 and the target vehicle 2, and also prevent unnecessary control.

[0066] The controller 100 may, in particular, change the driving control amount of the vehicle 1 based on the expected collision area C1, which is shown in Fig. 6 (1100). In other words, the controller 100 may be configured to set the weight for collision avoidance control to be higher than a predetermined value with respect to the expected collision area C1 in the collision risk area A1. The controller 100 may be configured to operate the cruise control 70 to reduce the traveling speed of the vehicle 1 in response to determining that the vehicle 1 is traveling in the expected collision area C1.

[0067] In response to determining that the vehicle 1 is traveling in the expected collision area C1, the controller 100 may be configured to increase the driving braking amount of the vehicle 1 within the expected collision area C1 beyond the predetermined value and advance a collision warning timing of the vehicle 1 by the predetermined time with respect to the expected collision area C1. In other words, when the vehicle 1 and the target vehicle 2 are expected to collide in the expected collision area C1, the controller 100 may be configured to increase the braking amount of the vehicle 1 to a higher value than the predetermined value according to the weight given in advance in the expected collision area C1, advance the braking time by the predetermined time, and provide a driver with a collision warning by the predetermined time in advance.

[0068] Meanwhile, the driver can be provided with the collision warning of the vehicle 1 through the display device 88. In other words, the controller 100 can be configured to actuate the display device 88, emit a collision danger warning sound between the vehicle 1 and the target vehicle 2 to inform the driver of the danger, and display a collision danger message on the display of the vehicle 1 to visually inform the driver of the danger. On the other hand, the controller 100 can be configured to set the weight for the collision avoidance control to be lower than the predetermined value with respect to the remaining areas except for the expected collision area C1 within the collision danger area A1.

[0069] Accordingly, when the vehicle 1 is driven to an area other than the expected collision area C1, the controller 100 may be configured to reduce the braking amount of the vehicle 1 to a value less than the predetermined value, delay the braking time by the predetermined time, and delay the collision warning time by the predetermined time. In other words, according to an exemplary embodiment of the disclosure, the expected collision area C1 between the vehicle 1 and the target vehicle 2 may be determined, the weight is given to the determined area, and the amount of collision avoidance control of the vehicle 1 may be changed according to the given weight.

[0070] Again in relation to Fig. 4, the controller 100 may be configured to determine whether the parking line PL is present in the surroundings of the vehicle 1 based on the capture result of the capture device 350, and the controller 100 may be configured to determine whether the obstacle is present on at least the front and / or rear of the vehicle 1 based on the detection result of the sensor 200 (1030). Furthermore, the controller 100 may be configured to determine whether the target vehicle 2 is approaching the rear lateral side of the vehicle 1 based on the detection result of the rear lateral side sensor 201 (1110).

[0071] When the parking line PL is not present in the surroundings of the vehicle 1 and the other vehicles 3 and 4 parked on at least the front and / or rear of the vehicle 1 are not present (e.g., no vehicles are detected on at least the front and / or rear vehicle sides) and the target vehicle 2 approaches the vehicle 1 from the rear lateral side thereof, the controller 100 may determine the traveling mode of the vehicle 1 as 'a state in which the vehicle 1 was not parked in the parking line PL' as shown in FIGS. Fig. 7 and Fig. 8, be configured (1120). Unlike the exemplary embodiment illustrated in the Fig. 5 and Fig. 6 illustrates, in other words, the exemplary embodiment in the Fig. 7 and Fig. 8, that vehicle 1 is not parked in the parking line PL, but stops on the shoulder of the road or on one side or edge of the road and begins to move to enter the lane. In other words, the vehicle is driven off the shoulder of the road and back into the lane of the road.

[0072] Since the parking line PL is not recorded by the recording device 350 and no other vehicle is parked on at least the front and / or rear of the vehicle 1, the controller 100 may be configured to determine the driving mode of the vehicle 1 as 'the vehicle enters the lane without being parked' (1120). As in Fig. 7, on the other hand, when the vehicle 1 is stopped on the shoulder of the road or a road edge and enters the lane, there is a risk of collision with the target vehicle 2 approaching from the rear lateral side of the vehicle 1.

[0073] Although vehicle 1 avoids the parked other vehicle 3 (e.g. the parked second target vehicle) and enters the lane, as in the Fig. 5 and Fig. 6 illustrates, but in Fig. 7, there is a risk of collision with the target vehicle 2 approaching the rear lateral side of the vehicle 1 and traveling on the side surface of the vehicle 1 (e.g., traveling next to the vehicle in question). The controller 100 can determine a collision risk area A2 between the vehicle 1 and the target vehicle 2 based on the determined driving mode of the vehicle 1, as shown in Fig. 7, be configured (1060). The controller 100 may be configured to determine the collision risk area A2 of the vehicle 1 based on the steering angle of the vehicle 1, which varies based on the driving mode of the vehicle 1, as shown in Fig. 7, and a travel path m2 of the target vehicle 2 approaching from the rear lateral side of the vehicle 1.

[0074] When the other vehicle 3 is not parked at the front of the vehicle 1, the steering angle of the steering wheel detected by the steering angle detector 85 can be detected to be minimal compared to when the parked vehicle 1 avoids the other vehicle 3 and leaves the parking area. The travel path of the target vehicle 2 can also be determined based on whether the other vehicle 4 parked at the rear of the vehicle 1 is present (e.g., whether the parked third target vehicle is present at the rear of the subject vehicle). In contrast to the cases described in the Fig. 5 and Fig. 6, this is because the target vehicle 2 is driven on the travel path m2 to avoid the vehicle 1 when the other vehicle 4 is not parked at the rear of the vehicle 1.

[0075] Accordingly, when the current vehicle 1 is stopped on the shoulder of the road or the edge of the road and enters the travel lane, the controller 100 may be configured to determine the collision risk area A2 based on the steering angle of the vehicle 1 and the travel path m2 of the target vehicle 2. Specifically, the controller 100 may be configured to determine the collision risk area A2 between the current vehicle 1 and the target vehicle 2 based on the travel path of the vehicle 1 according to the steering angle of the vehicle 1 and the travel speed of the target vehicle 2 detected by the rear lateral side sensor 201.In other words, the controller 100 may be configured to determine the collision risk area A2 between the vehicle and the target vehicle 2 according to the TTC calculated based on an exit direction of the vehicle 1 that has stopped on the shoulder of the road or the road edge and the traveling speed of the target vehicle 2 approaching from the rear lateral side.

[0076] In this way, when the vehicle 1 is stopped on the shoulder of the road or the edge of the carriageway and enters the travel lane, since there is no information related to the parking line PL acquired by the acquisition device 350 and no position information of the other vehicles 3 and 4 parked on at least the front and / or rear of the vehicle 1, the controller 100 does not give any weight to the parking line information (PL information) (e.g., does not consider this information because it is irrelevant) and the position information of the other vehicles 3 and 4, but gives the predetermined weight to the detection information of the target vehicle 2 detected by the rear lateral side sensor 201.In other words, the controller 100 may be configured to determine the collision risk area A2 based on the detection information of the weighted target vehicle 2 when determining the collision risk area A2 of the vehicle 1.

[0077] In relation to Fig. 8, the controller 100 may be configured to determine an expected collision area C2 between the vehicle 1 and the target vehicle 2 within the collision risk area A2 based on the driving information of the vehicle 1 and the driving information of the target vehicle 2. In particular, the driving information of the vehicle 1 may include information related to an expected travel path of the vehicle 1 and the traveling speed of the vehicle 1.

[0078] The controller 100 may be configured to obtain data on the expected travel path of the vehicle 1 according to steering angle data of the steering wheel detected by the steering angle detector 85 of the vehicle 1. Furthermore, the controller 100 may be configured to actuate the speed detector 80 to obtain travel speed data of the vehicle 1 in real time (1070). As shown in Fig. As illustrated in Figure 8, the expected travel path of the vehicle 1 may be determined, in other words, as r5, r6, r7, r8, r9, and r10, according to the steering wheel operation for entering the lane of the vehicle 1 stopped on the shoulder of the road or the carriageway. However, the expected travel path of the vehicle 1 may change depending on the steering angle based on the steering wheel operation and the traveling speed of the vehicle 1.

[0079] The travel information of the target vehicle 2 may also include information related to the expected travel path of the target vehicle 2 and the travel speed of the target vehicle 2. The controller 100 may be configured to obtain the expected travel path of the target vehicle 2 and the travel speed information of the target vehicle 2 based on the change in the real-time position of the target vehicle 2 detected by the rear lateral side sensor 201 (1080).

[0080] As in Fig. 8, the target vehicle 2 may come from the rear of the vehicle 1 to avoid the vehicle 1 and drive to the side surface of the vehicle 1, as shown in Fig. 6, and the controller 100 may be configured to determine the expected travel path m2 of the target vehicle 2. Furthermore, the controller 100 may be configured to determine the expected collision area C2 between the vehicle 1 and the target vehicle 2 within the collision risk area A2 based on the travel information of the vehicle 1 and the travel information of the target vehicle 2 obtained in the same manner as described above (1090).

[0081] In other words, the controller 100 may be configured to determine the collision danger area A2 of the vehicle 1 based on the driving manner of the vehicle 1 and information of the target vehicle 2 detected by the rear lateral side sensor 201, and determine the expected collision area C2 in which the vehicle 1 and the target vehicle 2 are in actual collision within the collision danger area A2 based on the driving information of the vehicle 1 and the driving information of the target vehicle 2.

[0082] Conventionally, under the same conditions as in the exemplary embodiment of the Fig. 7 and Fig. 8, the collision avoidance control of the vehicle 1 is performed even when a collision cannot be avoided because the target vehicle 2 approaching from the rear lateral side of the vehicle 1 is not detected as the collision-risk vehicle or a collision with the vehicle 1 is not expected according to the actual travel path of the target vehicle 2. However, the present disclosure can prevent erroneous control of the collision avoidance control of the vehicle 1 and the target vehicle 2 by determining the expected collision area C2 in which a collision between the vehicle 1 and the target vehicle 2 is actually expected based on the travel information of the vehicle 1 and the travel information of the target vehicle 2 within the collision-risk area A2 between the vehicle 1 and the target vehicle 2, and also prevent unnecessary control.

[0083] The controller 100 may, in particular, change the driving control amount of the vehicle 1 based on the expected collision area C2, which is shown in Fig. 8 (1100). In other words, the controller 100 may be configured to set the weight for collision avoidance control to be higher than a predetermined value with respect to the expected collision area C2 in the collision risk area A2. The controller 100 may be configured to operate the cruise control 70 to reduce the traveling speed of the vehicle 1 in response to determining that the vehicle 1 is traveling in the expected collision area C2.

[0084] In response to determining that the vehicle 1 is driving in the expected collision area C2, the controller 100 may be configured to increase the driving braking amount of the vehicle 1 within the expected collision area C2 to be greater than the predetermined value and advance the collision warning timing of the vehicle 1 by the predetermined time with respect to the expected collision area C2. In other words, when the vehicle 1 and the target vehicle 2 are expected to collide in the expected collision area C2, the controller 100 may be configured to increase the braking amount of the vehicle 1 to a value greater than the predetermined value according to the weight given in advance in the expected collision area C2, advance the braking time by the predetermined time, and provide a driver with a collision warning by the predetermined time in advance.

[0085] Meanwhile, the driver can be provided with the collision warning of the vehicle 1 through the display device 88. In other words, the controller 100 can be configured to operate the display device 88 to output a collision danger warning sound between the vehicle 1 and the target vehicle 2 to inform the driver of the danger. Furthermore, the controller 100 can be configured to operate the display device 88 to display a collision danger message on the display of the vehicle 1 to visually inform the driver of the danger. On the other hand, the controller 100 can set the weight for the collision avoidance control to be lower than the predetermined value with respect to the remaining areas except for the expected collision area C2 within the collision danger area A2.

[0086] Accordingly, when the vehicle 1 is driven into an area other than the expected collision area C2, the controller 100 may be configured to reduce the braking amount of the vehicle 1 to a value less than the predetermined value, delay the braking time by the predetermined time, and delay the collision warning time by the predetermined time. In other words, according to an exemplary embodiment of the disclosure, the expected collision area C2 between the vehicle 1 and the target vehicle 2 may be determined, the weight is given to the determined area, and the amount of collision avoidance control of the vehicle may be changed according to the given weight.

[0087] Regarding the Fig. 9 to 11, according to the exemplary embodiment, the controller 100 may be configured to perform collision avoidance control of the vehicle 1 when a collision is expected between the vehicle 1 and the target vehicle 2 when the vehicle 1 makes a left turn or a U-turn while being driven. The pickup device 350 of the vehicle 1 may be configured to detect the lane on which the vehicle 1 is being driven, and the rear lateral side sensor 201 may be configured to detect the target vehicle 2 approaching the rear lateral side of the vehicle 1.

[0088] In addition, the controller 100 may be configured to determine whether a lane exists in the surroundings of the vehicle 1 (e.g., whether another lane exists) based on the recording result of the recording device 350, and the controller 100 may be configured to determine whether the target vehicle 2 is approaching from the rear lateral side of the vehicle 1 based on the detection result of the rear lateral side sensor 201. The controller 100 may be configured to determine that the driving mode of the vehicle 1 is a state in which the vehicle is driven on an ordinary road, as shown in FIGS. Fig. 9 to 11 illustrates when lanes around the vehicle 1 and the target vehicle 2 approaching from the rear lateral side of the vehicle 1 are detected.

[0089] In other words, illustrated in the Fig. 9 to 11 illustrate the exemplary embodiment that the vehicle 1 is driven on the road, and the vehicle 1 makes the left turn or the U-turn at the position at an intersection. Specifically, since the lane is detected by the pickup device 350 and the target vehicle 2 approaching the rear lateral side of the vehicle 1 is detected by the rear lateral side sensor 201, the controller 100 may be configured to determine the driving mode of the vehicle 1 as 'a state of making the left turn or the U-turn' according to the detected steering angle by the steering angle detector 85. Therefore, there is a risk of collision with the target vehicle 2 approaching from the rear lateral side of the vehicle 1 when the vehicle 1 makes the left turn or the U-turn.

[0090] Specifically, the controller 100 may be configured to determine a collision risk area A3 between the vehicle 1 and the target vehicle 2 according to the traveling mode of the vehicle 1 making the left turn or the U-turn. At this time, the controller 100 may be configured to determine the collision risk area A3 of the vehicle 1 based on a traveling path r11 of the vehicle 1 making the left turn or the U-turn, based on the steering angle of the vehicle 1 detected by the steering angle detector 85, and the traveling path of the target vehicle 2 approaching from the rear lateral side of the vehicle 1.

[0091] When the steering wheel operation is input by the driver while the vehicle 1 is traveling, the controller 100 may be configured to compare the steering angle corresponding to the steering wheel operation with a reference value stored in advance in the memory 90 and determine that the vehicle 1 is making the left turn or the U-turn according to the comparison result. In other words, the controller 100 may be configured to determine the travel path of the vehicle 1 making the left turn or the U-turn according to the driver's steering wheel operation.

[0092] The travel path of the target vehicle 2 approaching the rear lateral side of the vehicle 1 can be determined by various paths such as m3, m4, m5, m6 and m7 as shown in Fig. 9, can be determined based on the driver's steering wheel operation. Similar to the vehicle 1, the target vehicle 2 may make the left turn or the U-turn at the intersection and determine the travel path to avoid the vehicle 1. Therefore, when the vehicle 1 makes the left turn or the U-turn, the controller 100 may be configured to determine the collision risk area A3 based on the travel path r11 based on the steering angle of the vehicle 1 and the travel paths m3 to m7 of the target vehicle 2 approaching from the rear lateral side.

[0093] Specifically, the controller 100 may be configured to determine the collision risk area A3 between the vehicle 1 and the target vehicle 2 based on the left turn or U-turn in the travel path of the vehicle 1 based on the steering angle of the vehicle 1 and the travel path of the target vehicle 2 determined based on the traveling speed of the target vehicle 2 detected by the rear lateral side sensor 201. In other words, the controller 100 may be configured to determine the collision risk area A3 between the vehicle 1 and the target vehicle 2 according to the TTC calculated based on the left turn or U-turn direction of the vehicle 1 or the road side and the traveling speed of the target vehicle 2 approaching from the rear lateral side.

[0094] When the vehicle 1 traveling on the road lane makes the left turn or the U-turn, since there is no parking line PL information acquired by the acquisition device 350 and no position information of the other vehicles 3 and 4 parked at least in the front and / or rear of the vehicle 1, the controller 100 thus gives no weight to the parking line (PL) information and the position information of the other vehicles 3 and 4 (e.g., does not consider these information because they are irrelevant). However, the controller 100 may give the predetermined weight to the information related to the driving lane acquired by the acquisition device 350 and the detection information of the target vehicle 2 detected by the rear lateral side sensor 201.In other words, the controller 100 may be configured to determine the collision risk area A3 based on the weighted lane information and the detection information of the weighted target vehicle 2 when determining the collision risk area A3 of the vehicle 1.

[0095] In relation to Fig. 10, the controller 100 may be configured to determine an expected collision area C3 between the vehicle 1 and the target vehicle 2 within the collision risk area A3 based on the driving information of the vehicle 1 and the driving information of the target vehicle 2. In particular, the driving information of the vehicle 1 may include information related to an expected travel path of the vehicle 1 and the traveling speed of the vehicle 1.

[0096] The controller 100 may be configured to obtain data on the expected travel path of the vehicle 1 turning left or making a U-turn based on steering angle data of the steering wheel detected by the steering angle detector 85 of the vehicle 1, and the controller 100 may be configured to actuate the speed detector 80 to obtain travel speed data of the vehicle 1 in real time. As in Fig. As illustrated in FIG. 10, the expected travel path of the vehicle 1 may be determined as the travel path r11 based on the steering wheel operation for turning left or performing a U-turn of the vehicle 1 in the traveling state. However, the expected travel path of the vehicle 1 may change depending on the steering angle based on the steering wheel operation and the traveling speed of the vehicle 1.

[0097] The travel information of the target vehicle 2 may also include information related to the expected travel path of the target vehicle 2 and the travel speed of the target vehicle 2. The controller 100 may be configured to obtain the expected travel path of the target vehicle 2 and the travel speed information of the target vehicle 2 based on the change in the real-time position of the target vehicle 2 detected by the rear lateral side sensor 201.

[0098] As in Fig. As illustrated in Figure 10, the target vehicle 2 may travel from the side lane of the vehicle 1 to the rear of the vehicle 1, and the controller 100 may be configured to determine the expected travel paths m3 to m7 of the target vehicle 2. Furthermore, the controller 100 may be configured to determine the expected collision area C3 between the vehicle 1 and the target vehicle 2 within the collision risk area A3 based on the travel information of the vehicle 1 and the travel information of the target vehicle 2 obtained in the manner described above.

[0099] In other words, the controller 100 may be configured to determine the collision risk area A3 of the vehicle 1 based on the driving mode of the vehicle 1 and information of the target vehicle 2 detected by the rear lateral side sensor 201, and to determine the expected collision area C3 in which the vehicle 1 and the target vehicle 2 are in actual collision within the collision risk area A3 based on the driving information of the vehicle 1 and the driving information of the target vehicle 2. As in the conditions of the exemplary embodiment of the Fig. 10, conventionally, the collision avoidance control of the vehicle 1 is performed even when a collision with the vehicle 1 is not expected based on the actual travel path of the vehicle 1 and the target vehicle 2.

[0100] The present disclosure can prevent erroneous control of the collision avoidance control of the vehicle 1 and the target vehicle 2 by determining the expected collision area C3 in which a collision between the vehicle 1 and the target vehicle 2 is actually expected based on the driving information of the vehicle 1 and the driving information of the target vehicle 2 within the collision risk area A3 between the vehicle 1 and the target vehicle 2, and also prevent unnecessary control. In other words, Fig. 10, the vehicle 1 has not entered the expected collision area C3 because the vehicle 1 makes the left turn or the U-turn outside the expected collision area C3 determined by the controller 100. Therefore, the controller 100 does not perform collision avoidance control of the vehicle 1 because the vehicle 1 and the target vehicle 2 will not collide in the expected collision area C3.

[0101] Meanwhile, when the controller 100 determines a collision risk area A4 of the vehicle 1 and determines an expected collision area C4 in which the vehicle 1 and the target vehicle 2 are likely to actually collide, the controller 100 may be configured to change the drive control amount of the vehicle 1 when the vehicle 1 is driven in the expected collision area C4 and the collision with the target vehicle 2 is expected. In other words, the controller 100 may be configured to set the weight for collision avoidance control to be higher than a predetermined value with respect to the expected collision area C4 in the collision risk area A4.

[0102] In addition, the controller 100 may be configured to operate the cruise control 70 to reduce the traveling speed of the vehicle 1 in response to determining that the vehicle 1 is traveling in the expected collision area C4. In response to determining that the vehicle 1 is traveling in the expected collision area C4, the controller 100 may be further configured to increase the amount of control braking of the vehicle 1 within the expected collision area C4 beyond the predetermined value and advance the timing of the collision warning of the vehicle 1 by the predetermined time with respect to the expected collision area C4.

[0103] In other words, when the vehicle 1 and the target vehicle 2 are expected to collide in the expected collision area C4, the controller 100 may be configured to increase the braking amount of the vehicle 1 to be greater than the predetermined value according to the weight given in advance in the expected collision area C4, advance the braking time by the predetermined time, and provide a collision warning by the predetermined time in advance. Meanwhile, the collision warning of the vehicle 1 may be provided to the driver through the display device 88. Specifically, the controller 100 may be configured to operate the input device 88, output a collision danger warning sound between the vehicle 1 and the target vehicle 2 to inform the driver of the danger, and display a collision danger message on the display of the vehicle 1 to visually inform the driver of the danger.

[0104] On the other hand, the controller 100 may be configured to set the weight for collision avoidance control to be less than the predetermined value with respect to the remaining areas except the expected collision area C4 within the collision danger area A4. Accordingly, when the vehicle 1 is driven into an area other than the expected collision area C4, the controller 100 may be configured to reduce the braking amount of the vehicle 1 to less than the predetermined value, delay the braking time by the predetermined time, and delay the collision warning time by the predetermined time.According to an exemplary embodiment of the disclosure, the expected collision area C4 between the vehicle 1 and the target vehicle 2 may be determined, the weight is given to the determined area, and the amount of collision avoidance control of the vehicle 1 may be changed based on the given weight.

[0105] As described above, according to the vehicle and the method for controlling the vehicle according to the exemplary embodiment of the disclosure, there is an effect of assisting the collision avoidance system by performing the collision avoidance control under special conditions, such as when the parked vehicle leaves the parking line PL while traveling parallel to another vehicle approaching in the side lane, or the vehicle 1 makes the left turn or the U-turn. Furthermore, erroneous control conditions related to collision avoidance that may occur during the vehicle's travel can be prevented.

[0106] Meanwhile, the exemplary embodiments of the present disclosure may be implemented in the form of recording media for storing instructions to be executed by a computer. The instructions may be stored in the form of program code and, when executed by a processor, generate program modules for performing operations in the exemplary embodiments of the present disclosure. The recording media may correspond to non-transitory computer-readable recording media. The non-transitory computer-readable recording medium includes any type of recording medium having data stored thereon that can subsequently be read by a computer. It may be, for example, a ROM, a RAM, a magnetic tape, a magnetic disk, a flash memory, an optical data storage device, etc.

Claims

[1] Vehicle (1), comprising: a recording device (350) configured to detect a parking line (PL) in which the vehicle (1) is parked; a sensor (200) configured to detect an obstacle on at least one of a front side and a rear side of the vehicle (1) and to detect a target vehicle (2) approaching from a rear lateral side of the vehicle (1); and a controller (100) configured to determine a driving style of the vehicle (1) based on parking line information acquired by the recording device (350), the acquired obstacle information, and the acquired target vehicle information, determine a collision risk area of ​​the vehicle (1) based on the driving style, and determine an expected collision area between the vehicle (1) and the target vehicle (2) within the collision risk area based on driving information of the vehicle and driving information of the target vehicle (2), in order to change the driving control amount of the vehicle (1) based on the expected collision area, wherein the controller (100) is configured to determine the collision risk area of ​​the vehicle (1) based on a steering angle of the vehicle, which varies based on the driving style of the vehicle (1), and a driving path of the target vehicle (2) approaching from the rear lateral side of the vehicle (1). [2] The vehicle according to claim 1, wherein the controller (100) is configured to determine the traveling mode of the vehicle (1) as 'a state in which the vehicle (1) is parked in the detected parking line (PL) and is being driven out of the parking line (PL)' when the pickup device (350) detects the parking line (PL) in which the vehicle (1) is parked and the sensor (200) detects the obstacle and the target vehicle (2). [3] The vehicle according to claim 1, wherein the controller (100) is configured to determine the driving mode of the vehicle (1) as 'a state of driving and not parking' when the pickup device (350) does not detect the parking line (PL) in which the vehicle (1) has been parked, the sensor (200) does not detect the obstacle, and the sensor (200) detects the target vehicle (2). [4] The vehicle according to claim 1, wherein the travel path of the target vehicle (2) is determined based on whether the obstacle is detected at the rear of the vehicle (1). [5] The vehicle according to claim 1, wherein the driving information of the vehicle (1) includes an expected driving path of the vehicle (1) and a driving speed of the vehicle (1), the driving information of the target vehicle (2) includes an expected driving path of the target vehicle (2) and a driving speed of the target vehicle (2), and the controller (100) is configured to determine the expected driving path of the vehicle (1) based on a steering angle of the vehicle and determine the expected driving path of the target vehicle (2) based on a change in the real-time position of the target vehicle (2) detected by the sensor (200). [6] The vehicle of claim 1, further comprising: a speed controller (70L) configured to regulate a driving speed of the vehicle (1), wherein, when the expected collision area between the vehicle (1) and the target vehicle (2) is determined to be within the collision danger area, the controller (100) is configured to operate the cruise control (70) to reduce the driving speed at which the vehicle (1) is driven in the determined expected collision area. [7] The vehicle according to claim 1, wherein, when the expected collision range between the vehicle (1) and the target vehicle (2) is determined to be within the collision danger range, the controller (100) is configured to increase the control braking amount of the vehicle (1) within the determined expected collision range to a value higher than a predetermined value. [8] The vehicle according to claim 1, wherein, when the expected collision area between the vehicle (1) and the target vehicle (2) is determined to be within the collision danger area, the controller (100) is configured to advance a time of collision warning for the vehicle (1) by a predetermined time. [9] The vehicle of claim 1, further comprising: a speed detector (80) configured to detect a traveling speed of the vehicle (1); and a steering angle detector (85) configured to detect a rotation angle of a steering wheel of the vehicle (1). [10] A vehicle according to claim 1, wherein the obstacle includes other vehicles (3) parked on at least the front and / or rear of the vehicle (1). [11] Method for controlling a vehicle (1), comprising: Detecting a parking line (PL) in which the vehicle (1) is parked by a controller (100); Detecting an obstacle on at least one front side and / or one rear side of the vehicle (1) by the controller (100); Detecting a target vehicle (2) approaching from a rear lateral side of the vehicle (1) by the controller (100); Determining a driving mode of the vehicle (1) by the controller (100) based on the acquired parking line information, the acquired obstacle information and the acquired target vehicle information; Determining a collision risk range of the vehicle by the controller (100) based on the driving type; Determining an expected collision area between the vehicle (1) and the target vehicle (2) within the collision risk area by the controller (100) based on driving information of the vehicle (1) and driving information of the target vehicle (2); and Changing the control amount of the vehicle by the controller (100) based on the determined expected collision area, wherein determining the area of ​​collision risk of the vehicle (1) includes: Determining the collision risk area of ​​the vehicle (1) by the controller (100) based on a steering angle of the vehicle (1) that varies based on the driving style of the vehicle (1) and a driving path of the target vehicle (2) approaching from the rear lateral side of the vehicle (1). [12] The method according to claim 11, wherein determining the driving mode of the vehicle (1) includes: Determining the driving mode of the vehicle (1) as 'a state in which the vehicle (1) is parked in the detected parking line (PL) and is driven out of the parking line (PL)' when the parking line (PL) in which the vehicle (1) is parked is detected and the obstacle and the target vehicle (2) are detected, by the controller (100). [13] The method according to claim 11, wherein determining the driving mode of the vehicle (1) includes: Determining the driving mode of the vehicle (1) as 'in a state of driving and not parking' by the controller (100) when the parking line (PL) in which the vehicle (1) was parked is not detected, the obstacle is not detected, and the target vehicle (2) is detected. [14] The method of claim 11, wherein the travel path of the target vehicle (2) is configured to be determined based on whether the obstacle is detected on the rear of the vehicle (1). [15] The method according to claim 11, wherein the driving information of the vehicle (1) includes an expected driving path of the vehicle (1) and a driving speed of the vehicle (1), the driving information of the target vehicle (2) includes an expected driving path of the target vehicle (2) and a driving speed of the target vehicle (2), and wherein the method further includes: Determining the expected travel path of the vehicle (1) by the controller (100) based on a steering angle of the vehicle (1); and Determining the expected travel path of the target vehicle (2) by the controller (100) based on a change in the real-time position of the detected target vehicle (2). [16] The method of claim 11, further comprising: Regulating a driving speed of the vehicle (1) by the controller (100), and wherein changing the activation tax amount of the vehicle (1) includes: if the expected collision area between the vehicle (1) and the target vehicle (2) is determined to be within the collision risk area, reducing the driving speed at which the vehicle (1) travels in the determined expected collision area by the controller (100). [17] The method according to claim 11, wherein changing the drive control amount of the vehicle (1) includes: when the expected collision range between the vehicle and the target vehicle (2) is determined to be within the collision danger range, increasing the control braking amount of the vehicle (1) within the determined expected collision range to a value higher than a predetermined value by the controller (100). [18] The method of claim 11, further comprising: if the expected collision area between the vehicle (1) and the target vehicle (2) is determined to be within the collision danger area, bringing forward a time of the collision warning for the vehicle (1) by a predetermined time by the controller (100). [19] The method of claim 11, further comprising: Detecting a driving speed of the vehicle (1) by the controller (100); and Detecting a rotation angle of a steering wheel of the vehicle (1) by the controller (100).

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