Collision prevention system and method thereof

Abstract

A collision avoidance system according to embodiments of the present disclosure may include a sensor unit that detects at least one vehicle entering a preset detection area using a forward monitoring sensor, a control unit that determines the collision risk of at least one vehicle based on the detection result of at least one vehicle, and a virtual target output unit that outputs a virtual target to induce automatic deceleration of at least one vehicle based on the determination result of the collision risk.

Description

Technology Field

[0001] The embodiments of the present disclosure relate to a collision avoidance system and a method thereof. Background Technology

[0002] Road work zones installed on highways or general roads are extremely dangerous environments for both drivers and workers, resulting in numerous collision accidents every year that cause significant loss of life and property. The primary causes of these accidents are identified as driver inattention or delayed awareness of the road work zone.

[0003] Currently, to prevent such collisions, the risk is reduced by using passive means such as traffic cones and warning signs, or by employing signalmen who directly guide vehicles. However, since these methods are based entirely on the assumption that drivers will perceive hazards and react appropriately, they have a fundamental limitation in that they are completely ineffective in preventing collisions when drivers are inattentive. This limitation becomes even more pronounced, particularly in adverse weather conditions such as nighttime, fog, or heavy rain, where visibility deteriorates rapidly.

[0004] Recently, advanced driver assistance systems (ADAS), such as Adaptive Cruise Control (ACC), have become commonplace. However, paradoxically, the advancement of these technologies is creating a new type of accident risk. Most commercial Adaptive Cruise Control systems are often designed to ignore stationary objects on the road, such as road signs or guardrails, by mistaking them for unnecessary signals (clutter). Consequently, if a driver overestimates the Adaptive Cruise Control function and fails to keep their eyes on the road ahead, they may fail to recognize stationary construction vehicles or obstacles on the road, potentially leading to a serious accident where they collide head-on.

[0005] Of course, on some roads, simple active warning systems that flash warning lights when a vehicle is detected by radar are used. However, this has limitations in that it provides the driver with only a single form of warning and cannot prevent collisions if the driver does not react. More importantly, these devices fail to provide any direct warning or protective measures to workers on the road.

[0006] In conclusion, existing safety measures have either relied solely on driver attention (passive measures), failed to overcome the inherent limitations of specific vehicle technologies (ACC), or remained fragmentary solutions targeting only some of the parties involved in an accident (the driver). Therefore, there is an urgent need to develop a new concept of integrated and proactive safety system capable of managing collision risks at their source by responding stepwise to changing hazardous situations for both drivers and operators, regardless of the type or condition of the approaching vehicle (ACC vehicle, standard vehicle, etc.). The problem to be solved

[0007] Embodiments of the present disclosure can provide a collision avoidance system and a method that can overcome the limitations of existing passive or fragmentary safety measures and significantly improve the safety of both drivers and workers in environments where fixed hazards exist, such as road work zones.

[0008] Embodiments of the present disclosure may provide a collision prevention system and method that protect both a 'vehicle' approaching a road work zone, which is a potential perpetrator of a collision accident, and a 'worker', which is a potential victim, and provide optimized warning and response means of different ways to both parties.

[0009] Embodiments of the present disclosure may provide a collision avoidance system and method that go beyond simply detecting a risk and sending a single warning, but instead determine the risk level from multiple angles in real time and perform step-by-step response logic leading to direct vehicle system control (M2M), direct driver warning (HMI), and worker evacuation warning according to the level.

[0010] Embodiments of the present disclosure can provide a collision avoidance system and method that maximize the collision avoidance effect for all types of vehicles by performing an optimal response (virtual target generation or audiovisual warning) tailored to the characteristics of each vehicle, regardless of whether the vehicle approaching the road work zone is a vehicle equipped with Adaptive Cruise Control (ACC) or a general vehicle, or whether the type of vehicle is a heavy truck or a light passenger car.

[0011] The problems of the embodiments of the present disclosure are not limited to those mentioned in this specification, and other problems not mentioned will be clearly understood by those skilled in the art from the description below. means of solving the problem

[0012] A collision avoidance system according to embodiments of the present disclosure may include a sensor unit that detects at least one vehicle entering a preset detection area using a forward monitoring sensor, a control unit that determines the collision risk of at least one vehicle based on the detection result of at least one vehicle, and a virtual target output unit that outputs a virtual target to induce automatic deceleration of at least one vehicle based on the determination result of the collision risk.

[0013] A collision prevention method according to embodiments of the present disclosure may include the steps of: detecting at least one vehicle entering a preset detection area using a forward monitoring sensor; determining the collision risk of at least one vehicle based on the detection result of at least one vehicle; and outputting a virtual target to induce automatic deceleration of at least one vehicle based on the determination result of the collision risk to prevent a collision between at least one vehicle and at least one worker located in a road work area. Effects of the invention

[0014] According to embodiments of the present disclosure, a collision avoidance system and method can be provided that overcome the limitations of existing passive or fragmentary safety measures and significantly improve the safety of both drivers and workers within a road work area.

[0015] According to embodiments of the present disclosure, a collision avoidance system and a method can be provided that can establish a comprehensive safety net by protecting both a 'vehicle' approaching a road work zone, which is a potential party to the accident, and a 'worker', which is a potential victim, and by providing different optimized warning and response means to each of the two parties.

[0016] According to embodiments of the present disclosure, a collision avoidance system and method can be provided that simultaneously enhance safety and operational efficiency by determining the level of risk in real time and performing a step-by-step response leading to direct vehicle system control, direct driver warning, and worker evacuation warning according to the level, thereby minimizing unnecessary warnings while performing the most effective response in actual dangerous situations.

[0017] According to the embodiments of the present disclosure, a collision avoidance system and a method thereof can be provided that can maximize the collision avoidance effect for any vehicle by responding through the most appropriate means, such as virtual target generation, V2X message transmission, and audiovisual warning, regardless of the type of approaching vehicle (whether it is equipped with ACC, vehicle model, etc.) and driving state.

[0018] The effects of the embodiments of the present disclosure are not limited to those mentioned above, and other unmentioned effects will be clearly understood by those skilled in the art from the description in the claims. Brief explanation of the drawing

[0019] The content of this disclosure will be more fully understood from the detailed description and accompanying drawings provided below, which are provided solely for illustrative purposes and are not intended to limit the content of this disclosure. FIGS. 1 to 3 are drawings for explaining a collision prevention system according to embodiments of the present disclosure. FIG. 4 is a drawing for further explaining a collision prevention system according to embodiments of the present disclosure. FIG. 5 is a drawing for further explaining an example of providing individual collision warnings to workers in a collision avoidance system according to embodiments of the present disclosure. FIG. 6 is a drawing for explaining a collision prevention method according to embodiments of the present disclosure. FIG. 7 is a drawing for explaining a collision prevention method according to embodiments of the present disclosure in more detail. Specific details for implementing the invention

[0020] Hereinafter, some embodiments of the present disclosure will be described in detail with reference to the exemplary drawings. In assigning reference numerals to the components of each drawing, the same components may have the same reference numeral as much as possible, even if they are shown in different drawings. Furthermore, in describing the present disclosure, if it is determined that a detailed description of related known components or functions may obscure the essence of the present disclosure, such detailed description may be omitted. Where terms such as "comprising," "having," or "consisting of" are used in this specification, other parts may be added unless "only" is used. Where a component is expressed in the singular, it may include a plural unless there is a special explicit description otherwise.

[0021] Additionally, terms such as first, second, A, B, (a), (b), etc., may be used to describe the components of the present disclosure. These terms are used merely to distinguish the components from other components, and the nature, order, sequence, or number of the components are not limited by such terms.

[0022] In describing the positional relationship of components, where it is stated that two or more components are "connected," "combined," or "joined," it should be understood that while the two or more components may be directly "connected," "combined," or "joined," they may also be "connected," "combined," or "joined" with other components "intervened." Here, the other components may be included in one or more of the two or more components that are "connected," "combined," or "joined" with one another.

[0023] In describing the temporal flow relationship regarding components, methods of operation, or methods of production, for example, when the temporal or sequential relationship is described using "after," "following," "next," or "before," it may include cases where the relationship is not continuous unless "immediately" or "directly" is used.

[0024] Meanwhile, where numerical values ​​or corresponding information regarding a component (e.g., levels, etc.) are mentioned, even without separate explicit notation, the numerical values ​​or corresponding information may be interpreted as including a range of error that may occur due to various factors (e.g., process factors, internal or external shocks, noise, etc.).

[0025] Hereinafter, various embodiments of the present disclosure will be described in detail with reference to the attached drawings.

[0026] FIGS. 1 to 3 are drawings for explaining a collision prevention system according to embodiments of the present disclosure.

[0027] Referring to FIGS. 1 to 3, a collision prevention system (100) according to embodiments of the present disclosure can prevent collisions of approaching vehicles in environments where fixed or temporary hazards exist, such as road work zones, and ensure the safety of workers.

[0028] Specifically, the collision avoidance system (100) can detect and analyze the type of approaching vehicle and driving conditions in real time, and depending on the level of risk, directly intervene in the vehicle system or provide warnings optimized for both the driver and the operator in stages.

[0029] Currently, road safety measures are predominantly passive, relying entirely on the driver's visual perception. While some active warning devices are being introduced, they provide only fragmentary information and have clear limitations in that they cannot intelligently respond to changing dangerous situations.

[0030] In particular, despite the increasing adoption of advanced driving assistance systems such as Adaptive Cruise Control (ACC), these systems are actually increasing the risk of new types of accidents by causing drivers to become overconfident due to their inherent limitations in failing to recognize stationary obstacles.

[0031] Based on this problem recognition, the collision prevention system (100) according to the embodiments of the present disclosure aims to go beyond simply notifying of danger and to proactively intervene in the entire causal chain (Kill Chain) of the accident occurrence. To this end, the collision prevention system (100) introduces a multi-user protection concept that simultaneously protects two heterogeneous targets—an approaching vehicle driver who is a potential perpetrator of the accident and a road worker who is a potential victim—within a single system.

[0032] Furthermore, the collision avoidance system (100) can comprehensively determine the level of risk that changes in real time, such as the type, speed, and deceleration of the approaching vehicle, and perform an intelligent and stepwise threat response process that leads to a quiet control stage that directly intervenes in the vehicle system according to the level, an explicit warning stage that directly appeals to the driver's senses, and an emergency warning stage that induces the evacuation of workers as a final line of defense. Through this, it can provide an innovative solution that fuses existing fragmented safety technologies into one integrated intelligent system, thereby raising the safety level of the road work zone to an unprecedented level.

[0033] That is, the collision prevention system (100) can provide a new paradigm for fundamentally preventing tragic collision accidents that occur in environments where predictable but potential dangers exist, such as construction zones or temporary obstacle zones on roads.

[0034] According to the examples of FIGS. 1 and 2, a collision prevention system (100) according to embodiments of the present disclosure may be placed on a road installation (10). Here, the road installation (10) may be placed at a position spaced apart by a predetermined distance in front of the road work area (i.e., in the direction in which a vehicle enters the road work area) relative to the road work area where at least one worker (120) is located, but embodiments of the present disclosure are not limited thereto.

[0035] According to the example of FIG. 2, the road installation (10) may include at least one of a tripod (210), a traffic cone (220), and various types of dividers (230, 240, 250) placed on the road.

[0036] According to the example of FIG. 3, the collision avoidance system (100) may be placed on a construction vehicle (300) rather than a road installation (10).

[0037] According to the examples of FIGS. 1 to 3, the collision avoidance system (100) can detect at least one vehicle (110) entering a preset detection area (SA) and determine the risk of collision between the detected vehicle (110) and at least one worker (120) located in a road work area.

[0038] For example, the vehicle (110) may be a vehicle that is driving based on adaptive cruise control (ACC), but the embodiments of the present disclosure are not limited thereto.

[0039] According to an embodiment, the collision prevention system (100) can output a virtual target (VT) to induce deceleration of the vehicle (110) based on the result of determining the collision risk.

[0040] Specifically, the collision avoidance system (100) can generate a virtual target (VT) corresponding to the virtual reflection signal (VRS) by transmitting a virtual reflection signal (VRS) to a vehicle (110) cruising based on an intelligent active control system (e.g., smart cruise control or adaptive cruise control).

[0041] In other words, the vehicle (110) can recognize a virtual target (VT) traveling at a low speed (virtual driving speed) in front and perform cruise control (e.g., acceleration control, deceleration control, steering control, and braking control, etc.) to follow the virtual target (VT). That is, the collision avoidance system (100) can generate and output a virtual target (VT) based on a virtual reflection signal (VRS) to induce active control (automatic deceleration) of the vehicle (110), thereby preventing a collision accident.

[0042] According to an embodiment, the collision avoidance system (100) can provide a collision warning to at least one driver of a vehicle (110) and / or at least one worker (120) located in a road work area based on the result of determining the collision risk.

[0043] FIG. 4 is a drawing for further explaining a collision prevention system according to embodiments of the present disclosure.

[0044] Referring to FIGS. 1 to 4, a collision prevention system (100) according to embodiments of the present disclosure may include a sensor unit (410), a control unit (420), a virtual target output unit (430), and a collision warning unit (440).

[0045] In the following description, for convenience of explanation, the sensor unit (410), control unit (420), virtual target output unit (430), and collision warning unit (440) are described as being implemented as a single device; however, the embodiments of the present disclosure are not limited thereto, and at least two of the sensor unit (410), control unit (420), virtual target output unit (430), and collision warning unit (440) may be implemented as different devices.

[0046] In this case, at least two of the sensor unit (410), control unit (420), virtual target output unit (430), and collision warning unit (440) may be placed on different road installations (10) or construction vehicles (300).

[0047] The operation of each of the sensor unit (410), virtual target output unit (430), and collision warning unit (440) described below may be controlled by the control unit (420), but the embodiments of the present disclosure are not limited thereto.

[0048] The sensor unit (410) can detect at least one vehicle (110) entering a preset detection area (SA) using a front monitoring sensor.

[0049] For example, the forward sensing sensor may include at least one of a radar sensor that is robust even in bad weather using radio waves, a camera sensor that identifies the type of object through image information, and a LiDAR sensor that acquires high-precision three-dimensional spatial information using a laser, but the embodiments of the present disclosure are not limited thereto and may include various sensors capable of identifying a vehicle (110) entering a sensing area (SA).

[0050] Specifically, since the radar sensor uses radio waves, it can robustly and precisely measure the distance, relative speed, and direction angle of an approaching vehicle even in adverse weather conditions where the performance of other sensors may be degraded, such as heavy rain, fog, snow, or night. Accordingly, the control unit (420) can provide data essential for accurately calculating the time remaining until the collision.

[0051] For example, the radar sensor may be an FMCW radar operating in the 24 GHz or 60 GHz band to prevent frequency interference with the adaptive cruise control (ACC) system of the approaching vehicle (110) and to comply with relevant radio wave regulations, but embodiments of the present disclosure are not limited thereto and other frequency bands may be used depending on the regulations of the country where it is installed.

[0052] Camera sensors can play a role in complementing and expanding the system's cognitive capabilities by providing rich visual information.

[0053] According to the embodiment, the camera sensor can support an object classification function and a situation recording function by the control unit (420).

[0054] For example, the control unit (420) can analyze an image captured by a camera sensor using a deep learning-based image recognition algorithm to specifically classify whether the detected object is a passenger car, a large truck, or a motorcycle. Furthermore, the control unit (420) can identify specific vehicle models learned in a database and can perform more sophisticated and intelligent responses based on this detailed vehicle type information.

[0055] Additionally, when a dangerous situation occurs, the control unit (420) can automatically record the situation before and after the time of the dangerous situation as a high-resolution video or snapshot based on the video captured through the camera sensor, and can also perform the role of an event data recorder that transmits the recorded video to an external control server.

[0056] According to an embodiment, the sensor unit (410) may further include a location information collection unit including a precision GPS module, etc., to identify the absolute location of the sensor unit (410). In other words, the sensor unit (410) may collect accurate geographical location information for the area where the sensor unit (410) is placed through a precision GPS module, etc.

[0057] LiDAR sensors can generate highly precise 3D point cloud data of the surrounding environment using laser pulses. This provides stable performance regardless of day or night and is highly effective in determining the exact shape, size, and location of objects, thereby contributing to clearly separating and recognizing each object in complex situations.

[0058] The control unit (420) can determine the collision risk of at least one vehicle (110) based on the detection result of at least one vehicle (110).

[0059] The virtual target output unit (430) outputs a virtual target (VT) to induce automatic deceleration of at least one vehicle (110) based on the result of determining the collision risk, and the collision warning unit (440) can provide a collision warning to the driver of at least one vehicle (110) and at least one worker (120) located in the detection area (SA) based on the result of determining the collision risk.

[0060] Specifically, the control unit (420) may be a processor that performs the role of the brain of the system, which determines the risk level according to built-in logic based on information collected from the sensor unit (410) and directs the operation of each component unit (410, 430, 440), but the embodiments of the present disclosure are not limited thereto.

[0061] The control unit (420) is the entity that executes the step-by-step threat response scenario described below, and may be implemented as a single central processing unit or its functions may be distributed across multiple modules. For example, after the control unit (420) makes a comprehensive risk assessment, it may issue a high-level command such as 'execute deceleration profile,' and then have a distributed structure in which a separate processor in the virtual target output unit (430) is responsible for detailed signal generation and control.

[0062] The virtual target output unit (430) may represent a key machine-to-machine communication control execution means that directly intervenes in the advanced driver assistance system of the vehicle (110) to induce automatic deceleration.

[0063] According to an embodiment, the virtual target output unit (430) may perform the role of an executor that generates a signal by receiving specific parameter values ​​or specific profile execution commands transmitted by the control unit (420) after making all judgments. Alternatively, the virtual target output unit (430) may operate as an autonomous control entity that receives only refined sensing data or collision risk information from the control unit (420), and independently selects and executes the most suitable deceleration induction profile according to its built-in self-judgment logic.

[0064] The virtual target output unit (430) can perform a real-time virtual distance generation function that generates a signal delay corresponding to a specific distance value in real time, a real-time virtual speed generation function that generates a Doppler frequency shift corresponding to a specific speed value in real time, and a real-time virtual size (radar reflection area) generation function that generates a signal amplitude corresponding to a specific value in real time, in order to generate and output a virtual reflection signal (VRS) by precisely modulating a vehicle radar signal according to the command of the control unit (420).

[0065] That is, the collision avoidance system (100) according to the embodiments of the present disclosure can implement an intelligent deceleration induction scenario by freely generating and controlling a virtual target (VT) with desired characteristics through the organic division of roles between the control unit (420) and the virtual target output unit (430).

[0066] According to an embodiment, the control unit (420) can control the operation of at least one of the virtual target output unit (430) and the collision warning unit (440) based on a step-by-step threat response scenario based on the result of determining the collision risk.

[0067] For example, the control unit (420) can control the virtual target output unit (430) to output a virtual target (VT) when the collision risk of at least one vehicle (110) is a first risk level.

[0068] Additionally, the control unit (420) can control the virtual target output unit (430) to output a virtual target when the collision risk of at least one vehicle (110) is a second risk level higher than the first risk level, and control the collision warning unit (440) to provide a collision warning to the driver of the vehicle (110).

[0069] Additionally, the control unit (420) can control the collision warning unit (440) to provide a collision warning to at least one worker (120) when the collision risk of at least one vehicle (110) is a third risk level higher than the second risk level.

[0070] According to an embodiment, the control unit (420) can determine the risk of collision based on at least one of the speed information of the vehicle (110) and the distance information between the vehicle (110) and the sensor unit (410) (or the distance information between the vehicle (110) and at least one worker (120). For example, the sensor unit (410) receives location information of at least one worker (120) from a wearable device worn by the worker (120), and the control unit (420) can generate distance information between the vehicle (110) and at least one worker (120) based on the location information of the worker (120).

[0071] For example, the control unit (420) can determine the collision risk of the vehicle (110) as the first risk level if the distance between the vehicle (110) and the sensor unit (410) (or the distance between the vehicle (110) and at least one worker (120)) is greater than or equal to the first threshold distance.

[0072] Additionally, the control unit (420) can determine the collision risk of the vehicle (110) as a second risk level if the distance between the vehicle (110) and the sensor unit (410) (or the distance between the vehicle (110) and at least one worker (120)) is less than a first threshold distance and greater than or equal to a second threshold distance that is shorter than the first threshold distance.

[0073] Additionally, the control unit (420) can determine the collision risk of the vehicle (110) as a third risk level if the distance between the vehicle (110) and the sensor unit (410) (or the distance between the vehicle (110) and at least one worker (120)) is less than a second threshold distance.

[0074] According to an embodiment, the control unit (420) can calculate the time-to-collision (TTC) based on the speed information of the vehicle (110) and the distance information between the vehicle (110) and the sensor unit (410) (or the distance information between the vehicle (110) and at least one worker (120)), and determine the risk of collision based on the calculated time-to-collision (TTC).

[0075] For example, the control unit (420) can determine the collision risk of the vehicle (110) as the first risk level when the time remaining until collision (TTC) is greater than or equal to the first threshold time.

[0076] Additionally, the control unit (420) can determine the collision risk of the vehicle (110) as a second risk level if the time remaining until collision (TTC) is less than a first threshold time and greater than or equal to a second threshold time that is shorter than the first threshold time.

[0077] Additionally, the control unit (420) can determine the collision risk of the vehicle (110) as a third risk level when the time remaining until collision (TTC) is less than the second threshold time.

[0078] According to an embodiment, the control unit (420) can determine the collision risk based on the detection results of at least two forward detection sensors among a radar sensor, a camera sensor, and a lidar sensor.

[0079] That is, the control unit (420) may fuse sensing data from at least two forward sensing sensors and determine the collision risk of the vehicle (110) based on the fused sensing data.

[0080] In other words, the control unit (420) can operate as a core processing block that receives raw data (i.e., sensing data) from each of two or more front sensing sensors, combines the advantages of each raw data and compensates for its disadvantages to generate one integrated high-reliability perception information (i.e., fused sensing data).

[0081] For example, the control unit (420) cross-verifies the object detected by the radar with the camera image to filter out false detections of road facilities (e.g., signs, etc.) that are not vehicles, thereby minimizing detection errors caused by false detections.

[0082] Additionally, the control unit (420) can fill the gap in perception by determining the detection result of the radar as a valid threat when it is difficult to perceive through the camera sensor or lidar sensor due to bad weather.

[0083] In addition, the control unit (420) can recognize objects at a multifaceted and specific level, such as "a passenger car of a specific model approaching at 120 kilometers per hour from 150 meters ahead" by combining precise 3D shape information from the lidar sensor, vehicle type information from the camera sensor, and speed information from the radar sensor.

[0084] That is, the control unit (420) can obtain final object information through a sensor fusion process, and can use this final object information as the most important basis for ensuring the accuracy and reliability of all risk judgment and response logic.

[0085] In FIG. 4, for convenience of explanation, the entity performing the function of fusing sensing data to derive final object information is exemplified as a control unit (420), but the embodiments of the present disclosure are not limited thereto, and depending on the embodiment, the entity performing the function of fusing sensing data to derive final object information may be a sensor unit (410).

[0086] According to an embodiment, the control unit (420) may identify the vehicle type of at least one vehicle (110) using a camera sensor among the front monitoring sensors and provide a deceleration induction profile corresponding to the identified vehicle type to the virtual target output unit (430). The virtual target output unit (430) may generate and output a virtual target corresponding to the deceleration induction profile.

[0087] For example, the control unit (420) can use a camera sensor to determine the type of vehicle (110) entering the detection area (SA), for example, whether the vehicle (110) is a large car, a medium car, or a small car (or a motorcycle, etc.), and based on the determination result, adaptively control the radar cross section (RCS) of the virtual target (VT), i.e., the virtual reflection signal (VRS), to apply an optimal deceleration induction profile. Here, the radar cross section (RCS) is a measure indicating how well an object is visible to radar waves; the larger the size, the easier it can be detected by the vehicle radar.

[0088] For a more specific example, the control unit (420) can control the virtual reflection signal (VRS) so that the radar reflection area (RCS) has a first size when the vehicle (110) is a large vehicle.

[0089] Additionally, the control unit (420) can control the virtual reflection signal (VRS) so that the radar reflection area (RCS) has a second size smaller than the first size when the vehicle (110) is a medium-sized car.

[0090] Additionally, the control unit (420) can control the virtual reflection signal (VRS) so that the radar reflection area (RCS) has a third size smaller than the second size when the vehicle (110) is a small car (or motorcycle, etc.).

[0091] According to an embodiment, the control unit (420) determines whether the entry road of at least one vehicle (110) in the detection area (SA) is a curved road based on at least one of the information regarding the location of the front monitoring sensor and the shape of the road, and if the entry road is a curved road, the virtual target generation unit (430) can be controlled so as not to output a virtual target (VT).

[0092] Specifically, the control unit (420) can maximize the operational stability of the system by actively preventing not only defects in the hardware itself but also potential malfunctions that may occur in specific road environments. In particular, in curved road environments where it is difficult for the vehicle's radar sensor to accurately distinguish lanes, intelligent safety logic can be performed to control the control unit (420) so as not to output a virtual target (VT).

[0093] For example, the control unit (420) can compare current coordinate data obtained through the GPS module provided in the sensor unit (410) with map data, or transmit location information data such as current coordinate data to an external control server and receive a response regarding the road shape information of the location to check whether the road is a curved road.

[0094] Additionally, the control unit (420) can analyze image data acquired through a camera sensor to recognize the shape of the lane, and if the lane is curved beyond a certain level, determine that the road is a curved road.

[0095] Additionally, the control unit (420) can determine that the road is a curved road if the relative positional arrangement of fixed objects, such as guardrails, median barriers, and streetlights, which are continuously detected by the radar sensor or lidar sensor, shows a pattern of constant curvature.

[0096] Additionally, the control unit (420) can determine that the road on which the vehicles are traveling is a curved road if the real-time movement path of surrounding vehicles obtained from the sensor unit (410) or an external control server, or the statistical trace, shows a curved shape rather than a straight line.

[0097] Specifically, unlike on straight roads, on curved roads, it is difficult for the Adaptive Cruise Control (ACC) system of an approaching vehicle to clearly determine whether the virtual target (VT) ahead is in its own driving lane or an adjacent lane, which can be a potential risk factor causing unnecessary sudden deceleration or driver confusion.

[0098] To prevent such risks at the source, the sensor unit (420) determines whether the sensor unit (420) and / or the virtual target output unit (430) within the collision prevention system (100) are currently located on a curved road, and if the result of the determination indicates that it is located on a curved road, the operation of the virtual target output unit (430), which may cause a malfunction of the adaptive cruise control (ACC) system, is temporarily stopped, while the function of the collision warning unit (440), which provides a collision warning to the driver and worker (120) of the vehicle (110), is maintained normally, thereby ensuring the safety of the driver and worker (120) of the vehicle (110).

[0099] In other words, the collision avoidance system (100) can perform a highly intelligent safety control function that recognizes the characteristics of various road environments and controls them to operate in the safest way possible.

[0100] According to an embodiment, the collision warning unit (440) may include a driver warning unit and a worker warning unit, wherein the driver warning unit and the worker warning unit may be implemented as one device or different devices.

[0101] The driver warning unit can provide a collision warning to the driver through at least one of a high-intensity light-emitting diode, a directional speaker, a road surface laser projector, a variable message sign, and V2X (Vehicle to Everything) communication.

[0102] For example, the driver warning unit can flash a high-intensity light-emitting diode in a specific pattern, which is a means of strongly arousing the driver's visual attention. For example, the driver warning unit can convey the urgency of the situation to the driver of the vehicle (110) by adjusting the intensity of the warning, such as by gradually increasing the flashing speed or changing the color according to the risk of collision.

[0103] Additionally, the driver warning unit can provide an intuitive visual warning so that the driver of the vehicle (110) does not misunderstand the situation ahead by using a road surface laser projector, which secures the driver's visibility, especially in low-light environments such as at night, rain, or fog, to directly project text or warning symbols such as 'stop' or 'decelerate' onto the road surface in front of the vehicle (110).

[0104] In addition, the driver warning unit can maximize situational awareness by using a variable message sign, which is a separate large electronic display linked with the collision prevention system (100), as a means to strongly stimulate the driver's visual attention, to clearly convey a specific text message corresponding to the result of the collision risk assessment, such as 'immediate deceleration while working ahead' or '2nd lane control', to the driver of a vehicle (110) located at a distance.

[0105] For example, the driver warning unit can use a directional speaker that concentrates sound in a specific direction as a means to make the driver aware of danger even when the driver is not looking forward, and can deliver a strong warning sound or a clear voice message such as "Work zone ahead! Decelerate immediately!" only to the driver of the vehicle (110) at risk of collision. This method has the advantage of clearly delivering a warning to the target driver without causing noise pollution to other surrounding vehicles or workers. According to an embodiment, the control unit (420) can provide a speaker control signal through the driver warning unit to control the direction of the speaker in real time based on tracking data from the forward monitoring sensor.

[0106] According to an embodiment, the driver warning unit may use a V2X communication module to directly transmit a warning (e.g., transmission of a V2X message) inside the vehicle.

[0107] To give a more specific example, the driver warning unit can broadcast safety messages directly to the vehicle via standard protocols such as WAVE or C-V2X. For instance, the driver warning unit can transmit a 'forward road work warning' message to display a warning icon or text on the vehicle's cluster or head-up display.

[0108] These multiple warning means of the driver warning unit can be used individually or in combination according to the control operation of the control unit (420), and their intensity and type can be intelligently adjusted according to the result of judging the collision risk.

[0109] According to an embodiment, the worker warning unit may include at least one of a wide warning unit that provides a wide collision warning to at least one worker (120) located in a road work area, and an individual warning unit that provides an individual collision warning corresponding to each worker through wireless communication with a wearable device worn by at least one worker (120) located in a road work area.

[0110] Specifically, the worker warning unit acts as a final line of defense to protect the life of a worker in a high-risk situation where a collision risk is determined to be imminent. This generally applies when the risk is not resolved even with previous response stages, such as driver warnings, but it may be immediately activated as a highest-grade warning if the control unit (420) determines that the collision risk is extremely high.

[0111] The wide-area warning unit may include a high-power rear speaker and a siren placed externally as a means to propagate dangerous situations throughout the entire work area.

[0112] For example, the wide-area warning unit can use high-power rear speakers and sirens to emit a strong siren pattern that workers (120) can clearly recognize, or a clear voice warning such as ‘Dangerous vehicle approaching! Evacuate immediately!’ toward the road work area, which can be used as a primary warning means that covers even those not wearing personal warning equipment (e.g., wearable devices).

[0113] The individual warning unit can transmit a warning signal directly to the personal safety equipment worn by the worker through a communication module. For example, the communication module includes at least one of a low-power Bluetooth module, an ultra-wideband communication module capable of precisely determining the worker's location, a V2X communication module, and an LTE and / or 5G communication module for communication with an external control server, and such communication module is placed inside or outside the control unit (420) and the transmission and reception of data can be controlled by the control unit (420).

[0114] According to an embodiment, the individual warning unit may provide an individual collision warning to at least one worker by using at least one of a speaker, a vibration motor, and a light-emitting diode provided in a wearable device worn by at least one worker (120).

[0115] For example, the wearable device includes at least one of an Internet of Things (IoT)-based smart helmet, safety vest, and wristband worn by a worker (120), and the wearable device can receive individual warning signals from individual warning units and generate a corresponding multi-sensory warning.

[0116] For a more specific example, individual warning units can transmit a clear warning sound through ambient noise via a speaker (or bone conduction speaker, etc.) built into the wearable device.

[0117] In addition, the individual warning unit activates a powerful haptic vibration motor built into the wearable device, allowing the user to immediately recognize danger through physical vibration even in situations where it is difficult to hear sounds due to noise.

[0118] In addition, individual warning units can rapidly flash high-brightness light-emitting diodes placed in the wearable device to transmit visual danger signals to the wearer and nearby colleagues.

[0119] According to an embodiment, the control unit (420) can record image data of at least one vehicle (110) for a preset time using a camera sensor among the front detection sensors, and transmit the recorded image data to an external control server through a communication module.

[0120] However, the embodiments of the present disclosure are not limited thereto, and the collision prevention system (100) may further include an information management unit that records image data of a vehicle (110) and transmits it to an external control server. In this case, the information management unit may include a data storage unit that stores image data and log data corresponding to the image data.

[0121] That is, the control unit (420) or the information management unit can record the operating status of the collision prevention system (100) and detected risk information, and share this with an external control system to support a comprehensive road safety management system that goes beyond simple on-site response. For convenience of explanation, the entity that records video data and transmits it to an external control server will be exemplified as the control unit (420) below.

[0122] The control unit (420) continuously collects geographical coordinates of the collision avoidance system (100) from a GPS module, etc., and can generate log data by assigning accurate occurrence location and time information to all collected data and events.

[0123] According to an embodiment, when the collision risk of the vehicle (120) is greater than or equal to a preset threshold risk, the control unit (420) may record video data for the vehicle (120) for a preset time and transmit the recorded video data to an external control server, but the embodiments of the present disclosure are not limited thereto, and the control unit (420) may record and transmit video data regardless of the collision risk of the vehicle (120).

[0124] For example, when the control unit (420) determines that the collision risk is at least one of the second risk level and the third risk level, it may reduce power consumption by recording and transmitting image data for the vehicle (120), but the embodiments of the present disclosure are not limited thereto.

[0125] Specifically, the control unit (420) can automatically save the video of the accident before and after (e.g., 10 seconds before the collision, 10 seconds after the collision) that was already temporarily stored in internal memory as a single video clip based on the time when a dangerous situation caused by the vehicle (120) is detected, thereby securing objective evidence that can understand the overall context of the dangerous situation.

[0126] According to an embodiment, in addition to detecting vehicles (110), the control unit (420) may statistically collect macroscopic traffic flow data, such as the average speed of general vehicles approaching an area adjacent to the road work zone, traffic volume per hour, and the length of the queue when congestion occurs, and transmit this to an external control server.

[0127] The control unit (420) can transmit relevant data to an external control server at preset intervals or whenever an emergency event occurs.

[0128] For example, the control unit (420) can transmit the current location of the collision avoidance system (100), whether it is operating normally (self-diagnosis result), and collected statistical traffic flow information to an external control server at a preset interval, and through this, the external control center where the external control server is located can monitor the status of the entire road work area in real time.

[0129] Additionally, the control unit (420) can transmit relevant data to an external control server whenever an emergency event occurs, such as a worker collision warning. In this case, the data transmitted to the external control server may include information on the time, location, and risk level of the risk, as well as automatically recorded situational video data. Through this, the control unit (420) can support the external control center in immediately recognizing the possibility of an accident and taking prompt follow-up measures, such as requesting the dispatch of police or ambulance crews.

[0130] That is, the collision avoidance system (100) according to the embodiments of the present disclosure is not a simple individual safety device, but can perform the role of a core terminal of an intelligent transportation system that collects road traffic data and links with a central control system to contribute to broader traffic safety and flow management.

[0131] According to an embodiment, the control unit (420) operates in a low-power standby mode when at least one vehicle (110) is not located in the detection area (SA), and can operate in a normal mode when at least one vehicle (110) enters the detection area (SA).

[0132] That is, it is often installed in environments where constant power supply is difficult, such as construction zones on roads or temporary obstacles, and accordingly, in order to operate stably for a long period with limited battery resources, the control unit (420) can perform an intelligent power management function that minimizes power consumption.

[0133] Specifically, high-performance radio frequency components and a control unit (420) that performs high-speed calculations consume significant power, and if the collision avoidance system (100) operates at maximum performance 24 hours a day, it is difficult to last from just a few hours to a day with a battery of realistic size. This can cause serious maintenance problems such as frequent battery replacement.

[0134] Accordingly, the control unit (420) according to the embodiments of the present disclosure can significantly reduce power consumption by performing multi-stage power control based on a standby mode (i.e., ultra-low power monitoring mode) and a normal mode (i.e., maximum performance operation mode).

[0135] For example, the control unit (420) can operate in a standby mode, which is the default state of the collision avoidance system (100), when there is no approach of the vehicle (110). In standby mode, the control unit (420) can control the entire radio frequency circuit of the virtual target output unit (430), which consumes a large amount of power, and the main computing unit of the control unit (420) to be deactivated (deep sleep state or power cut off). In standby mode, only the sensor unit (410) is activated to detect the approach of the vehicle (110) with minimal power.

[0136] The control unit (420) can operate in a normal mode based on the sensor unit (410) detecting a vehicle (110) approaching the detection area (SA) and transmitting sensing data (or activation signal). In the normal mode, the control unit (420) controls power supply to the entities performing each function (e.g., control unit (420), virtual target output unit (430), and collision warning unit (440), etc.) so that all functions of the collision prevention system (100) can be performed immediately, and can immediately start the step-by-step threat response logic through rapid booting within tens of milliseconds.

[0137] The control unit (420) may maintain a normal mode until the vehicle (110) passes through the detection area (SA) and / or road work zone, and may switch back to a standby mode if no additional vehicle approach is detected for a preset detection time after the vehicle (110) has passed through the detection area (SA) and / or road work zone.

[0138] The intelligent power management function of this control unit (420) can provide high flexibility in the power supply method of the collision prevention system (100).

[0139] Specifically, the control unit (420) can reduce power consumption to less than one-tenth of that of normal operation, thereby extending the operating time from several weeks to several months using only the built-in rechargeable battery, and according to the embodiment, the control unit (420) can reduce power consumption to less than one-tenth of that of normal operation, thereby extending the operating time from several weeks to several months using only the built-in rechargeable battery, and thus enable energy-independent operation that requires almost no maintenance.

[0140] According to an embodiment, the control unit (420) can perform self-diagnosis and safety functions for the collision avoidance system (100).

[0141] Specifically, the collision avoidance system (100) is a system directly related to human safety and requires a high level of reliability to prevent potential internal malfunctions from causing greater danger. To this end, the control unit (420) can perform self-diagnosis and safety functions by continuously monitoring the soundness of the collision avoidance system (100) itself and switching to a predefined safe state in the event of an abnormality such as a failure.

[0142] For example, when power is first applied to or rebooted to the collision prevention system (100), the control unit (420) can perform a self-diagnostic function upon power application to check the communication connection status with entities constituting the collision prevention system (100), such as the sensor unit (410), virtual target output unit (430), and collision warning unit (440), and check the basic operating status of the memory and main semiconductor chip to check the initial health of the system.

[0143] The control unit (420) can perform a periodic self-diagnosis function that monitors key functions and performance indicators of the system periodically or in real time, even while the collision prevention system (100) is operating normally.

[0144] The control unit (420) can perform a sensing data validity verification function by continuously monitoring whether the sensing data received from the sensor unit (410) has a valid format and range, and determining that a defect has occurred in the sensor if the occurrence of an event such as the reception of abnormal sensing data or the interruption of sensing data reception is confirmed through monitoring.

[0145] When the control unit (420) issues an operation command to the collision warning unit (440), the collision warning unit (440) measures the actual operating current of the collision warning device (e.g., light-emitting diode, speaker, etc.) to determine whether it is operating normally as instructed, and feeds back the determination result to the control unit (420). The control unit (420) can perform a warning device monitoring function to detect a failure of the collision warning device in real time based on the information received from the collision warning unit (440).

[0146] The control unit (420) can perform an internal state monitoring function to detect overheating or abnormalities in the power system early by continuously monitoring the internal temperature of the control unit (420), the voltage and current supplied to the core chipset, etc.

[0147] If a serious defect (e.g., front sensor failure, control unit software error, etc.) that cannot guarantee safe operation of the collision avoidance system (100) is detected during the execution of the self-diagnosis function described above, the control unit (420) can perform at least one of the functions of ‘active intervention and immediate suspension function’ and ‘fault status notification and reporting function’.

[0148] For example, if a defect is detected through the self-diagnostic function of the control unit (420), it can stop all active interventions that transmit a virtual target (VT) or a collision warning to the outside from the virtual target output unit (430) and the collision warning unit (440), etc. This can fundamentally prevent the risk of confusing the driver with false information or causing a malfunction of the vehicle system.

[0149] Additionally, the control unit (420) can support rapid maintenance by a field manager or an external control center by controlling the field manager to recognize the fault status through an external status indicator lamp after stopping active intervention, or by providing fault-related information (e.g., whether a fault exists, and fault code, etc.) through a pre-configured field manager terminal and an external control server.

[0150] According to the embodiment, the control unit (420) can perform secure communication and cyber security functions.

[0151] Specifically, the collision prevention system (100) according to the embodiments of the present disclosure may be linked with an external control center, etc., via V2X communication, etc., and in this case, the control unit (420) may apply a strong multi-layered cyber security architecture to protect the system from malicious attacks or unintended data falsification from an external network.

[0152] More specifically, the fact that the collision avoidance system (100) is connected to an external network means that it may be subject to potential cyber attacks (malicious remote control, firmware tampering, and denial of service attacks, etc.).

[0153] Here, malicious remote control means that a hacker infiltrates the communication network and issues malicious commands to the collision avoidance system (100). For example, if malicious remote control occurs, the collision avoidance system (100) may create an unrealistic virtual target to confuse the driver or intentionally stop the operation of the device in a situation where a collision is imminent, thereby causing an accident.

[0154] Firmware tampering refers to forcibly installing firmware containing malicious code into a device to control the device as desired by a hacker or to attack other systems, and a denial-of-service attack refers to an attack that disables the function of the collision prevention system (100) by sending a large amount of meaningless data to the communication interface to paralyze the control unit (420), thereby preventing the collision prevention system (100) from receiving normal external commands.

[0155] To respond to such security threats, the control unit (420) according to the embodiments of the present disclosure may perform multi-layered security functions based on at least one of hardware-based security (secure boot, secure storage, etc.) and secure communication protocols (mutual authentication, and message encryption / integrity verification, etc.).

[0156] For example, the control unit (420) can perform a secure boot function that verifies the electronic signature of the embedded firmware in hardware every time it boots, and if the signature is invalid, that is, if the firmware is tampered with, it blocks the system boot at the source and enters safe mode to fundamentally block the execution of malicious code.

[0157] Additionally, the control unit (420) can perform a secure storage function to prevent theft by storing sensitive information, such as encryption keys and device certificates, in a separate secure memory area (e.g., a security element or one-time writable memory) that cannot be directly accessed or modified from the outside.

[0158] Additionally, the control unit (420) can perform a mutual authentication function by exchanging public key infrastructure-based electronic certificates before starting communication with an external control server to confirm that they are official devices that can be trusted by each other.

[0159] Additionally, the control unit (420) can perform a message encryption / integrity verification function after mutual authentication with an external control server is completed, by encrypting all communication data with a strong standard algorithm such as AES-256 and transmitting it, and by including a message authentication code such as HMAC in all messages to verify every time that the data has not been tampered with during transmission.

[0160] FIG. 5 is a drawing for further explaining an example of providing individual collision warnings to workers in a collision avoidance system according to embodiments of the present disclosure.

[0161] Referring to FIGS. 4 and 5, the control unit (420) of the collision prevention system (100) according to embodiments of the present disclosure derives a predicted collision path of the vehicle (110) based on the detection result of at least one vehicle (110), and cross-analyzes the predicted collision path and the location information of at least one worker (120-1, 120-2) to provide an individual collision warning corresponding to the worker (120-1) located on the predicted collision path.

[0162] Specifically, the control unit (420) can go beyond simply sending the same warning to all workers (120-1, 120-2) and cross-analyze in real time the predicted collision path of the dangerous vehicle (110) based on sensing data received from the sensor unit (410) and the location of each worker (120-1, 120-2) identified through the location tag of the wearable equipment worn by the worker (120-1, 120-2) (e.g., ultra-wideband communication, etc.), and selectively send a warning to each worker (120-1, 120-2) in response to the cross-analysis.

[0163] For example, the control unit (420) can control the collision warning unit (440) to provide a selective warning function that sends a maximum level emergency evacuation warning only to a specific group of workers (120-1) located on the expected collision path, and sends a low level caution warning to a group of workers (120-2) located outside the expected collision path and in a relatively safe location.

[0164] This minimizes work interruptions caused by unnecessary evacuations and prevents workers' 'warning fatigue' resulting from repetitive warnings, thereby maximizing the reliability and effectiveness of warnings in actual hazardous situations.

[0165] FIG. 6 is a drawing for explaining a collision prevention method according to embodiments of the present disclosure.

[0166] Specifically, the collision prevention method of FIG. 6 may be performed by a collision prevention system according to the embodiments of the present disclosure described through FIG. 1 to 5, but the embodiments of the present disclosure are not limited thereto and may be performed by one or more devices (e.g., a collision prevention device) that perform a function corresponding to at least one of a sensor unit (410), a control unit (420), a virtual target output unit (430), and a collision warning unit (440).

[0167] Referring to FIG. 6, a collision avoidance method according to embodiments of the present disclosure can detect at least one vehicle entering a preset detection area using a front monitoring sensor (S610).

[0168] Next, the collision prevention method according to the embodiments of the present disclosure can determine the collision risk of at least one vehicle based on the detection result of at least one vehicle (S620).

[0169] Next, the collision prevention method according to the embodiments of the present disclosure can prevent a collision between at least one vehicle and at least one worker located in a road work zone by outputting a virtual target to induce automatic deceleration of at least one vehicle based on the result of determining the collision risk (S630).

[0170] According to an embodiment, a collision prevention method according to the embodiments of the present disclosure can provide a collision warning to at least one driver of a vehicle and at least one worker based on the result of determining the collision risk.

[0171] According to an embodiment, the step of detecting at least one vehicle in FIG. 6 (S610) is performed by a sensor unit (410), the step of determining the collision risk of the vehicle (S620) is performed by a control unit (420), the process of outputting a virtual target in the step of preventing a collision of a worker (S630) is performed by a virtual target output unit (430), and the process of providing a collision warning in the step of preventing a collision of a worker (S630) may be performed by a collision warning unit (440), but the embodiments of the present disclosure are not limited thereto, and each step of FIG. 6 may be performed by one or more devices (e.g., a collision prevention device) that perform a function corresponding to at least one of the sensor unit (410), the control unit (420), the virtual target output unit (430), and the collision warning unit (440).

[0172] The collision prevention method (S610 to S630) according to the embodiments of the present disclosure will be explained more specifically below through the embodiment Fig. 7.

[0173] FIG. 7 is a drawing for explaining a collision prevention method according to embodiments of the present disclosure in more detail.

[0174] Referring to FIGS. 6 and 7, a collision prevention method according to embodiments of the present disclosure can detect at least one vehicle entering a preset detection area using a forward monitoring sensor (S610), and determine the collision risk of at least one vehicle based on the detection result of at least one vehicle (S710, S730, S750).

[0175] In addition, the collision prevention method according to the embodiments of the present disclosure can prevent a collision between at least one vehicle and at least one worker based on the result of determining the collision risk (S720, S740, S760).

[0176] Specifically, the collision prevention method according to the embodiments of the present disclosure can output a virtual target (S720) when the collision risk of at least one vehicle is determined to be a first risk level (S710).

[0177] The first risk level corresponds to a potential risk level (or quiet control level) (Threat Level 1) corresponding to the time when the forward monitoring sensor first detects a vehicle entering the detection area, and in the collision prevention method according to the embodiments of the present disclosure, if it is determined that there is no immediate collision risk yet, the collision risk level can be determined as the first risk level.

[0178] Specifically, the collision avoidance method according to the embodiments of the present disclosure may output a virtual target to induce the vehicle system to begin decelerating smoothly on its own before the driver is aware of it, when the approaching vehicle is equipped with an adaptive cruise control (ACC) function (S720), and this 'quiet intervention' may be the most efficient primary response method for preemptively managing potential risks without confusing the driver with unnecessary warnings.

[0179] According to an embodiment, the collision avoidance method according to the embodiments of the present disclosure can generate and output a virtual target by applying a deceleration induction profile optimized for the vehicle based on vehicle type information identified through a front detection sensor (S720), thereby maximizing the deceleration effect of the vehicle.

[0180] Next, the collision prevention method according to the embodiments of the present disclosure may output a virtual target and provide a collision warning to the driver of the vehicle when the collision risk of at least one vehicle is determined to be a second risk level higher than the first risk level (S730).

[0181] Specifically, the collision prevention method according to the embodiments of the present disclosure may continuously monitor the behavior of at least one vehicle even after the application of a first response method, and if the time remaining until collision (TTC) continues to decrease due to situations such as the vehicle not decelerating sufficiently (e.g., a normal vehicle or when the driver has deactivated the ACC function) or rather accelerating, the collision risk level may be determined as a second risk level corresponding to an explicit risk level (or explicit warning level) (Threat Level 2) (S730).

[0182] In this case, the collision prevention method according to the embodiments of the present disclosure can perform a secondary response method that provides a collision warning to the driver by maintaining the output of the virtual target applied in the primary response method, and at the same time sending a warning message directly inside the vehicle via V2X communication, or by using a combination of various audiovisual means such as a high-intensity light-emitting diode, a directional speaker, a road surface laser projector, a variable message sign, and V2X communication to strongly draw the driver's attention (S740).

[0183] Next, the collision prevention method according to the embodiments of the present disclosure can provide a collision warning to at least one worker when the collision risk of at least one vehicle is determined to be a third risk level higher than a second risk level (S750) (S760).

[0184] Specifically, the collision prevention method according to the embodiments of the present disclosure may determine the collision risk level as a third risk level corresponding to the imminent collision stage (or emergency warning stage) (Threat Level 3) when the driver does not respond despite the direct warning according to the secondary response method and the time remaining until collision (TTC) becomes less than the critical time, making a collision almost certain (S750).

[0185] In this case, the collision prevention method according to the embodiments of the present disclosure prioritizes ensuring the safety of workers rather than expecting control by the driver, and accordingly, can provide a collision warning to at least one worker located in the road work area (S760). For example, the collision prevention method according to the embodiments of the present disclosure can support workers in immediately recognizing danger and evacuating by sounding a high-power rear speaker and siren, etc., throughout the work area, while simultaneously transmitting a direct evacuation signal (lighting, vibration, or voice, etc.) wirelessly to wearable equipment worn by workers located in the expected collision path.

[0186] According to an embodiment, the collision prevention method according to the embodiments of the present disclosure may provide image data for at least one vehicle and / or image data around a preset detection area (or road work area) and corresponding information to an external control server in at least one step of S720, S740, and S760 of FIG. 7.

[0187] For example, a collision avoidance method according to embodiments of the present disclosure may generate average traffic flow information around a detection area (or road work area) and periodically provide the generated average traffic flow information to an external control server (S720, S740, S760).

[0188] Additionally, the collision prevention method according to the embodiments of the present disclosure determines that a 'collision risk event' has occurred when a collision risk situation occurs, and can record video data for at least one vehicle, and after the event ends, can provide event record information including at least one of the time of event occurrence, location, risk level information, and recorded video data to an external control server (S740 and / or S760).

[0189] That is, the collision prevention method according to the embodiments of the present disclosure can maximize both safety and efficiency by moving away from the inefficient method of sending the same warning for all situations through the response logic described above, and by performing an optimal response that is exactly proportional to the severity of the situation. However, the embodiments of the present disclosure are not limited thereto, and the collision prevention method may activate at least two steps of S720, S740, and S760 of FIG. 7 in a superposition according to the determined risk level and type, or may not perform at least one step of S720, S740, and S760 of FIG. 7.

[0190] Hereinafter, in order to facilitate understanding of the embodiments of the present disclosure, an operation scenario according to one embodiment of the collision prevention method of FIG. 7 will be described based on the collision prevention system (100) described through FIG. 1 to 5.

[0191] Specifically, the following example describes a situation in which a three-lane highway in one direction and a road across the second lane and shoulder are under repair, a collision avoidance system (100) is installed at a point 100 meters ahead from the rear point of the work area where actual work begins, and the driver sets the speed setting function of the adaptive cruise control (ACC) system to 110 kilometers per hour (approx. 30.6 meters per second) and is driving in the second lane without looking ahead.

[0192] Referring to FIGS. 1 to 5 and FIG. 7, the collision prevention method according to embodiments of the present disclosure involves a sensor unit (410) using a forward detection sensor to detect a vehicle approaching at high speed into the second lane from 200 meters ahead, and in this case, a control unit (420) may switch from standby mode to normal mode (S610).

[0193] A collision prevention method according to embodiments of the present disclosure can be determined by a control unit (420) obtaining high-reliability information such as "a passenger car 200 meters ahead at a speed of 110 kilometers per hour" based on fused sensing data from at least two forward sensing sensors, and calculating that the time remaining until a collision is about 6.5 seconds based on this, thereby determining a state of "potential risk (i.e., first risk level)" (S710).

[0194] A collision prevention method according to embodiments of the present disclosure can be such that a control unit (420) provides a command to a virtual target output unit (430) to "create a virtual target with a speed of 20 kilometers per hour at a distance of 150 meters" and the virtual target output unit (430) creates and outputs a virtual target (VT) corresponding to the command, thereby inducing at least one vehicle (110) to recognize that there is a low-speed vehicle 150 meters ahead and start decelerating on its own (S720).

[0195] At this time, it can be assumed that even after outputting the virtual target (VT), the vehicle (110) does not show deceleration and still maintains a speed close to 110 kilometers per hour, in which case the vehicle (110) approaches to a point of about 120 meters, and the time remaining until collision can be rapidly reduced to about 3.9 seconds.

[0196] In this case, the collision prevention method according to the embodiments of the present disclosure may have the control unit (420) determine the current situation as a 'clear danger (i.e., second risk level)' situation (S730), and the control unit (420) provide a driver warning command to the collision warning unit (440), so that the collision warning unit (440) can provide a collision warning to the driver of the vehicle (110) (S740). For example, the collision warning unit (440) may provide a driver warning command such as flashing a high-intensity light-emitting diode at a high speed and transmitting a voice warning to the vehicle through a directional speaker, such as "Construction zone ahead! Decelerate immediately!"

[0197] At this time, the driver of the vehicle (110) does not respond to the strong warning of level 2, and the vehicle (110) continues to rush forward, and about 1.5 seconds may pass, and the distance to the vehicle may be narrowed to only about 74 meters, so that the time remaining until the collision is less than 2.5 seconds, and a situation may occur where a collision is almost certain.

[0198] In this case, the collision prevention method according to the embodiments of the present disclosure may have the control unit (420) determine the current situation as a 'collision imminent (i.e., third risk level)' situation (S750), and the control unit (420) provide a worker warning command to the collision warning unit (440), so that the collision warning unit (440) can provide a collision warning to at least one worker (120) who is at risk of collision (S760). For example, the collision warning unit (440) may sound a loud siren toward the work area and simultaneously control speakers and vibration motors placed on the wearable devices of workers in the expected collision path to induce the immediate evacuation of the workers. In this case, the time remaining until the collision is about 2.4 seconds based on the installation point of the collision prevention system (100), but since the collision prevention system (100) is installed 100 meters ahead of the rear of the actual work section, an additional time of about 3.3 seconds is secured from the perspective of the worker (120), thereby securing a total evacuation time of 5.7 seconds or more.

[0199] A collision avoidance system according to embodiments of the present disclosure can be described as follows.

[0200] A collision avoidance system according to embodiments of the present disclosure may include a sensor unit that detects at least one vehicle entering a preset detection area using a forward monitoring sensor, a control unit that determines the collision risk of at least one vehicle based on the detection result of at least one vehicle, and a virtual target output unit that outputs a virtual target to induce automatic deceleration of at least one vehicle based on the determination result of the collision risk.

[0201] The collision avoidance system may further include a collision warning unit that provides a collision warning to at least one driver of a vehicle and at least one worker located in a road work zone based on the result of determining the collision risk level.

[0202] The control unit can control the virtual target output unit to output a virtual target when the collision risk of at least one vehicle is a first risk level, control the virtual target output unit to output a virtual target when the collision risk of at least one vehicle is a second risk level higher than the first risk level, control the collision warning unit to provide a collision warning to the driver, and control the collision warning unit to provide a collision warning to at least one worker when the collision risk of at least one vehicle is a third risk level higher than the second risk level.

[0203] The collision warning unit can provide a collision warning to the driver through at least one of a high-intensity light-emitting diode, a directional speaker, a road surface laser projector, a variable message sign, and V2X (Vehicle to Everything) communication.

[0204] The collision warning unit may include at least one of a wide warning unit that provides a wide collision warning to at least one worker located in a road work zone, and an individual warning unit that provides an individual collision warning corresponding to each of at least one worker through wireless communication with a wearable device worn by at least one worker located in a road work zone.

[0205] The individual warning unit can provide an individual collision warning to at least one worker by using at least one of a speaker, a vibration motor, and a light-emitting diode equipped in a wearable device worn by at least one worker.

[0206] The control unit can derive a predicted collision path of at least one vehicle based on the detection result of at least one vehicle, and cross-analyze the predicted collision path with the location information of at least one worker to provide an individual collision warning corresponding to the worker located on the predicted collision path.

[0207] The control unit can determine the collision risk based on the detection results of at least two forward detection sensors among a radar sensor, a camera sensor, and a lidar sensor.

[0208] The front detection sensor includes a camera sensor, and the control unit identifies the type of at least one vehicle using the camera sensor, provides a deceleration induction profile corresponding to the identified vehicle type to the virtual target output unit, and the virtual target output unit can generate and output a virtual target corresponding to the deceleration induction profile.

[0209] The front detection sensor includes a camera sensor, and the control unit can use the camera sensor to record image data of at least one vehicle for a preset time and transmit the image data to an external control server.

[0210] The control unit operates in a standby mode corresponding to a low-power state when at least one vehicle is not located in the detection area, and can operate in a normal mode when at least one vehicle enters the detection area.

[0211] The control unit determines whether the entry road of at least one vehicle in the detection area is a curved road based on at least one of the information regarding the location of the front monitoring sensor and the shape of the road, and if the entry road is a curved road, the virtual target generation unit can control the virtual target generation unit not to output a virtual target.

[0212] A collision prevention method according to embodiments of the present disclosure may include the steps of: detecting at least one vehicle entering a preset detection area using a forward monitoring sensor; determining the collision risk of at least one vehicle based on the detection result of at least one vehicle; and outputting a virtual target to induce automatic deceleration of at least one vehicle based on the determination result of the collision risk to prevent a collision between at least one vehicle and at least one worker located in a road work area.

[0213] The collision prevention step can provide a collision warning to at least one vehicle driver and at least one worker based on the result of determining the collision risk.

[0214] The step of preventing a collision may output a virtual target when the collision risk of at least one vehicle is a first risk level, output a virtual target and provide a collision warning to a driver when the collision risk of at least one vehicle is a second risk level higher than the first risk level, and provide a collision warning to at least one worker when the collision risk of at least one vehicle is a third risk level higher than the second risk level.

[0215] The foregoing description is merely an illustrative explanation of the technical concept of the present disclosure, and those skilled in the art to which the present disclosure pertains may make various modifications and variations within the scope of the essential characteristics of the present disclosure. Furthermore, the embodiments disclosed in the present disclosure are intended to explain, not limit, the technical concept of the present disclosure, and thus the scope of the technical concept of the present disclosure is not limited by these embodiments. Explanation of the symbols

[0216] 100: Collision avoidance system 410: Sensor section 420: Control unit 430: Virtual target output section 440: Collision Warning Section

Claims

Claim 1 A collision prevention system comprising: a sensor unit that detects at least one vehicle entering a preset detection area using a forward monitoring sensor; a control unit that determines the collision risk of the at least one vehicle based on the detection result of the at least one vehicle; and a virtual target output unit that outputs a virtual target to induce automatic deceleration of the at least one vehicle based on the determination result of the collision risk, wherein the control unit determines whether the entry road of the at least one vehicle in the detection area is a curved road, and if the entry road is a curved road, controls the virtual target output unit not to output the virtual target. Claim 2 A collision prevention system according to claim 1, further comprising a collision warning unit that provides a collision warning to at least one driver of a vehicle and at least one worker located in a road work zone based on the result of determining the collision risk. Claim 3 A collision prevention system according to paragraph 2, wherein the control unit controls the virtual target output unit to output the virtual target when the collision risk of the at least one vehicle is a first risk level, controls the virtual target output unit to output the virtual target when the collision risk of the at least one vehicle is a second risk level higher than the first risk level, controls the collision warning unit to provide a collision warning to the driver, and controls the collision warning unit to provide a collision warning to the at least one worker when the collision risk of the at least one vehicle is a third risk level higher than the second risk level. Claim 4 In paragraph 2, the collision warning unit is a collision prevention system that provides a collision warning to the driver through at least one of a high-intensity light-emitting diode, a directional speaker, a road surface laser projector, a variable message sign, and V2X (Vehicle to Everything) communication. Claim 5 In paragraph 2, the collision warning unit comprises at least one of a wide warning unit that provides a wide collision warning to at least one worker located in the road work area, and an individual warning unit that provides an individual collision warning corresponding to each of the at least one worker through wireless communication with a wearable device worn by the at least one worker located in the road work area. Claim 6 In claim 5, the individual warning unit is a collision prevention system that provides an individual collision warning to the at least one worker using at least one of a speaker, a vibration motor, and a light-emitting diode provided in a wearable device worn by the at least one worker. Claim 7 In claim 5, the control unit derives a predicted collision path of the at least one vehicle based on the detection result of the at least one vehicle, and cross-analyzes the predicted collision path with the location information of the at least one worker to provide the individual collision warning corresponding to the worker located in the predicted collision path. Claim 8 In claim 1, the control unit is a collision prevention system that determines the collision risk based on the detection results of at least two forward monitoring sensors among a radar sensor, a camera sensor, and a lidar sensor. Claim 9 A collision avoidance system according to claim 1, wherein the front monitoring sensor includes a camera sensor, the control unit identifies the vehicle type of at least one vehicle using the camera sensor, provides a deceleration induction profile corresponding to the identified vehicle type to the virtual target output unit, and the virtual target output unit generates and outputs the virtual target corresponding to the deceleration induction profile. Claim 10 A collision avoidance system according to claim 1, wherein the front monitoring sensor includes a camera sensor, and the control unit records image data of at least one vehicle using the camera sensor for a preset time and transmits the image data to an external control server. Claim 11 A collision avoidance system according to claim 1, wherein the control unit operates in a standby mode corresponding to a low-power state when the at least one vehicle is not located in the detection area, and operates in a normal mode when the at least one vehicle enters the detection area. Claim 12 In claim 1, the control unit determines whether the entry road of the at least one vehicle is a curved road based on at least one of the location of the forward monitoring sensor and information regarding the shape of the road. Claim 13 A collision prevention method comprising: a step in which a sensor unit detects at least one vehicle entering a preset detection area using a front monitoring sensor; a step in which a control unit determines the collision risk of the at least one vehicle based on the detection result of the at least one vehicle; and a step in which a virtual target output unit outputs a virtual target to induce automatic deceleration of the at least one vehicle based on the determination result of the collision risk, thereby preventing a collision between the at least one vehicle and at least one worker located in a road work area, wherein the control unit determines whether the entry road of the at least one vehicle in the detection area is a curved road, and if the entry road is a curved road, controls the virtual target output unit not to output the virtual target. Claim 14 In claim 13, the step of preventing the collision is a collision prevention method that provides a collision warning to the driver of the at least one vehicle and the at least one worker based on the result of determining the collision risk. Claim 15 In claim 14, the step of preventing the collision comprises outputting the virtual target when the collision risk of the at least one vehicle is a first risk level, outputting the virtual target and providing a collision warning to the driver when the collision risk of the at least one vehicle is a second risk level higher than the first risk level, and providing a collision warning to the at least one worker when the collision risk of the at least one vehicle is a third risk level higher than the second risk level.

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