KR20240172840A - Driving assistance apparatusand driving assistance method - Google Patents

Abstract

A driving assistance device is installed in a vehicle and includes a front sensor having a detection field of view in front of the vehicle; and a control unit that processes data acquired from the front sensor to control ACC (Adaptive Cruise Control), wherein the control unit can check the number of seat belt fastening signals when ACC (Adaptive Cruise Control) is activated, and compensate for the weight of the vehicle based on the number of the checked fastening signals.

Description

{DRIVING ASSISTANCE APPARATUSAND DRIVING ASSISTANCE METHOD}

The disclosed invention relates to a driving assistance device, and more specifically, to a driving assistance device and a driving assistance method capable of maintaining braking capability by compensating for the weight of a vehicle when an ACC (Adaptive Cruise Control) function is activated.

In modern society, vehicles are the most common means of transportation, and the number of people using vehicles is increasing. Advances in vehicle technology have made long-distance travel easier and made life more convenient, but in places with high population densities like ours, road traffic conditions often worsen, causing serious traffic congestion.

Recently, research is being actively conducted on vehicles equipped with Advanced Driver Assist Systems (ADAS) that actively provide information on vehicle status, driver status, and/or surrounding environment to reduce the burden on drivers and increase convenience.

Examples of advanced driver assistance systems installed in vehicles include Lane Departure Warning (LDW), Lane Keeping Assist (LKA), High Beam Assist (HBA), Autonomous Emergency Braking (AEB), Traffic Sign Recognition (TSR), Adaptive Cruise Control (ACC), or Blind Spot Detection (BSD).

The driver assistance system can collect information about the surrounding environment and process the collected information. In addition, the driver assistance system can recognize objects and design a path for the vehicle to travel based on the results of processing the collected information.

One aspect of the disclosed invention is to provide a driving assistance device and a driving assistance method capable of preventing vehicle rolling during braking by calculating braking pressure by compensating for the weight of the vehicle while ACC is activated.

A driving assistance device according to one aspect of the disclosed invention comprises: a front sensor installed in a vehicle and having a detection field of view in front of the vehicle; and a control unit configured to process data acquired from the front sensor and perform control of ACC (Adaptive Cruise Control), wherein the control unit can check the number of seat belt fastening signals when ACC (Adaptive Cruise Control) is activated, and compensate for the weight of the vehicle based on the number of the checked fastening signals.

The control unit can determine the braking pressure of the ACC according to the preset vehicle weight if the seat belt fastening signal is not detected.

The control unit can determine a compensation weight for compensating for the weight of the vehicle by multiplying the number of the confirmed connection signals by a preset unit compensation weight per number of the connection signals.

The control unit can determine a compensated final weight of the vehicle by adding the compensation weight to the curb weight of the vehicle.

The control unit can determine the braking pressure of the ACC based on the weight of the compensated vehicle and increase the braking pressure of the ACC based on the final weight.

A driving assistance method according to one aspect of the disclosed invention may include acquiring data through a front sensor having a detection field of view in front of a vehicle; processing the data acquired from the front sensor; checking the number of seat belt fastening signals when ACC (Adaptive Cruise Control) is activated; and compensating for the weight of the vehicle based on the number of the confirmed fastening signals.

The above method may further include determining the braking pressure of the ACC according to a preset vehicle weight if a seat belt fastening signal is not detected.

Compensating for the weight of the vehicle based on the number of the confirmed engagement signals may include determining a compensation weight for compensating for the weight of the vehicle by multiplying the number of the confirmed engagement signals by a preset unit compensation weight per number of the engagement signals.

Compensating the weight of the vehicle based on the number of confirmed engagement signals may include adding the compensation weight to the curb weight of the vehicle to determine a compensated final weight of the vehicle.

The method may further include determining the braking pressure of the ACC based on the weight of the compensated vehicle.

According to one aspect of the disclosed invention, the vehicle can be prevented from rolling during braking by compensating for the weight of the vehicle while ACC is activated.

Figure 1 illustrates a configuration of a vehicle and a driving assistance device according to one embodiment.
FIG. 2 illustrates the fields of view of a camera, radar, and lidar included in a driving assistance device according to one embodiment.
Figure 3 is a graph showing vehicle rolling that occurs as the vehicle weight increases.
Figure 4 illustrates the predicted position of the vehicle when braking to decelerate the vehicle.
Figure 5 illustrates vehicle rollback during braking.
Fig. 6 illustrates a function module of a control unit included in a driving assistance device according to one embodiment.
Figure 7 is a drawing illustrating the weight compensation module illustrated in Figure 6.
Figure 8 is a graph showing that vehicle rollback is reduced when braking pressure is compensated.
Figures 9 and 10 illustrate the operation of a driving assistance device according to one embodiment.

Like reference numerals refer to like elements throughout the specification. This specification does not describe all elements of the embodiments, and any content that is general in the technical field to which the disclosed invention belongs or that overlaps between the embodiments is omitted. The terms 'part, module, element, block' used in the specification can be implemented in software or hardware, and according to the embodiments, a plurality of 'parts, modules, elements, blocks' can be implemented as a single element, or a single 'part, module, element, block' can include a plurality of elements.

Throughout the specification, when a part is said to be "connected" to another part, this includes not only a direct connection but also an indirect connection, and an indirect connection includes a connection via a wireless communications network.

Additionally, when a part is said to "include" a component, this does not mean that it excludes other components, but rather that it may include other components, unless otherwise specifically stated.

Throughout the specification, when it is said that an element is "on" another element, this includes not only cases where the element is in contact with the other element, but also cases where there is another element between the two elements.

The terms first, second, etc. are used to distinguish one component from another, and the components are not limited by the aforementioned terms.

Singular expressions include plural expressions unless the context clearly indicates otherwise.

The identification codes in each step are used for convenience of explanation and do not describe the order of each step. Each step may be performed in a different order than specified unless the context clearly indicates a specific order.

The working principle and embodiments of the disclosed invention will be described with reference to the attached drawings below.

Fig. 1 illustrates a configuration of a vehicle according to one embodiment. Fig. 2 illustrates a field of view of a camera, radar, and lidar included in a driving assistance device according to one embodiment.

As illustrated in FIG. 1, the vehicle (1) may include a navigation device (10), a driving device (20), a braking device (30), a steering device (40), a display device (50), an audio device (60), and/or a driving assistance device (100). In addition, the vehicle (1) may further include sensors (91, 92, 93) for detecting movement (dynamic) of the vehicle (1). For example, the vehicle (1) may further include a vehicle speed sensor (91) for detecting a longitudinal speed of the vehicle (1), an acceleration sensor (92) for detecting longitudinal acceleration and lateral acceleration of the vehicle (1), and/or a gyro sensor (93) for detecting a yaw rate, a roll rate, and a pitch rate of the vehicle (1).

They can communicate with each other via a vehicle communication network (NT). For example, electric devices (10, 20, 30, 40, 50, 60, 91, 92, 93, 100) included in a vehicle (1) can exchange data via Ethernet, MOST (Media Oriented Systems Transport), Flexray, CAN (Controller Area Network), LIN (Local Interconnect Network), etc.

The navigation device (10) can generate a route to a destination input by the driver and provide the generated route to the driver. The navigation device (10) can receive a GNSS signal from a Global Navigation Satellite System (GNSS) and identify the absolute position (coordinates) of the vehicle (1) based on the GNSS signal. The navigation device (10) can generate a route to the destination based on the location (coordinates) of the destination input by the driver and the current location (coordinates) of the vehicle (1).

The navigation device (10) can provide map data and location information of the vehicle (1) to the driving assistance device (100). In addition, the navigation device (10) can provide information about a route to a destination to the driving assistance device (100). For example, the navigation device (10) can provide information about a distance to an entrance for the vehicle (1) to enter a new road or a distance to an exit for the vehicle (1) to exit a road on which it is currently driving to the driving assistance device (100).

The driving device (20) moves the vehicle (1) and may include, for example, an engine, an engine management system (EMS), a transmission, and a transmission control unit (TCU). The engine generates power for driving the vehicle (1), and the engine management system can control the engine in response to a driver's acceleration intention via an accelerator pedal or a request from a driving assistance device (100). The transmission decelerates and transmits power generated by the engine to the wheels, and the transmission control unit can control the transmission in response to a driver's shifting command via a shift lever and/or a request from a driving assistance device (100).

The braking device (30) stops the vehicle (1) and may include, for example, a brake caliper and a brake control module (EBCM). The brake caliper may decelerate or stop the vehicle (1) by using friction with a brake disc, and the electronic brake control module may control the brake caliper in response to a driver's braking intention via a brake pedal and/or a request from a driving assistance device (100). For example, the electronic brake control module may receive a deceleration request including a deceleration from the driving assistance device (100) and electrically or hydraulically control the brake caliper to decelerate the vehicle (1) depending on the requested deceleration.

The steering device (40) may include an electronic power steering control module (EPS). The steering device (40) may change the driving direction of the vehicle (1), and the electronic steering control module may assist the operation of the steering device (40) so that the driver can easily operate the steering wheel in response to the driver's steering will through the steering wheel. In addition, the electronic steering control module may control the steering device in response to a request from the driving assistance device (100). For example, the electronic steering control module may receive a steering request including steering torque from the driving assistance device (100) and control the steering device so that the vehicle (1) is steered depending on the requested steering torque.

The display device (50) may include a cluster, a head-up display, a center fascia monitor, etc., and may provide various information and entertainment to the driver through images and sounds. For example, the display device (50) may provide the driver with driving information, warning messages, etc. of the vehicle (1).

The audio device (60) may include a plurality of speakers and may provide various information and entertainment to the driver through sound. For example, the audio device (60) may provide the driver with driving information, warning messages, etc. of the vehicle (1).

The driving assistance device (100) can communicate with a navigation device (10), a plurality of sensors (91, 92, 93), a driving device (20), a braking device (30), a steering device (40), a display device (50), and an audio device (60) through a vehicle communication network. The driving assistance device (100) can receive information about a route to a destination and location information of the vehicle (1) from the navigation device (10), and can obtain information about a vehicle speed, acceleration, and/or angular velocity of the vehicle (1) from the plurality of sensors (91, 92, 93).

The driving assistance device (100) can provide various functions for the driver's safety. For example, the driving assistance device (100) can provide Lane Departure Warning (LDW), Lane Keeping Assist (LKA), High Beam Assist (HBA), Autonomous Emergency Braking (AEB), Traffic Sign Recognition (TSR), Adaptive Cruise Control (ACC), Blind Spot Detection (BSD), etc.

The driving assistance device (100) may include a camera (110), a radar (120), a lidar (130), and a control unit (140). The driving assistance device (100) is not limited to that illustrated in FIG. 1. For example, in the driving assistance device (100) illustrated in FIG. 1, at least one detection means among the camera (110), the radar (120), and the lidar (130) may be omitted, or various detection means capable of detecting objects around the vehicle (1) may be added. The front sensor capable of detecting the front of the vehicle may include the aforementioned camera (110), the radar (120), and the lidar (130).

The camera (110), the radar (120), the lidar (130), and the control unit (140) may be provided separately from each other. For example, the control unit (140) may be installed in a housing that is separate from the housing of the camera (110), the housing of the radar (120), and the housing of the lidar (130). The control unit (140) may exchange data with the camera (110), the radar (120), or the lidar (130) through a wide-bandwidth network.

In addition, at least some of the camera (110), radar (120), lidar (130), and control unit (140) may be provided in an integrated manner. For example, the camera (110) and control unit (140) may be provided in one housing, or the radar (120) and control unit (140) may be provided in one housing, or the lidar (130) and control unit (140) may be provided in one housing.

The camera (110) can capture the surroundings of the vehicle (1) and obtain image data of the surroundings of the vehicle (1). For example, the camera (110) can be installed on the front windshield of the vehicle (1) as shown in FIG. 2 and can have a field of view (110a) facing the front of the vehicle (1).

The camera (110) may include a plurality of lenses and an image sensor. The image sensor may include a plurality of photodiodes that convert light into an electrical signal, and the plurality of photodiodes may be arranged in a two-dimensional matrix.

The image data may include information about other vehicles, pedestrians, cyclists, or lanes (markers that distinguish lanes) located around the vehicle (1).

The driving assistance device (100) may include an image processor that processes image data of a camera (110), and the image processor may be provided integrally with the camera (110) or integrally with the control unit (140), for example.

The image processor can obtain image data from the image sensor of the camera (110) and detect and identify objects around the vehicle (1) based on processing of the image data. For example, the image processor can identify whether an object around the vehicle (1) is another vehicle, a pedestrian, a cyclist, etc. by using image processing.

The image processor can transmit information about identified objects around the vehicle (1) to the control unit (140).

The radar (120) can transmit radio waves toward the surroundings of the vehicle (1) and detect objects surrounding the vehicle (1) based on reflected radio waves reflected from surrounding objects. For example, the radar (120) can be installed on the grille or bumper of the vehicle (1) as shown in FIG. 2, and can have a field of sensing (120a) facing the front of the vehicle (1).

The radar (120) may include a transmitting antenna (or transmitting antenna array) that radiates radio waves toward the periphery of the vehicle (1) and a receiving antenna (or receiving antenna array) that receives reflected radio waves reflected from an object.

The radar (120) can obtain radar data from transmitted radio waves by a transmitting antenna and reflected radio waves received by a receiving antenna. The radar data can include location information (e.g., distance information) and/or speed of objects located in front of the vehicle (1).

The driving assistance device (100) may include a signal processor that processes radar data of the radar (120), and the signal processor may be provided integrally with the radar (120) or integrally with the control unit (140), for example.

The signal processor can obtain radar data from the receiving antenna of the radar (120) and generate data on the movement of the object by clustering reflection points of the reflected signal. The signal processor can obtain the distance to the object based on the time difference between the transmission time of the transmitted wave and the reception time of the reflected wave, for example, and obtain the speed of the object based on the difference between the frequency of the transmitted wave and the frequency of the reflected wave.

The signal processor can transmit data on the movement of objects around the vehicle (1) acquired from radar data to the control unit (140).

The lidar (130) can emit light (e.g., infrared) toward the surroundings of the vehicle (1) and detect surrounding objects of the vehicle (1) based on reflected light reflected from surrounding objects. For example, the lidar (130) can be installed on the roof of the vehicle (1) as shown in FIG. 2 and can have a field of view (130a) facing all directions around the vehicle (1).

The lidar (130) may include a light source (e.g., a light-emitting diode, a light-emitting diode array, a laser diode, or a laser diode array) that emits light (e.g., infrared rays, etc.) and a light sensor (e.g., a photodiode or a photodiode array) that receives light (e.g., infrared rays, etc.). In addition, if necessary, the lidar (130) may further include a driving device that rotates the light source and/or the light sensor.

The lidar (130) can emit light through a light source and receive light reflected from an object through a light sensor while the light source and/or light sensor rotate, thereby obtaining lidar data.

LiDAR data may include relative positions of surrounding objects (distance to surrounding objects and/or direction to surrounding objects) and/or relative velocities of the vehicle (1).

The driving assistance device (100) may include a signal processor capable of processing lidar data of the lidar (130), and the signal processor may be provided integrally with the lidar (130) or integrally with the control unit (140), for example.

The signal processor can generate data on the movement of the object by clustering reflection points by the reflected light. The signal processor can obtain the distance to the object based on the time difference between the time of light transmission and the time of light reception, for example. In addition, the signal processor can obtain the direction (or angle) of the object with respect to the driving direction of the vehicle (1) based on the direction in which the light source transmitted the light when the light sensor receives the reflected light.

The signal processor can transmit data on the movement of objects around the vehicle (1) obtained from lidar data to the control unit (140).

The control unit (140) may be electrically connected to a camera (110), a radar (120), and/or a lidar (130). In addition, the control unit (140) may be connected to a navigation device (10), a driving device (20), a braking device (30), a steering device (40), a display device (50), an audio device (60), and/or a plurality of sensors (91, 92, 93) via a vehicle communication network (NT).

The control unit (140) can process image data of the camera (110), radar data of the radar (120), and/or lidar data of the lidar (130), and provide control signals to the driving device (20), the braking device (30), and/or the steering device (40).

The control unit (140) may include a processor (141) and a memory (142).

The memory (142) can store programs and/or data for processing image data, radar data, and/or lidar data. Additionally, the memory (142) can store programs and/or data for generating driving/braking/steering signals.

The memory (142) can temporarily store image data received from the camera (110), radar data received from the radar (120), and/or lidar data received from the lidar (130), and can temporarily store the processing results of the image data, radar data, and/or lidar data of the processor (141).

In addition, the memory (142) may include a high definition map (HD Map). Unlike a general map, a high definition map may include detailed information about the surface of a road or intersection, such as lanes, traffic lights, intersections, and road signs. In particular, a high definition map has landmarks (e.g., lanes, traffic lights, intersections, and road signs) encountered while a vehicle is driving implemented in three dimensions.

Memory (142) may include not only volatile memory such as S-RAM and D-RAM, but also nonvolatile memory such as flash memory, ROM (Read Only Memory), and EPROM (Erasable Programmable Read Only Memory).

The processor (141) can process image data of the camera (110), radar data of the radar (120), and/or lidar data of the lidar (130). For example, the processor (141) can fuse image data, radar data, and/or lidar data and output fusion data.

The processor (141) may generate a driving signal, a braking signal, and/or a steering signal for controlling the driving device (20), the braking device (30), and/or the steering device (40), respectively, based on processing the fusion data. For example, the processor (141) may use the fusion data to predict a collision with an object around the vehicle (1) and control the driving device (20), the braking device (30), and/or the steering device (40) to steer or brake the vehicle (1) accordingly.

The processor (141) may include an image processor for processing image data of a camera (110), a signal processor for processing radar data of a radar (120) and/or lidar data of a lidar (130), or a micro control unit (MCU) for generating a driving/braking/steering signal.

As described above, the control unit (140) can provide a driving signal, a braking signal, or a steering signal based on the image data of the camera (110), the radar data of the radar (120), or the lidar data of the lidar (130). The camera (110), radar (120), or lidar (130) described above may be referred to as a front sensor hereinafter for convenience of explanation.

Below, the specific operation of the driving assistance device (100) is described in more detail.

FIG. 3 is a graph illustrating vehicle rollback occurring due to an increase in vehicle weight. FIG. 4 illustrates a predicted location of a vehicle when braking to decelerate the vehicle. FIG. 5 illustrates vehicle rollback occurring when braking. FIG. 6 illustrates a function module of a control unit included in a driving assistance device according to one embodiment. FIG. 7 is a diagram illustrating the weight compensation module illustrated in FIG. 6. FIG. 8 is a graph illustrating that vehicle rollback is reduced when braking pressure is compensated.

The driving assistance device (100) provides an ACC function as described above. When a driver drives in the city using ACC, the vehicle may repeatedly accelerate and decelerate at a low speed due to traffic congestion, etc. At this time, the driving assistance device (100) processes the data acquired from the aforementioned front sensor to calculate a required acceleration for controlling the distance from the target vehicle, and transmits the required acceleration to a device that performs a function related to ACC. If the required acceleration is a positive value, it corresponds to a situation where acceleration is required, and therefore the driving assistance device (100) performs control to increase the speed. If the required acceleration is a negative value, it corresponds to a situation where deceleration is required, and therefore the driving assistance device (100) calculates a braking torque for reducing the speed of the vehicle, and reduces the speed of the vehicle according to the calculated braking torque.

Referring to FIG. 3, when ACC is activated and the required acceleration obtained by processing the data from the front sensor becomes a negative value, it is a situation where deceleration is required, so the driving assistance device (100) calculates braking pressure based on the required acceleration to brake the vehicle.

At this time, the braking is performed considering the weight of the vehicle, but if the weight of the vehicle is GVW (GROSS VEHICLE WEIGHT) or heavier than the preset vehicle weight considered when performing ACC braking (e.g., curb weight or a value preset and stored as a larger value), the vehicle will be pushed due to insufficient braking power.

That is, when the weight of the vehicle is the total weight of the vehicle or is heavier than the preset vehicle weight that is taken into account when ACC braking is performed, the vehicle is not positioned at the expected position (P) (see Fig. 4) when no rolling occurs during braking, but is pushed, and the vehicle may be positioned at a position further forward than the expected position, as shown in Fig. 5.

Referring to Fig. 3, if the weight of the vehicle is the total weight of the vehicle or is heavier than the preset vehicle weight that is considered when ACC braking, it can be confirmed that the actual acceleration of the vehicle does not properly follow the required acceleration of the radar. In this case, the braking distance may be extended due to the vehicle rolling, the driver's anxiety may be increased, and the reliability of the ACC function may be reduced. In addition, there may be a risk of collision with the vehicle in front.

The disclosed embodiment compensates for the weight of the vehicle by taking into account passengers on board the vehicle, etc. to solve this problem, so that even in a situation where the weight of the vehicle is the total weight of the vehicle or is heavier than the preset weight of the vehicle to be considered when performing ACC braking, sufficient braking pressure can be created during ACC braking to prevent an accident due to braking drag. This will be described in detail below.

The control unit (140) may functionally include a plurality of modules. Each of the modules may be a hardware module (e.g., an ASIC or FPGA) included in the processor (141) or a software module (e.g., an application program or data) stored in the memory (142).

The control unit (140) may include a weight compensation module (210) (210) and a control module (250) as illustrated in FIG. 6.

The weight compensation module (210) of the control unit (140) counts the signal of the seat belt mounted on the vehicle seat (211) when the ACC function is activated. The vehicle is provided with a sensor that detects whether the seat belt mounted on the vehicle seat is fastened.

The sensor can output a belt fastening signal to the control unit (140) when the seat belt of the seat is fastened, indicating that the seat belt is fastened. Generally, the fact that the belt is fastened can be interpreted as a passenger being in the corresponding seat.

In addition, depending on the embodiment, the seat may be provided with a weight detection sensor capable of detecting the weight of a passenger riding in the seat. If the weight detection sensor is provided, a detection signal of the weight detection sensor may be output to the control unit (140) together with the belt fastening signal.

The weight compensation module (210) counts the number of belt fastening signals (Nseat_belt) output from a signal detecting whether the seat belt of the seat is fastened.

The weight compensation module (210) can determine the final weight of the compensated vehicle by compensating the weight of the vehicle according to the following mathematical expression 1 based on the number of counted belt fastening signals (212).

[Mathematical formula 1]

Mcompensation = Mcvw + Nseat_belt*Mseat_belt_comp

Here,

Mcompensation: Compensated final vehicle weight

Mcvw: vehicle curb weight

Nseat_belt: Number of seat belt fastening signals

Mseat_belt_comp: Unit compensation weight (compensation weight per seat belt fastening signal)

That is, the weight compensation module (210) determines a compensation weight (Nseat_belt*Mseat_belt_comp) for compensating for the weight of the vehicle by multiplying the unit compensation weight (Mseat_belt_comp), which is a compensation weight per seat belt fastening signal that is preset and stored, by the number of seat belt fastening signals (Nseat_belt).

Here, the unit compensation weight can be preset and stored. If there is no separate weight detection sensor in the seat, the pre-stored unit compensation weight can be applied. As another example, if the weight detection sensor is included in the seat, each weight detected by the weight detection sensor of the seat can be used, or an appropriate unit compensation weight can be selected from a list of pre-stored unit compensation weights based on the weight information detected by the weight detection sensor.

The weight compensation module (210) adds the compensation weight determined in this manner to the vehicle's curb weight (Mcvw) (Mcvw+Nseat_belt*Mseat_belt_comp) and determines the final weight (Mcompensation) of the compensated vehicle using the seat belt fastening signal.

The final vehicle weight determined in this way is based on the number of seat belt fastening signals, and if there are passengers, etc. in the vehicle seats, this can be reflected in the vehicle weight, and used to calculate appropriate braking pressure that can track the radar-requested acceleration during driving by ACC.

The control module (250) can determine the braking pressure that can follow the radar-required acceleration based on the final weight of the vehicle determined by the weight compensation module (210). The braking pressure can be calculated by applying a known calculation formula that calculates the braking pressure required during driving according to ACC by considering the weight of the vehicle.

Referring to FIG. 8, when the function for compensating for the weight of the vehicle described above is turned on, it can be seen that the braking pressure of the ACC calculated by reflecting the final weight of the vehicle determined by the weight compensation module (210) described above is increased compared to when this function is not applied, and thus, it can be seen that the actual acceleration of the vehicle appropriately follows the required acceleration of the radar.

That is, the control module (250) controls the braking device by compensating for the braking pressure according to the weight of the vehicle, thereby providing an appropriate braking pressure suitable for the weight of the vehicle.

Figures 9 and 10 illustrate the operation of a driving assistance device according to one embodiment.

Referring to FIG. 9, the control unit (140) compensates for the weight of the vehicle based on the number of seat belt signals (410) when ACC is activated (400), and compensates for the braking pressure based on the final weight of the compensated vehicle (420).

The control unit (140) counts the signal of the seat belt mounted on the vehicle seat (411) when the ACC function is activated. The vehicle is provided with a sensor that detects whether the seat belt mounted on the vehicle seat is fastened.

The sensor can output a belt fastening signal to the control unit (140) when the seat belt of the seat is fastened, indicating that the seat belt is fastened. Generally, the fact that the belt is fastened can be interpreted as a passenger being in the corresponding seat.

In addition, depending on the embodiment, the seat may be provided with a weight detection sensor capable of detecting the weight of a passenger riding in the seat. If the weight detection sensor is provided, a detection signal of the weight detection sensor may be output to the control unit (140) together with the belt fastening signal.

The control unit (140) counts the number of belt fastening signals (Nseat_belt) output from a signal detecting whether the seat belt of the seat is fastened.

The control unit (140) can determine the final weight of the compensated vehicle by compensating the weight of the vehicle according to the following mathematical expression 1 based on the number of counted belt fastening signals.

[Mathematical formula 1]

Mcompensation = Mcvw + Nseat_belt*Mseat_belt_comp

Here,

Mcompensation: Compensated final vehicle weight

Mcvw: vehicle curb weight

Nseat_belt: Number of seat belt fastening signals

Mseat_belt_comp: Unit compensation weight (compensation weight per seat belt fastening signal)

That is, the control unit (140) multiplies the unit compensation weight (Mseat_belt_comp), which is the compensation weight per seat belt fastening signal that is preset and stored, by the number of seat belt fastening signals (Nseat_belt) described above to determine the compensation weight (Nseat_belt*Mseat_belt_comp) for compensating for the weight of the vehicle (412).

Here, the unit compensation weight can be preset and stored. If there is no separate weight detection sensor in the seat, the pre-stored unit compensation weight can be applied. As another example, if the weight detection sensor is included in the seat, each weight detected by the weight detection sensor of the seat can be used, or an appropriate unit compensation weight can be selected from a list of pre-stored unit compensation weights based on the weight information detected by the weight detection sensor.

The control unit (140) adds the compensation weight determined in this manner to the vehicle's tolerance weight (Mcvw) (Mcvw+Nseat_belt*Mseat_belt_comp) and determines the final weight (Mcompensation) of the compensated vehicle using the seat belt fastening signal (413).

The final vehicle weight determined in this way is based on the number of seat belt fastening signals, and if there are passengers, etc. in the vehicle seats, this can be reflected in the vehicle weight, and used to calculate appropriate braking pressure that can track the radar-requested acceleration during driving by ACC.

The control unit (140) can determine the braking pressure that can follow the radar-required acceleration based on the final weight of the vehicle. The braking pressure can be calculated by applying a known calculation formula that calculates the braking pressure required during driving according to ACC by taking into account the weight of the vehicle.

Referring to FIG. 8, when the function for compensating for the weight of the vehicle mentioned above is turned on, it can be seen that the braking pressure of the ACC calculated by reflecting the final weight of the vehicle increases compared to when this function is not applied, and as a result, it can be seen that the actual acceleration of the vehicle appropriately follows the required acceleration of the radar.

That is, the control unit (140) controls the braking device by compensating for the braking pressure according to the weight of the vehicle, thereby providing an appropriate braking pressure suitable for the weight of the vehicle.

Meanwhile, the disclosed embodiments may be implemented in the form of a recording medium storing instructions executable by a computer. The instructions may be stored in the form of program codes, and when executed by a processor, may generate program modules to perform the operations of the disclosed embodiments. The recording medium may be implemented as a computer-readable recording medium.

Computer-readable storage media include all types of storage media that store instructions that can be deciphered by a computer. Examples include ROM (Read Only Memory), RAM (Random Access Memory), magnetic tape, magnetic disk, flash memory, and optical data storage devices.

A storage medium that can be read by the device may be provided in the form of a non-transitory storage medium. Here, 'non-transitory' means only that the storage medium is a tangible device and does not contain signals (e.g., electromagnetic waves), and this term does not distinguish between cases where data is stored semi-permanently in the storage medium and cases where data is stored temporarily. For example, a 'non-transitory storage medium' may include a buffer in which data is temporarily stored.

As described above, the disclosed embodiments have been described with reference to the attached drawings. Those skilled in the art to which the present invention pertains will understand that the present invention can be implemented in forms other than the disclosed embodiments without changing the technical idea or essential features of the present invention. The disclosed embodiments are exemplary and should not be construed as limiting.

1: Vehicle 10: Navigation device
20: Driving device 30: Braking device
40: Steering device 100: Driving assistance device
110: Camera 120: Radar
130: Lidar 140: Control Unit

Claims (10)

A front sensor installed in a vehicle and having a detection field of view in front of the vehicle; and
It includes a control unit that processes data acquired from the above front sensor and performs control of ACC (Adaptive Cruise Control).
The above control unit,
When ACC (Adaptive Cruise Control) is activated, check the number of seat belt fastening signals,
A driving assistance device that compensates for the weight of a vehicle based on the number of confirmed engagement signals. In the first paragraph, the control unit,
A driving assistance device that determines the braking pressure of the ACC according to the preset vehicle weight when the above seat belt fastening signal is not detected. In the first paragraph, the control unit,
A driving assistance device that determines a compensation weight to compensate for the weight of the vehicle by multiplying the number of the confirmed connection signals by a preset unit compensation weight per number of the connection signals. In the third paragraph, the control unit,
A driving assistance device that determines the compensated final weight of the vehicle by adding the above compensation weight to the curb weight of the vehicle. In the first paragraph, the control unit,
The braking pressure of the ACC is determined based on the weight of the compensated vehicle,
A driving assistance device that increases the braking pressure of the ACC based on the weight of the compensated vehicle. Data is acquired through a front sensor having a detection field of view in front of the vehicle;
Processing data acquired from the above front sensor;
When ACC (Adaptive Cruise Control) is activated, check the number of seat belt fastening signals;
A driving assistance method comprising compensating the weight of a vehicle based on the number of confirmed engagement signals. In Article 6,
A driving assistance method further comprising determining the braking pressure of the ACC according to a preset vehicle weight if the seat belt fastening signal is not detected. In the sixth paragraph, the weight of the vehicle is compensated based on the number of confirmed connection signals.
A driving assistance method comprising determining a compensation weight for compensating for the weight of the vehicle by multiplying the number of the confirmed engagement signals by a preset unit compensation weight per number of the engagement signals. In the 8th paragraph, the weight of the vehicle is compensated based on the number of confirmed connection signals.
A driving assistance method comprising determining a compensated final weight of the vehicle by adding the compensation weight to the curb weight of the vehicle. In Article 6,
A driving assistance method further comprising determining the braking pressure of the ACC based on the weight of the compensated vehicle.

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