KR101521118B1 - Driver-customized automotive active safety system - Google Patents

Abstract

The present invention relates to a vehicle control system comprising: a driver disposition analyzing unit for detecting and analyzing a disposition of a driver who drives a vehicle; a weather and road condition receiving unit for detecting road conditions and the surrounding environment; a driving environment analyzing unit for detecting a speed and a distance between owner′s vehicle and surrounding vehicles; and an information processing unit for creating a profile based on a disposition of a driver by collecting and analyzing information of the driver disposition analyzing unit, the weather and road condition receiving unit, and the driving environment analyzing unit. The driver disposition analyzing unit is capable of frequently measuring a brake disposition of a driver by generating an alarm when a vehicle is stopped.

Description

[0001] DRIVER-CUSTOMIZED AUTOMOTIVE ACTIVE SAFETY SYSTEM [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle active safety system, and more particularly, to a driver-customized vehicle active safety system capable of automatically guiding a driving of a driver in consideration of a driver's driving habit, surrounding environment and vehicle performance.

In recent years, along with the development of vehicle technology, the camera and the radar determine the risk of collision with the preceding vehicle, and an automatic brake and camera for emergency braking are provided to warn the driver of sleepiness due to drowsiness or driver's carelessness, Electronic control systems such as a system supporting safe driving are emerging.

Current vehicle control systems generate collision alarms and automatic brakes by calculating the collision expected time in consideration of the relative distance and relative speed between the preceding vehicle and the vehicle. However, it is problematic to develop a vehicle control system on a uniform basis because the response time of alarms varies for each driver and the braking force differs according to the habit of the driver and the driver.

In this regard, Korean Patent Application No. 10-2014-0032703 discloses an invention relating to a braking control method that reflects road surface conditions, and Korean Patent Application No. 10-2013-0028231 discloses a vehicle braking control method, And the like, so as to prevent collision of the vehicle. However, there is a disadvantage in that it is not possible to apply the driving propensity to the driver only by the control functions such as the technology disclosed in the above patents.

Therefore, it is necessary to apply the driving behavior of the driver to the control system in controlling the vehicle.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a vehicle control system that induces driver's familiar braking in various environments in consideration of surrounding conditions and driving behavior of a driver.

According to an embodiment of the present invention, the vehicle control system includes a driver propensity analyzing unit, a weather and road condition receiving unit, a travel environment analyzing unit, and an information processing unit. The driver's propensity analyzer detects and analyzes the tendency of the driver driving the vehicle, and the weather and road condition receiver detects the road surface condition and the surrounding environment. The traveling environment analyzer detects the speed and the distance to the surrounding vehicle, And an information processing unit for collecting and analyzing information of the driver tendency analyzing unit, the weather and road condition receiving unit, and the traveling environment analyzing units to generate a profile based on the driver's tendency, wherein the driver tendency analyzing unit analyzes The braking tendency of the driver can be measured from time to time by generating an alarm.

In one embodiment, the driver propensity analyzing unit includes an analyzing unit, a statistic unit, and a recording unit, and the analyzing unit may include an alarm response time period from the occurrence of an alarm for alerting the braking to the start of braking, And the statistic unit calculates an average value of the driver braking times and the alarm response times, and the recording unit records the alarm response time and the driver braking times, and the information processing unit Lt; / RTI >

In one embodiment, the weather and road condition receiving unit includes a road surface state unit, a weather state unit, and a traffic state unit. The road surface state unit senses the impact of the road to analyze the state of the road surface. And analyzes the state of the road surface. The traffic state part can analyze traffic congestion by receiving external CCTV or traffic information.

In one embodiment, the road surface state part senses an impact occurring when the road surface travels, and the weather state part senses a state of a road surface depending on a weather state.

In one embodiment, the traveling environment analyzing section includes a speed section, a front distance section, and a rear distance section, the speed section measures a relative speed with respect to a vehicle running in front, and the front distance section is located on the front or opposite lane And measures the front relative distance with the vehicle, and the rear distance portion can measure the rear relative distance with the rear vehicle.

In one embodiment, the information processing unit collects and stores information of the driver tendency analyzing unit, the weather and road condition receiving unit, and the traveling environment analyzing units, periodically updates the information, and the alarm of the driver tendency analyzing unit Generates a profile of the alert response time and the driver braking time calculated in consideration of the information of the weather and road condition receiving unit and the travel environment analyzing units on the average of the reaction time and the driver braking times and transmits the profile to the control unit And the control unit can control the vehicle by reproducing the profile.

In one embodiment, the information processing unit receives the information of the alarm response time and the driver braking time to calculate a braking start point and a braking target point, and calculates an alarm generating point and a braking target point based on the alarm response time and the driver braking time, And alarms the driver with an alarm.

According to the embodiments, the vehicle active safety system is configured to determine the driving behavior of the driver through the driver propensity analyzing unit, to determine the environmental factors depending on the environment around the vehicle, the state of the vehicle itself, It is possible to provide an optimal vehicle active safety system based on the driving propensity of the driver in consideration of the distance.

The driver's tendency analysis unit statistically analyzes the driver's braking pattern, the driver's braking distance, and the driver's braking time recorded according to the influence of the nearby vehicle or the surrounding environment, and determines whether or not the driver is driving The system is advantageous in that it can actively control the vehicle, not merely providing information.

On the other hand, the vehicle analyzing unit can recognize the state of the vehicle, which can not be easily checked by the driver, through the sensor of the tire temperature, the air pressure, and the fuel state of the vehicle, .

1 is a block diagram showing a vehicle active safety system according to an embodiment of the present invention.
FIG. 2 is a block diagram showing the driver tendency analysis unit of FIG. 1. FIG.
3 is a block diagram showing the running analysis unit of FIG.
4 is a block diagram showing the weather and road situation receiving unit of Fig.
FIG. 5 is a perspective view showing an example of a state of the driver tendency analysis unit of FIG. 1. FIG.
6 is a flowchart showing a driving method of the driver tendency analyzing unit.
7 is a flowchart showing a driving method of a weather and road condition receiving unit and a traveling environment analyzing unit.
8 is a block diagram illustrating Customized Active Braking Tuning.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS [0027] Hereinafter, a vehicle active safety system according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings. While the present invention has been described in connection with what is presently considered to be the most practical and preferred embodiment, it is to be understood that the invention is not limited to the disclosed embodiments. It is to be understood, however, that the invention is not intended to be limited to the particular forms disclosed, but on the contrary, is intended to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the invention. Like reference numerals are used for like elements in describing each drawing. The terms first, second, etc. may be used to describe various components, but the components should not be limited by the terms. The terms are used only for the purpose of distinguishing one component from another. The terminology used in this application is used only to describe a specific embodiment and is not intended to limit the invention. The singular expressions include plural expressions unless the context clearly dictates otherwise. In the present application, the term "comprises" or "comprising ", etc. is intended to specify that there is a stated feature, figure, step, operation, component, But do not preclude the presence or addition of one or more other features, integers, steps, operations, components, parts, or combinations thereof.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Terms such as those defined in commonly used dictionaries are to be interpreted as having a meaning consistent with the contextual meaning of the related art and are to be interpreted as either ideal or overly formal in the sense of the present application Do not.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a block diagram showing a vehicle control system according to an embodiment of the present invention.

1, a vehicle active safety system 100 according to an exemplary embodiment of the present invention includes a driver tendency analysis unit 110, a traveling environment analysis unit 120, a weather and road environment receiving unit 130, an information processing unit 140 and a control unit 150. [

The driver tendency analysis unit 110 firstly analyzes the driving habits and tendencies of the driver and measures the driving tendency of the driver to control the vehicle.

For example, an alarm response time is calculated by calculating an average value of the time consumed until the braking of the driver is started after the braking alarm for warning the braking is generated to the driver, and the alarm response time is calculated from the alarm response time and the braking start time The driver braking time necessary for stopping the vehicle is calculated and used for designing the active safety system 100 of the vehicle.

That is, the vehicle active safety system 100 operates in the order of a braking alarm and an automatic braking, and the driver's eye view shows the alarm response time for the driver's braking alarm and the time required for the vehicle to completely stop by the automatic braking And the driver braking time. Wherein the total braking time obtained by adding the alarm response time and the driver braking time is a time required for the driver to stop the vehicle by stopping the braking alarm and calculating the total braking time, It is possible to determine the point of occurrence of the alarm necessary for the driver.

In addition, when the vehicle is automatically braked, a vehicle deceleration profile that is a function of the driver's braking pattern of the driver, the warning reaction time, and the conditions of the weather and the road is created in consideration of the tendency of the driver. Here, the driver braking pattern refers to a pattern for generating a vehicle deceleration rate by measuring the speed at which the brake pedal is depressed during braking. The braking tendency of the driver is determined by measuring the driver braking pattern several times and calculating an average value.

The information processing unit 140 may further include a driver braking distance analyzing unit 110, road surface and weather condition information analyzed by the weather and road condition receiving unit 120, The relative speed, the relative speed, and the time to collision (TTC), which are analyzed at the time of braking at the time of the normal braking, And the alarm occurrence point is calculated by applying the above-mentioned parameters as variables.

In other words. The vehicle active safety system 100 may be configured to receive information about the driver's intention analysis unit 110, the weather and road condition receiving unit 120, and the traveling environment analysis unit 130, And a processing unit 140 to generate the profile similar to the braking tendency of the driver. If the driver can not brak, the profile is automatically regenerated and braked similar to the tendency of the driver.

The information calculated by the driver tendency analysis unit 110, the weather and road condition receiving unit 120 and the travel environment analysis units 130 collected in the information processing unit 140 is statistically And generates the profiles indicating the tendency of the driver based on the information having the highest frequency among the pieces of information, and transmits the profiles to the controller 150. When the braking situation corresponding to the profile occurs, the controller 150 regenerates the profile and alerts the driver to braking in a similar manner to the driver in the braking situation to induce braking.

The information processing unit 140 may be a smart phone, a tablet, and a notebook computer. The information processing unit 140 may be connected to the vehicle wirelessly to serve as the information processing unit 140, .

FIG. 2 is a block diagram showing the driver tendency analysis unit of FIG. 1. FIG.

Referring to FIG. 2, the driver tendency analysis unit 110 includes an analysis unit 111, a statistics unit 112, and a recording unit 113.

Generally, an existing vehicle automatically brakes by applying the same reaction time according to the same crash alarm for each driver. However, the vehicle active safety system 100 analyzes the tendency of the driver to measure braking records for analyzing the tendency of the vehicle to operate at an early stage in order to drive an automatic braking similar to the braking tendency of each of the drivers. The measured information is transmitted to the information processing unit 140 via the statistic unit 112 and the recording unit 113.

Specifically, the analysis unit 111 measures an alarm response time indicating a time from when the alarm for braking the vehicle occurs to when the driver recognizes the alarm and brakes the vehicle, and the statistic unit 112 The alarm response distance of only the driver is calculated by calculating an average value of the alarm response times calculated through the plurality of measurements and transmitted to the information processing unit 140. [

The information corresponding to the average value of the alert response times transmitted is determined by taking into account variables such as the weather, road condition, and distance to nearby vehicles received by the information processing unit 140, The above parameters are applied to the tendency to form the profile for braking only by the driver.

Accordingly, the drivers measure the different predetermined times, i.e., the alert response times, until receiving the warning and starting the braking, and calculate the alert response distance through the alert response times to determine the different profiles of the drivers When the alarm response time and the alarm response distance are taken into account, drivers with slow reactions generate the alarm faster than the time of occurrence of the existing alarm, and drivers with a quick response generate the alarm slightly slower than the time when the existing alarm occurs And generate the profiles. Also, the analyzer 111 may measure the TTC (TIME TO COLLISION) together with the alarm response time to calculate a more accurate alarm occurrence point.

Meanwhile, the recording unit 113 records the alert response times and information of the TTCs (TIME TO COLLISIONS), and transmits the information to the information processing unit 140.

3 is a block diagram showing the weather and road situation receiving unit of Fig.

3, the weather and road condition receiving unit 120 includes a road surface state unit 121, a weather state unit 122, and a traffic state unit 123.

The road surface state part 121 senses an impact applied to an automobile or senses a road surface condition through a camera to discriminate a packed or unpaved road. When the information of the road surface condition is grasped, the information processing unit 140 interlocks with the information of the driver tendency analysis unit 110 of FIG. 2 and the information of the traveling environment analysis unit 130 of FIG. 4, Of the braking distance.

For example, when starting the braking, the vehicle running on the unpaved road may analyze the driver braking distance in a short time due to a road condition in which the unpacked road is bent or the road surface is frictional. If the driver braking distance is analyzed to be short, an alarm for inducing braking to the driver is generated later than a normal road, and braking close to the driver's tendency can be achieved. Therefore, the information processing unit 140 may generate the profile capable of implementing the braking according to the tendency of the driver in consideration of the driver braking distance and the alert response distance.

The meteorological unit 122 senses weather conditions such as rain and snow while driving the vehicle. When the information on the weather condition is obtained, the information processing unit 140 is utilized as data for generating the profile by referring to the information of the road surface state of the road surface state unit 121.

For example, when the weather processor 120 receives the weather condition information for the rain from the weather conditioner 122, the information processor 140 considers the weather condition information of the rain on the profile showing the braking tendency on a clear day, A method for analyzing data on a water film phenomenon of a road, comprising the steps of: adding the alarm occurrence point, which is earlier than a usual alarm point, to the profile in order to minimize a slip phenomenon that may occur when the alarm occurs, You can create a profile.

In addition, when the rain or snow falls, the wiper can be automatically operated to ensure the running visibility of the vehicle. The weather conditions collect information using CCTV of a road, weather information of a network and the Internet. The traffic state unit 123 detects the traffic congestion that may occur or may occur in the traveling route through the CCTV information in the city, the GPS, and the camera mounted on the vehicle. The sensed information is transmitted to the information processing unit 140 and used as information for creating the profile.

FIG. 4 is a block diagram showing the travel environment analyzing unit of FIG. 1;

The traveling environment analysis unit 130 includes a speed unit 141, a front distance unit 142, and a rear distance unit 143. [

The speed unit 141 is used as a parameter for measuring the alarm response time, the driver braking time, and the driver braking distance by measuring the relative speed of the vehicles running in front of the vehicle. The front distance portion 142 measures a distance between the vehicle running in front of the driver and a forward relative distance between the vehicles passing the opposite lane. When the forward relative distance is measured, it is possible to grasp the safety distance preferred by the driver and to use the variable as a minimum safety distance to generate the profile when calculating the driver braking distance.

The rear distance section 143 is used as a parameter for calculating the driver braking distance and the driver braking time by measuring the relative velocities of the vehicles running in the rear of the vehicle. For example, in order to prevent the risk of collision due to the sudden braking of the vehicle when the rear relative distance of the approaching vehicles from the rear is short, the length of the driver braking distance You can extend it.

5 is a perspective view showing an example of the state of the information processing unit of FIG.

5, the image includes an unpacked road 300, a vehicle 310, a CCTV 320, a front camera 330, an alert point 340, an alert response distance 350, a braking start point 360 ), A driver braking distance 370, and a braking target point 380, respectively.

The image automatically detects the braking target point 380 at which the vehicle 310 should stop and applies the information of the road surface state part 121 of the weather and road condition receiving unit 120 as a variable A method of finding the alarm generating point 340 matching the braking tendency of the driver by adjusting distances between the alarm response distance 350 and the driver braking distance 370 measured by the driver tendency analyzer 110 .

First, the vehicle 310 automatically detects the braking target point 380, which is a stopping point, in the state where the vehicle 310 is traveling on the unpaved road 300, And the information is transmitted to the information processing unit 140. In this case, The information processing unit 140 can change the alarm point 340 to another point by applying the variable of the unpacked road 300 to the alarm point 340 previously measured. Accordingly, the alarm generating point 340 can be changed according to the driver's tendency according to the state of the road.

When the alarm is generated at the alarm generating point 340, braking is started at the braking start point 360 after the alarm reaction distance 350 during the alarm reaction time. The alarm response distance 350 means the distance that the vehicle 310 travels during the alarm response time that it takes for the corresponding driver to receive the alarm and start braking. The braking start point 360 is a point at which the driver starts braking in response to the alarm, from which the vehicle 310 starts braking.

The distance from the braking start point 360 to the braking target point 380 at which the vehicle 310 is braked is the driver braking distance 370. The driver braking distance 370 is a distance between the road surface state and the vehicle state Lt; / RTI > That is, the driver braking distance 370 refers to the distance that the vehicle 310 traveled during the driver braking time after the alarm response time.

Therefore, the information processing unit 140 comprehensively analyzes the information of the driver tendency analysis unit 110 and the weather and road condition receiving unit 120, and in order to induce braking similar to the braking tendency of the driver, And braking profiles similar to the braking tendency of the driver are generated in consideration of the influence of external variables such as road conditions.

When the vehicle 310 reaches the braking start point 360, the information processing unit 140 controls the control unit 150 to automatically record the profile recorded, regardless of whether the driver recognizes the alarm, The control unit 150 reproduces the profile to operate the brake, and the vehicle 310 starts braking.

The alarm response time is measured and stored in advance using the alert of the smartphone and the vehicle 310 before the vehicle 310 travels through the driver tendency analysis unit 110, Is calculated by comprehensively analyzing the braking performance of the vehicle 310 before the vehicle 310 travels, the tire condition, the road surface to the destination and the weather condition, etc., and is calculated based on the speed at which the vehicle 310 travels The driver braking time is different.

6 is a flowchart showing a driving method of the driver tendency analyzing unit.

The vehicle 310 is turned on and prepared for driving. Although the collision alarm occurrence time uses the parameters defined in the initial vehicle mass production stage, when the method proposed in this patent is sufficiently repeated to have a reliability that can represent the characteristics of the driver (repeatedly performed N times or more, (Step S101). In step S101, the personalized parameter is updated to the parameter defined in the existing mass production step.

In step S102, a virtual collision alarm is generated through a wireless device such as a smart phone connected to the vehicle while the vehicle 310 is stopped.

When the driver receives the alarm, the driver starts braking after a certain alarm response time. In addition, the alarm response time is repeatedly measured N times or more in a state where the vehicle is stopped every time the driver starts the vehicle, and is stored in the driver tendency analysis unit 110 (step S103).

The driver tendency analyzing unit 110 repeats the driving through the repeated driving of the alarm and the braking to calculate the alarm response time calculated after the driving, the alarm response distance 350 and the driver braking distance 370 And a driver braking pattern (a vehicle deceleration generating pattern by measuring the speed at which the brake pedal is depressed during braking), which is a factor for calculating the time at which the braking alarm occurs and the control speed for braking. The user determines whether the driver braking pattern 370 having been set N times or more has been calculated (step S104).

The driver tendency analysis unit 110 may calculate the alarm response time and the driver braking pattern that indicate the braking tendency of the driver by calculating the average of the alarm response times and the driver braking patterns recorded in the N times, To the information processing unit 140. The information processing unit 140 creates a profile based on the alert response time and the driver's braking pattern and transmits the profile to the control unit 150 to reproduce the profile when a situation is required to be braked, The control unit 150 brakes and controls the vehicle 310 according to the profile (step S105).

7 is a flowchart showing a driving method of a weather and road condition receiving unit and a traveling environment analyzing unit.

The vehicle 310 is turned on to prepare for driving (step S201).

Use the auto-braking parameter set in the first vehicle mass production stage. However, in order to apply the active safety system 100, the braking pattern of the driver is sufficiently stored at the time of normal running, and automatic braking is generated in accordance with the braking characteristic of the driver. The relative speed and the forward relative distance are measured to calculate a time to collision (TTC) (step S202).

The weather and road condition receiving unit 120 receives the road surface and weather conditions and stores the deceleration of the vehicle 310 (step S203).

The driver braking pattern considering the TTC (time to collision), the road surface condition, and the weather condition is calculated, and it is determined whether or not the driver braking pattern set by the driver is calculated at step S204.

The driver braking patterns 370 and the driver braking distances 370 measured over the number of times N are calculated and transmitted to the information processing unit 140 (step S205).

8 is a block diagram showing the customized active braking tuning of the active safety system.

Referring to FIG. 8, the active braking tuning 800 shows an overall process of the active safety system.

The active braking tuning 800 periodically checks and analyzes the parameters including the alarm response time and the driver braking time to grasp the braking tendency of the driver and adjusts the parameters based on the basic braking Parameter to a parameter (Normal Active Brake parameter) 801 to update parameters according to the driver's braking tendency.

Accordingly, the driver is allowed to modify the basic braking parameter of the vehicle 310 through the active braking tuning out of the limited automatic control of the basic braking parameter, thereby providing safe automatic braking of the driver.

According to the embodiments of the present invention, when the vehicle control system 100 senses the braking state through the driver tendency analysis unit 110, the alarm response time and the driver braking pattern are statistically averaged And transmits the average values to the information processing unit 140 to generate a profile corresponding to a specific braking situation.

The information processing unit 140 may receive the driver's braking pattern and the alarm response time from the controller 150 in consideration of the information of the weather and road condition receiving unit 120 and the travel environment analyzing unit 130, And the control unit 150 regenerates the profile, thereby inducing the driver to maintain the running in accordance with the driver's tendency in various braking situations. In this system, not only the information but also the control of the vehicle There is an advantage to be dedicated.

The driver tendency analysis unit 110 starts the vehicle 310 and generates an alarm every time the vehicle 310 is in the stopped state to measure the alarm response time and the driver braking time according to the driver's condition, It is possible to perform active braking suitable for the vehicle.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the present invention as defined by the following claims. It can be understood that it is possible.

Vehicle active safety systems that grasp the driver's propensity and braking the vehicle according to the present invention have industrial applicability that can be used on roads where the vehicle can travel.

100: active safety system 110: driver tendency analysis unit
120: weather and road condition receiving unit 130: traveling environment analysis unit
140: Information processor 150:
300: Unpacked road 310: Vehicle
320: CCTV 330: Front camera
340: Alarm occurrence point 350: Alarm response distance
360: Brake starting point 370: Driver braking distance
380: Braking target point 800: Active braking tuning

Claims (7)

A driver tendency analysis unit for detecting and analyzing a tendency of the driver driving the vehicle;
A weather and road condition receiving unit for sensing the road surface condition and the surrounding environment;
A traveling environment analyzing unit for detecting a speed and a distance to a nearby vehicle; And
And an information processing unit for collecting and analyzing information of the driver tendency analyzing unit, the weather and road condition receiving unit, and the traveling environment analyzing units, and generating a profile based on the tendency of the driver,
Wherein the driver tendency analysis unit generates an alarm when the vehicle is in a stopped state and measures the braking tendency of the driver from time to time. The apparatus of claim 1,
An analyzer for measuring an alarm response time required to start braking after an alarm for warning of braking and a driver braking time required for stopping the vehicle after the start of braking;
A statistic unit for calculating an average value of the driver braking times and the alarm response times; And
And a recording unit for recording the alarm response time and the driver braking times and transmitting the information to the information processing unit. The apparatus of claim 1, wherein the weather and road condition receiving unit comprises:
A road surface state part for detecting a road impact and analyzing the state of the road surface;
A weather state part for receiving traffic information of the network and analyzing the state of the road surface; And
And a traffic state unit for receiving external CCTV or traffic information and analyzing traffic congestion. 4. The method according to claim 3, wherein the road surface state part detects an impact occurring when the road surface travels,
Wherein the gas phase state part senses a state of a road surface that varies depending on a gas phase state. The vehicle driving force control apparatus according to claim 1,
A speed part for measuring a relative speed with a vehicle running in front;
A front distance part for measuring a front relative distance to a vehicle located on a front or opposite lane; And
And a rear distance portion for measuring a rear relative distance to the rear vehicle. The information processing apparatus according to claim 1,
The driver tendency analyzing unit, the weather and road condition receiving unit, and the traveling environment analyzing unit,
The alarm response time and the average value of the operation braking times of the driver tendency analyzing unit are updated periodically and the alarm response time and the alarm response time calculated by considering the information of the weather and road situation receiving unit and the traveling environment analyzing units, Wherein the control unit generates the profile of the driver braking times and transmits the profile to the control unit, and the control unit controls the vehicle by reproducing the profile. 7. The braking system according to claim 6, wherein the information processing unit receives the information of the alarm reaction time and the driver braking time to calculate a braking start point and a braking target point,
Calculates an alarm occurrence point in consideration of the alarm response time and the driver braking time, and alerts the driver to the alarm.

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