KR102486163B1 - Vehicle and method for controlling the same - Google Patents

Abstract

The vehicle of the present invention includes a body; an obstacle detection unit that detects obstacles around the vehicle body; an active roll stabilization device connected to the vehicle body; and a control unit that determines the possibility of collision with an obstacle based on the detection information detected by the obstacle detection unit, and controls the operation of the active roll stabilization device to adjust the height of the vehicle body when it is determined that there is a possibility of collision with the obstacle.

Description

Vehicle and its control method {Vehicle and method for controlling the same}

The present invention relates to a vehicle and a control method for minimizing the amount of impact upon collision with an obstacle.

A vehicle is a machine that drives by driving wheels for the purpose of transporting people or goods, and moves on the road. These vehicles may cause accidents due to their own failures, or accidents may occur due to the negligence of other vehicles or road conditions.

Recently, various technologies for preventing vehicle accidents have been developed.

One example is a technology that detects obstacles around the vehicle by mounting a distance sensor in the vehicle and warns the driver. Through this, accidents could be prevented in advance.

Another example is a technology in which an electromagnet is mounted on a bumper of a vehicle, and when the distance to another vehicle is within a certain distance, it is determined as a collision situation and power is supplied to the electromagnet so that magnetic force is generated. This made it possible for the vehicle to brake in the event of a collision.

This is disclosed in Korean Patent Publication No. 2004-0040771.

Since this generates magnetic force without checking whether the electromagnets of the first vehicles present in the collision situation are installed, there is a problem of causing a bigger accident by the magnetic force in a collision situation with the first vehicle that is not equipped with an electromagnet. .

Also, in another example, as the distance between the host vehicle and the first vehicle becomes closer, a greater repulsive magnetic force is generated, resulting in a greater repelling force in a direction opposite to the movement of the host vehicle. Accordingly, there is a problem that a strong impact may be given to the driver due to a large change in the amount of impact, and a secondary collision with the second vehicle may occur.

In addition, when the side of the vehicle collides, since another vehicle collides with a door or pillar having low rigidity, the energy absorbed by the collision deformation of the door or pillar is small, resulting in a large impact applied to the occupant.

One aspect provides a vehicle and a control method for maximizing an amount of absorption of impact energy applied from the outside by exposing a side panel or a flow panel of the vehicle having strong rigidity when it is determined that a possibility of a side collision exists.

A vehicle according to one aspect includes a body; an obstacle detection unit that detects obstacles around the vehicle body; an active roll stabilization device connected to the vehicle body; and a control unit that determines the possibility of collision with an obstacle based on the detection information detected by the obstacle detection unit, and controls the operation of the active roll stabilization device to adjust the height of the vehicle body when it is determined that there is a possibility of collision with the obstacle.

According to one aspect, the vehicle control unit acquires the position of the obstacle based on the detection information, and when it is determined that the position of the obstacle is at least one of the left and right sides of the vehicle body, the height of the vehicle body on at least one side increases to a set height. It includes controlling the operation of the active roll stabilization device as much as possible.

According to one aspect, the control unit of the vehicle obtains the position of the obstacle based on the detection information, determines the possibility of the driver's response based on the position of the obstacle, and determines the driver's response is impossible, the height of the vehicle body of at least one side is determined. and controlling the operation of the active roll stabilization device to lift.

The control unit of the vehicle according to one aspect includes controlling the active roll stabilization device in a normal mode when it is determined that the driver's response is possible.

The vehicle according to an aspect further includes a speed detection unit for detecting a driving speed, and the control unit acquires the position of the obstacle in real time based on the detection information and determines the distance between the obstacle and the obstacle over time based on the position of the obstacle obtained in real time. Checking the distance change, obtaining a collision time with an obstacle based on the confirmed distance change and driving speed, and comparing the obtained collision time with the driver's reaction time to determine the driver's response possibility.

A vehicle according to one aspect includes an occupant detection unit for detecting whether or not a occupant is on board; A storage unit for storing a set height corresponding to the number of occupants is further included, and the control unit obtains the number of occupants based on the detection information of the occupant detection unit, checks the set height corresponding to the obtained number of occupants, and determines the confirmed setting. and controlling the operation of the active roll stabilization device so that the height of the vehicle body is adjusted with the height.

The vehicle according to one aspect further includes a suspension device, and the control unit controls the suspension device to adjust the height of the vehicle body when it is determined that there is a possibility of collision with an obstacle.

An obstacle detection unit of a vehicle according to one aspect includes a lidar sensor provided in the center of a front panel of a vehicle body.

An obstacle detection unit of a vehicle according to an aspect includes LiDAR sensors respectively provided on both sides of a front panel of a vehicle body.

An obstacle detection unit of a vehicle according to an aspect includes radar sensors respectively provided on both side surfaces of a rear panel of a vehicle body.

An obstacle detection unit of a vehicle according to an aspect includes an image detection unit that respectively detects images of both sides of the vehicle body.

A method for controlling a vehicle according to another aspect includes detecting obstacles around a vehicle body, determining a possibility of collision with an obstacle based on the detected detection information, and operating an active roll stabilization device when it is determined that there is a possibility of collision with an obstacle. is controlled to adjust the height of the car body to the set height.

Controlling the operation of the active roll stabilization device is to obtain the position of the obstacle based on the detection information, and when it is determined that the position of the obstacle is at least one side of the left side and right side of the vehicle body, the position of the at least one side of the vehicle body is determined. and controlling the operation of the active roll stabilization device so that the height is raised to a set height.

Controlling the operation of the active roll stabilization device determines the driver's response possibility based on the position of the obstacle, and if it is determined that the driver's response is impossible, the active roll stabilization device raises the height of the vehicle body on at least one side to a set height. It includes controlling the operation of the roll stabilization device.

A vehicle control method according to another aspect further includes controlling the active roll stabilization device in a normal mode when it is determined that a driver's response is possible.

Controlling the active roll stabilization device in the normal mode includes checking the acceleration of the vehicle, obtaining a roll angle of the vehicle based on the confirmed acceleration, and operating the active roll stabilization device based on the obtained roll angle. including controlling

Determining the driver's response possibility is to acquire the position of the obstacle in real time based on the detection information of the obstacle, check the change in the distance to the obstacle over time based on the obtained position of the obstacle in real time, and determine the determined distance. Obtaining the relative speed of the obstacle based on the change, obtaining a collision time with the obstacle based on the obtained relative speed, and determining that the driver's response is impossible if the obtained collision time is shorter than the driver's reaction time. .

Adjusting the height of the vehicle body to the set height is to obtain the number of occupants based on the detection information of the occupant detector, check the set height corresponding to the obtained number of occupants, and adjust the height of the car body to the confirmed set height. It includes controlling the operation of the active roll stabilization device as much as possible.

Adjusting the height of the vehicle body to the set height includes controlling the suspension device so that the height of the vehicle body is adjusted to the set height when it is determined that there is a possibility of collision with an obstacle.

Detecting an obstacle around the vehicle body includes determining whether an obstacle exists on at least one of the front left and right sides of the vehicle body based on detection information detected by a lidar sensor provided in the center of the front panel of the vehicle body. do.

Detecting obstacles around the vehicle body includes determining whether an obstacle exists on at least one of the left and right sides of the vehicle body based on detection information detected by lidar sensors provided on both sides of the front panel of the vehicle body, respectively. do.

Detecting obstacles around the vehicle body is to determine whether an obstacle exists on at least one of the left and right sides of the rear of the vehicle based on detection information detected by radar sensors provided on both sides of the rear panel of the vehicle body. include

Detecting obstacles around the vehicle body includes detecting left and right side images of the vehicle body, respectively, and determining whether there are obstacles in the detected left and right side images.

In the present invention, when it is determined that there is a possibility of a side collision, an active roll stabilization (ARS) device is controlled to expose a highly rigid floor panel or side rail portion to prevent collision with another vehicle. It is possible to maximize the amount of absorption of impact energy applied from the outside when driving, thereby minimizing the amount of impact applied to the occupant.

According to the present invention, a side collision situation can be prevented in advance by outputting obstacle information detected by an obstacle detection unit, and even if a collision occurs, the amount of deformation of the vehicle body can be minimized because the height of the garage is raised in advance before the collision occurs. That is, the present invention can reduce vehicle damage.

The present invention can improve the quality and marketability of a vehicle having an active roll stabilization (ARS) device, further increase user satisfaction, and secure product competitiveness.

1 is an exemplary view of the exterior of a body of a vehicle according to an embodiment.
2 is an exemplary interior view of a body of a vehicle according to an embodiment.
3 is an exemplary view of an active roll stabilization device for a vehicle according to an embodiment.
4 is a structural diagram of an example of a motor-driven active roll stabilization device 140 provided in a vehicle according to an embodiment.
5 is a structural diagram of another example of a motor-driven active roll stabilization device 140 provided in a vehicle according to an embodiment.
6 is a control configuration diagram of a vehicle according to an embodiment.
7 is an exemplary view of a detection unit provided in a vehicle and a detection area of the detection unit according to an embodiment.
8 is a control flowchart of a vehicle according to an embodiment.
9 is an exemplary diagram for determining the possibility of a side collision of a vehicle according to an embodiment.
10A to 10D are exemplary diagrams of a vehicle height adjustment mode according to an embodiment.
11 is a graph of a deformation amount of a door when a side collision of a vehicle occurs according to an embodiment.

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

1 is an exemplary exterior view of a vehicle body according to an embodiment, FIG. 2 is an exemplary interior view of a vehicle body according to an embodiment, and FIG. 3 is an exemplary view of an active roll stabilization device of a vehicle according to an embodiment. 4 is a structural diagram of an active roll stabilization device for a vehicle according to an embodiment.

The vehicle 100 includes a body having an exterior 110 and an interior 120, and a chassis 130 on which mechanical devices necessary for driving are installed except for the body.

As shown in FIG. 1, the exterior 110 of the vehicle body includes a front panel 111, a bonnet 112, a roof panel 113, a rear panel 114, front and rear doors 115, front and rear doors ( 115 includes a window glass 116 provided to be opened and closed.

In addition, the exterior of the vehicle body includes a pillar 117 provided at the boundary between the window glass 116 of the front and rear doors 115, a side mirror providing a driver with a view of the rear of the vehicle 100, and surroundings while observing the front view. It includes lamps that enable easy viewing of information and perform functions of signaling and communication for other vehicles and pedestrians.

The exterior of the vehicle body further includes side panels 118 provided on both sides of the front and rear doors 115 and flow panels 119 provided on the lower side of the front and rear doors 115 and forming the bottom surface of the vehicle. .

The side panels may include a front side panel forming a front wheel insertion space and a rear side panel forming a rear wheel insertion space.

As shown in FIG. 2, the interior 120 of the vehicle body includes a seat 121 on which the occupant sits, a dashboard 122, and a tachometer, speedometer, coolant temperature gauge, fuel gauge, direction change indicator, etc. , high beam indicator light, warning light, seat belt warning light, odometer, odometer, shift lever indicator, door open warning light, engine oil warning light, low fuel warning light are disposed on the instrument panel (namely, the cluster 123) and the air conditioner outlet A center fascia 124 in which and a control panel are disposed, a head unit 125 provided in the center fascia 124 and receiving operation commands of audio devices and an air conditioner, and a center fascia 124 provided in the center fascia 124 and receiving a start command. It includes a starting unit 126 that receives input.

The seat 121 includes a driver's seat 121a, a passenger's seat 121b, and may further include a rear seat.

The vehicle 100 includes a shift lever provided on the center fascia 124 and receiving an input position for operation, and a parking button located around the shift lever or on the head unit 125 and receiving an operation command of an electronic parking brake device (not shown). (EPB button).

The vehicle 100 includes an input unit 127 for receiving operation commands for various functions.

The input unit 127 may be provided on the head unit 125 and the center fascia 124, and includes at least one physical button, such as an on-off button for operating various functions and a button for changing set values of various functions. can do.

The input unit 127 may further include a jog dial (not shown) or a touch pad (not shown) for inputting a cursor movement command and a selection command displayed on the display unit of the user interface 130 .

Here, the jog dial or touch pad may be provided in a center fascia or the like.

The vehicle 100 is provided in the head unit 125 and includes a display unit 128 that displays information on functions being performed in the vehicle and information input by a user.

That is, the display unit displays whether there is a possibility of a side collision.

The vehicle 100 further includes a sound output unit 129 that outputs various warning sounds, music being played, guidance voices of the navigation device, and the like.

The sound output unit 129 may include a speaker.

The vehicle further includes a user interface for user convenience.

The user interface may be installed in a flush or stationary manner on the dashboard.

The user interface may include an input unit for receiving information selected by a user and a display unit for displaying operation information and information selected by the user.

The user interface may include a display panel as a display unit and may further include a touch panel as an input unit.

The user interface performs an audio function, a video function, a navigation function, a broadcasting function (DMB function), and a radio function.

The chassis 130 of the vehicle is a frame supporting the bodies 110 and 120, and includes front wheels 131 (131L, 131R) disposed on the left and right sides of the front side, and rear wheels 132 (132L, 132R) disposed on the left and right sides of the rear side, respectively. includes

Inside the vehicle 100, a brake pedal 132 pressed by the user according to the user's will to brake and an accelerator pedal 133 pressed by the user according to the user's will to accelerate may be provided inside the vehicle 100. A steering wheel 134 rotated by the user according to the will may be provided.

The vehicle generates driving force necessary for driving, adjusts the generated driving force, and transmits the adjusted driving force to at least one pair of front wheels 131: 131L and 131R and rear left and right rear wheels 132: 132L and 132R. A power unit for applying braking force to the front, rear, left and right wheels 131 and 132, a steering unit for adjusting the driving direction of the vehicle, and blocking impact from the road surface during driving from being transmitted to the vehicle and a roll stabilization device 140 that controls rolling of the vehicle.

A suspension system of a vehicle is a device that connects an axle and a vehicle body to prevent damage to the vehicle body and cargo and improves riding comfort by controlling vibration or shock received from the road surface during driving so that the vehicle body is not directly transmitted.

This suspension system includes a chassis spring 135 that alleviates impact from the road surface and a shock absorber 136 that damps and controls the free vibration of the chassis spring 135 to improve riding comfort (see FIG. 4). Here, the shock absorber may be an air suspension shock absorber.

As shown in FIG. 3, the roll stabilization device 140 is a device that adjusts the roll stiffness value of the entire vehicle by adjusting the torsion amount of the stabilizer bar using hydraulic pressure or a motor, The vehicle's roll angle is controlled in a region where the vehicle's lateral acceleration is low to improve vehicle stability and ride comfort.

The roll stabilization device 140 is connected between the left and right front wheels 131L and 131R and is connected between the first roll stabilization device 140F that controls the vertical movement of the left and right front wheels and the left and right rear wheels 132L and 132R A control unit for controlling the operation of the first roll stabilization device 140F and the second roll stabilization device 140R, including a second roll stabilization device 140R that adjusts the vertical movement of the left and right rear wheels. (180).

Structures of the first roll stabilization device 140F and the second roll stabilization device 140R are the same or similar to each other.

The roll stabilization device 140 will be described with reference to FIG. 4 .

In addition, the first roll stabilization device 140F will be described as an example.

The roll stabilization device 140 includes a stabilizer bar 141 installed on both sides of the vehicle body 110 and suppressing rolling of the vehicle. Here, the stabilizer bar 141 may be mounted on the lower arm 143 or the strut bar (not shown) through the stabilizer link 142 .

The stabilizer bar 141 does not act when the left and right front wheels 131L and 131R move up and down at the same time, and when the left and right front wheels 131L and 131R move up and down relative to each other, the stabilizer bar 141 is twisted and the torsional elasticity of the vehicle body 110 ) performs the anti-roll function of suppressing the roll of

That is, the stabilizer bar 141 is twisted when the turning outer side of the vehicle body 110 is inclined by centrifugal force during turning of the vehicle or when the left and right front wheels 131L and 131R have a relative phase difference due to a bump or rebound during driving. The torsional elasticity is used to stabilize the posture of the vehicle body.

The roll stabilization device 140 is an active roll stabilization device that quickly and accurately performs roll control in order to suppress the inclination of the vehicle only with the torsional elasticity of the stabilizer bar 141 or to return and stabilize the tilted body 110. It can be a localization device.

The driving method of the active roll stabilization device 140 is a hydraulic method for performing active roll control by connecting an actuator made of a hydraulic cylinder (not shown) to the end of the stabilizer bar 141, and an actuator made of a motor. It may include a motor driving method that is connected to perform active roll control.

The hydraulic type active roll stabilization device 140 includes a hydraulic cylinder (not shown) having a lower end connected to the lower arm 143 and a piston rod tip connected to the stabilizer bar 141 through a ball joint.

The hydraulic type active stabilization device 140 controls the hydraulic pressure of the hydraulic cylinder to vary the length of the connection between one end of the stabilizer bar 141 and the lower arm 143, thereby increasing the torsional rigidity of the stabilizer bar 141. has a mechanism that changes

This embodiment describes the motor-driven active roll stabilization device 140.

4 is a structural diagram of an example of a motor-driven active roll stabilization device 140 provided in a vehicle according to an embodiment.

As shown in FIG. 4 , the active roll stabilization device 140 is composed of a stabilizer bar 141, a stabilizer link 142, a lower arm 143, a motor 144, and a push bar 145.

Both sides of the stabilizer bar 141 are installed on the subframe 137 of the vehicle body, and both ends are connected to the lower arms 143, respectively.

One end of the stabilizer link 142 is slidably installed on each lower arm 143, and the other end is connected to the end of the stabilizer bar 411 through a ball joint (BJ) or the like.

A sliding slot 146 is formed on both sides of each lower arm 143, and a sliding pin 147 can be movably installed in the sliding slot 146 in a sliding manner.

In addition, an opening (not shown) may be formed at an upper portion of each lower arm 143 , and one end of the stabilizer link 142 may be connected to the sliding pin 147 through the opening.

In addition, one end of the stabilizer link 142 may be connected to one end of the push bar 145 through the sliding pin 147 on the outside of the lower arm 143 .

Here, a slide guider (not shown) for guiding the sliding pin 147 may be integrally installed in the sliding slot 146 to guide the movement of the sliding pin 147 .

The motor 144 is an actuator and may be installed on one side of the center of the sub frame 137 . The motor 144 moves both power transformers 148 forward and backward, respectively.

Both lead screws (not shown) rotate in the same direction according to the rotational driving of the motor 144, but the power transformers 148 on both sides meshed with them rotate in the direction opposite to the center of the motor centered on the drive motor 144 or outward. work in both directions at the same time.

The rotation direction of the motor 144 may be changed based on the left and right turning directions of the vehicle.

The push bar 145 is connected to a lower arm 143 side connection part of each stabilizer link 142 from the outside of the lower arm 143 through a sliding pin 147.

In addition, the other end of the push bar 145 is connected to the power transformer 148 and transfers the front and rear forces of the power transformer 148 to the stabilizer link 142 . At this time, one end and the other end of the push bar 145 are connected to the connection part of the lower arm 143 side of the stabilizer link 142 and the front end of the power transformer 148 through hinges, respectively.

Therefore, the active stabilization device 140 adjusts the mounting position of the lower arm 143 side of the stabilizer link 142 by driving the motor 144 installed in the center of the sub frame 137 to adjust the stability of the stabilizer bar 141. Active roll control is achieved by allowing the roll stiffness to act at a position where the behavior of the lower arm 143 is greater.

First, in a state where the power transformer 148 on both sides of the motor 144 is normally located inside the screw housing 149, both push bars 145 are mounted on the lower arm 143 side of each stabilizer link 142 is placed inside the sliding slot 146 on the lower arm 143 so that the roll stiffness of the stabilizer bar 141 acts as a reference value.

Then, the push bars 145 on both sides connected to each power transformer 148 have a mounting position on the lower arm 143 side of each stabilizer link 142 connecting the tip of the stabilizer bar 141 to the lower arms 143 on both sides Push it outward to position it on the outside of the sliding slot 146 on the lower arm 143. Accordingly, the roll stiffness of the stabilizer bar 141 acts at a position where the motion of the lower arm 143 is greater.

In this way, the active stabilization device 140 controls the mounting position of the lower arm 143 side connection part of the stabilizer link 142 connected to both ends of the stabilizer bar 141 according to the behavioral conditions of the vehicle body, so that the stabilizer bar Active roll control is achieved by allowing the roll rigidity of (141) to act as a greater roll restraining force by allowing the behavior of the lower arm to act at a greater position.

The active stabilization device 140 controls the mounting position of the lower arm 143 side connection part of the stabilizer link 142 connected to both ends of the stabilizer bar 141 to the outside, thereby adjusting the degree of torsion of the stabilizer bar to improve the vehicle body. height can be adjusted.

That is, the height of the vehicle body on the side where the mounting position of the connection part on the lower arm 143 side of the stabilizer link 142 is adjusted outward can be increased.

5 is a structural diagram of another example of a motor-driven active roll stabilization device 140 provided in a vehicle according to an embodiment.

Among the components of the active roll stabilization device 140 of another example, the same components as those of the active roll stabilization device 140 of one example are assigned the same numbers as the components of the example.

The motor-driven active roll stabilization device 140 includes a stabilizer bar 141 installed on both sides of the vehicle body 110 and suppressing rolling of the vehicle. Here, both sides of the stabilizer bar 141 may be installed on the subframe 137 of the vehicle body, and a motor 144 and a gear unit (not shown) for changing a gear ratio may be installed in the center.

Different twists are generated in the left and right sides of the stabilizer bar 141 according to the rotational direction and rotational force of the motor 144 .

The motor-driven active roll stabilization device 140 controls the left and right twist of the stabilizer bar 141 by adjusting the gear ratio of the motor 144 and the gear unit based on the roll angle.

That is, the height of the left and right sides of the vehicle body can be adjusted by twisting applied to the stabilizer bar 141 .

6 is a control configuration diagram of a vehicle according to an embodiment.

The vehicle includes a display unit 128, a sound output unit 129, an obstacle detection unit 150, an occupant detection unit 160, a speed detection unit 170, a control unit 180, a storage unit 181 and a driving unit 190. .

The vehicle may automatically perform the height adjustment mode, and may receive an automatic operation command and an automatic operation off command of the height adjustment mode through the input unit 127 .

The vehicle may receive an input of the collision avoidance mode and may automatically perform the collision avoidance mode.

The display unit 128 may display whether an obstacle exists or not, and may also display a location of an obstacle.

The display unit 128 may include a warning lamp that is turned on when an obstacle exists, and may include a flat panel display displaying the presence and location of an obstacle when an obstacle exists.

The display unit 128 includes warning lamps that can light up in a plurality of colors, and it is also possible to turn on warning lamps of colors corresponding to the distance to the obstacle.

The display unit 128 may display an image of the flat panel display in a color corresponding to the distance to the obstacle.

The display unit 128 may also display an on or off operating state of the vehicle height adjustment mode.

The sound output unit 129 outputs a warning sound when an obstacle exists.

The sound output unit 129 may output different warning sounds according to the location of the obstacle.

The sound output unit 129 may output different warning sounds according to the distance to the obstacle, or output different volume levels.

The sound output unit 129 may output a notification sound when the vehicle height adjustment mode is turned on.

When an obstacle exists around the vehicle 100 when the vehicle performs the collision avoidance mode, the presence of the obstacle is notified using at least one of the display unit and the sound output unit so that the user can avoid or prepare for a collision.

When the vehicle height adjustment mode is turned on, the vehicle may inform of a collision with an obstacle and a possibility of collision using at least one of a display unit and a sound output unit.

The obstacle detection unit 150 detects obstacles in the front, rear, left, and right directions of the vehicle.

Here, the obstacle may be another vehicle, a person, or a street tree.

The obstacle detection unit 150 may include a distance detection unit for detecting a distance to an obstacle.

Here, the distance detector may include a lidar sensor.

LiDAR (Light Detection And Ranging) sensor is a non-contact distance detection sensor using the principle of laser radar.

The LiDAR sensor may include a transmitter that transmits a laser beam and a receiver that receives the laser beam that is reflected and returned to the surface of an object existing within the range of the sensor.

Here, the laser may be a single laser pulse.

The distance detector 161 may include an ultrasonic sensor or a radar sensor.

The ultrasonic sensor generates ultrasonic waves for a certain period of time and then detects a signal that is reflected from an object and returns.

The ultrasonic sensor may be used to determine the presence or absence of an obstacle such as a pedestrian within a short range.

A radar sensor is a device that detects the position of an object by using a reflected wave generated by radiation of radio waves when transmission and reception are performed in the same place.

Such a radar sensor uses the Doppler effect, changes the frequency of a transmitted wave over time, or outputs a pulse wave as a transmitted wave in order to prevent the transmission and received radio waves from overlapping and making it difficult to distinguish them.

For reference, since the lidar sensor has higher detection accuracy in a lateral direction than a radio detecting and ranging (RaDAR) sensor, the accuracy of the process of determining whether a passage exists in front can be increased.

The obstacle detection unit 150 may include an image detection unit that acquires an image of the road in order to detect an obstacle.

The image detector is a camera and may include a CCD or CMOS image sensor.

The image detection unit may be provided on the front window glass, but may be provided on the window glass inside the vehicle, may be provided on the room mirror inside the vehicle, or may be provided on the roof panel 113 to be exposed to the outside (Fig. 1).

The image detector detects object information around the vehicle and converts it into an electrical video signal. The environment outside the vehicle from the current location of the vehicle, in particular, the road on which the vehicle is traveling and the side of the vehicle in front, left and right of the vehicle. Detects object information of and transmits a video signal of the detected object information to the controller 180.

The image detection unit may be a rear camera, a black box camera, or a camera of an autonomous driving control device prepared for autonomous driving.

As shown in FIG. 7 , the obstacle detection unit 150 includes a first obstacle detection unit 151 provided in the center of the front panel of the vehicle and a second obstacle detection unit 152 provided on the roof panel of the vehicle or the front window glass of the vehicle. and a third obstacle detection unit 153 provided on the left and right sides of the front panel of the vehicle or on the left and right side panels at the front of the vehicle, and a fourth obstacle provided on the left and right sides of the rear panel of the vehicle or on the left and right side panels at the rear of the vehicle, respectively. A detection unit 154 is included.

Here, the first obstacle detection unit 151 may include at least one of a radar sensor and a lidar sensor.

The radar sensor of the first obstacle detection unit 151 can detect obstacles within the first detection area a1, and the lidar sensor of the first obstacle detection unit 151 can detect obstacles within the second detection area a2. can

That is, when the first obstacle detection unit 151 is a radar sensor, the first obstacle detection unit 151 may detect an obstacle located in front of the vehicle.

In addition, when the first obstacle detection unit 151 is a mid-range radar sensor, the first obstacle detection unit 151 can detect an obstacle within the first detection area a1, and the first obstacle detection unit 151 is a long-range radar sensor. In this case, the first obstacle detection unit 151 may have a detection area a1' that is narrower in left and right areas and longer in the front area than the first detection area a1.

When the first obstacle detection unit 151 is a LIDAR sensor, the first obstacle detection unit 151 may detect obstacles located in front of the vehicle and on left and right sides of the front.

The second obstacle detection unit 152 is a front camera, and when compared with the first detection area of the radar sensor of the first obstacle detection unit 151, the left and right areas are narrower and the front area is longer than the first detection area. can have The second obstacle detection unit 152 may detect an obstacle located in front of the vehicle.

In addition, the second obstacle detection unit 152 may further include a camera that takes pictures of the left and right sides of the vehicle, respectively.

The third obstacle detection unit 153 may include a LIDAR sensor and may detect obstacles within the third detection area a3. Here, the third detection area a3 may include the left area and the right area of the vehicle.

The fourth obstacle detector 154 may include a radar sensor and detect obstacles within the fourth detection area a4. Here, the fourth detection area a4 may include a rear area of the vehicle, a rear left area, and a rear right area.

The first obstacle detection unit 151, the second obstacle detection unit 152, and the fourth obstacle detection unit 154 may be selectively provided in the vehicle.

The occupant detection unit 160 detects boarding information of the occupant.

The occupant detection unit 160 may be provided on each seat and each safety belt provided in the vehicle.

The occupant detection unit 160 may include at least one of a weight detection unit, a pressure detection unit, a capacitance detection unit, and a safety belt fastening detection unit.

The speed detection unit 170 detects the driving speed of the own vehicle. Here, the driving speed of the host vehicle may be the speed of the vehicle body.

The speed detector 170 may be a wheel speed sensor provided on front, rear, left, and right wheels or an acceleration sensor that detects vehicle acceleration.

The vehicle may further include an acceleration detection unit for detecting acceleration of the vehicle.

The acceleration detection unit detects the lateral acceleration (Lateral-G or G-sensor) of the vehicle, and detects the acceleration of the force that the vehicle tends to push to the side while driving.

The controller 180 obtains a roll angle based on the acceleration detected by the acceleration detector when performing the normal mode, and determines the attitude of the vehicle based on the acquired roll angle.

The control unit 180 generates a control signal of the motor 144 of the active stabilization device 140 based on the roll angle and transmits the generated control signal of the motor to the driving unit 190 .

The control unit 180 determines the necessity of performing the height adjustment mode based on the detection information of the obstacle detection unit 150, controls the execution of the normal mode, and performs the height adjustment mode when it is determined that the execution of the height adjustment mode is unnecessary. If it is determined that this is necessary, the motor of the active stabilization device 140 is controlled.

More specifically, the control unit 180 determines the possibility of a side collision with an obstacle based on the detection information of the obstacle detection unit 150, and if it is determined that the possibility of a side collision exists, the obstacle detection unit 150 and the speed detection unit 170 Based on the detection information of , it is determined whether the driver can respond to a collision with an obstacle, and if it is determined that there is no possibility of the driver's response, it is determined that the height adjustment mode needs to be performed.

The configuration of the control unit 180 for determining the possibility of side collision with an obstacle will be described in more detail.

When the first obstacle detection unit is a lidar sensor, the controller 180 determines whether an obstacle exists in the second detection area a2 based on the detection information detected by the first obstacle detection unit, and determines whether an obstacle exists in the second detection area a2. If it is determined that there is an obstacle inside, the position of the obstacle is checked based on the detection information of the first obstacle detection unit, and if it is determined that the position of the identified obstacle is the left or right side of the front of the vehicle, it is determined that there is a possibility of a side collision.

The position of the obstacle includes the direction of the obstacle and the distance of the obstacle.

When the second obstacle detection unit is an image detection unit that detects images of the left and right sides of the vehicle, the control unit 180 receives image information detected by the image detection unit that photographs the left side of the vehicle, processes the received image information, and processes the image to the left side of the vehicle. It is determined whether an obstacle exists in the image, and if it is determined that an obstacle exists, it is determined that there is a possibility of a left side collision.

In addition, the control unit 180 receives the image information detected by the image detection unit that photographs the right side of the vehicle, processes the received image information to determine whether an obstacle exists in the right image, and if it is determined that an obstacle exists, there is a possibility of a right side collision. judge that it exists

The controller 180 determines whether an obstacle exists within the third detection area a3 based on the detection information detected by the third obstacle detection unit, and if it is determined that an obstacle exists within the third detection area a3, the third obstacle detection unit The position of the obstacle is checked based on the detection information of and if it is determined that the position of the identified obstacle is the left or right side of the front of the vehicle, it is determined that there is a possibility of a side collision.

The controller 180 determines whether an obstacle exists in the fourth detection area a4 based on the detection information detected by the fourth obstacle detection unit 154, and determines the location of the obstacle based on the detection information when it is determined that an obstacle exists. Check.

Based on the detection information detected by the fourth obstacle detection unit 154, the control unit 180 controls the normal mode when it is determined that an obstacle exists in the center of the rear of the vehicle, and an obstacle exists on the left or right of the rear of the vehicle. If it is determined that there is a possibility of a side collision, it is determined that there is a possibility of a side collision.

The control unit 180 determines whether the driver responds when it is determined that an obstacle exists on at least one of the left and right sides of the vehicle based on the detection information detected by the obstacle detection unit 150 .

To explain this in more detail, the control unit 180 checks the distance to the obstacle on the side based on the detection information detected by the obstacle detection unit 150, and obtains a distance change over time based on the checked distance, , the relative speed of other vehicles according to the change in distance is obtained.

The controller 180 may also determine whether the obstacle can deviate from the current position of the host vehicle before reaching the position of the host vehicle based on the obtained relative speed and the travel speed of the host vehicle detected by the speed detection unit.

The control unit 180 obtains a collision time required to collide with an obstacle on the side based on the obtained relative speed and the driving speed of the host vehicle detected by the speed detector, and compares the preset driver's reaction time with the collision time. Determine the driver's ability to respond.

That is, the controller 180 determines that the driver cannot respond to a collision if the collision time is less than the driver's reaction time, and determines that the driver can respond to the collision if the collision time is longer than the driver's reaction time.

When it is determined that the driver can respond to a collision, the controller 180 controls the first and second active stabilization devices 140 in a normal mode. Here, the normal mode is a mode that performs an anti-roll function.

When it is determined that the driver cannot respond to the collision, the control unit 180 checks the direction of the side colliding with the obstacle based on the detection information of the obstacle detection unit, and the motor 144 of the first and second active stabilization devices 140 By controlling the height of the height of the height of the identified side by performing the height adjustment mode.

The controller 180 may also adjust the gear ratio of the gear unit in the vehicle height adjustment mode.

When it is determined that the driver is unable to respond to the collision, the control unit 180 checks the direction of the side colliding with the obstacle based on the detection information of the obstacle detection unit, and controls the air suspension of the suspension device to perform a height adjustment mode. It is also possible to cause the height of the garage to rise to a preset height.

Through this, in case of a side collision with an obstacle, the side rail and the flow panel of the side panel of the vehicle having strong rigidity are exposed to the outside, thereby preventing the obstacle from colliding with the door and pillar of the vehicle.

The control unit 180 determines the number of occupants inside the vehicle based on the detection information detected by the occupant detector 160 in the vehicle height adjustment mode, checks the set height of the garage corresponding to the determined number of occupants, and checks the set height. It is also possible to control the motors 144 of the first and second active stabilization devices 140 so that the height of the vehicle height is adjusted.

If it is determined that there is a possibility of a side collision, the controller 180 may control the lighting of the warning lamp of the display unit and control the output of a warning sound of the sound output unit.

When it is determined that the driver is unable to respond to a collision, the controller 180 may perform a vehicle height adjustment mode, and at this time, control lighting of a warning lamp of the display unit and output of a warning sound of the sound output unit.

The control unit 180 determines the possibility of a side collision based on the detection information detected by the obstacle detection unit while the vehicle is parked and stopped, and if it is determined that the possibility of a side collision exists, checks the direction of the side colliding with the obstacle, first, 2 It is also possible to control the motor 144 of the active stabilization device 140 to perform the vehicle height adjustment mode so that the height of the vehicle on the confirmed side increases.

In addition, if the controller 180 determines that there is no occupant inside the vehicle while the vehicle is parked and stopped, it is possible to control the vehicle in the normal mode even if there is a possibility of a side collision.

The storage unit 181 stores the set height of the garage and the driver's reaction time.

The storage unit 181 may also store the set height of the garage corresponding to the number of occupants.

For example, if there is one occupant, the set height of the garage may be 80 mm, and if there are two occupants, the set height of the garage may be 76 mm.

The storage unit 181 may also store the gear ratio of the gear unit corresponding to the number of passengers.

The storage unit 181 may include non-volatile memory devices such as cache, read only memory (ROM), programmable ROM (PROM), erasable programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), and flash memory or RAM. It may be implemented as at least one of a volatile memory device such as (Random Access Memory), a hard disk drive (HDD), or a storage medium such as a CD-ROM, but is not limited thereto.

The storage unit 171 may be a memory implemented as a separate chip from the processor described above in relation to the controller 170, or may be implemented as a single chip with the processor.

The driving unit 190 drives the motor 144 based on a control command from the control unit 180 .

The driver 190 drives the motor 144 of the first active stabilization device 140F and the motor 144 of the first active stabilization device 140R.

The driving unit 190 may be a current controller that adjusts the magnitude and direction of current applied to each motor 144 .

The driver 190 may be an inverter (ie, a 3-phase full bridge inverter) including 6 switching elements for supplying 3-phase power to each motor 144 .

8 is a control configuration diagram of a vehicle according to an embodiment, and will be described with reference to FIGS. 9 to 11 .

When the engine of the vehicle is turned on, power from the battery is supplied to internal components.

The vehicle receives the detection information detected by the obstacle detection unit 150 (201), determines whether an obstacle exists around the vehicle based on the received detection information of the obstacle detection unit 150, and if it is determined that an obstacle exists Based on the received detection information of the obstacle detection unit 150, the position information of the obstacle is acquired (202).

Obtaining the location information of the obstacle includes obtaining information about the direction of the obstacle and the distance to the obstacle based on the straight driving direction of the user's vehicle.

That is, the vehicle may acquire the direction and distance of the obstacle based on the location information of the obstacle.

More specifically, the vehicle determines whether an obstacle exists in the second detection area a2 based on the detection information detected by the lidar sensor of the first obstacle detection unit 151, and determines whether an obstacle exists in the second detection area a2. If it is determined that there is an obstacle, positional information of the obstacle is obtained based on detection information of the LIDAR sensor of the first obstacle detection unit.

The positional information of the obstacle includes information about the direction of the obstacle and the distance of the obstacle.

The vehicle processes the left image and the right image detected by the second obstacle detection unit in real time, determines whether an obstacle exists in the processed image, determines whether an obstacle exists in at least one of the left image and the right image, and determines whether an obstacle exists in the image. If it is determined that there exists, the position of the obstacle is obtained in real time.

The vehicle determines whether an obstacle exists within the third detection area a3 on the left and right sides of the vehicle based on the detection information detected by the lidar sensor of the third obstacle detection unit, and determines that an obstacle exists within the third detection area a3. Then, the position of the obstacle is confirmed based on the detection information of the LIDAR sensor of the third obstacle detection unit.

In addition, the vehicle determines whether an obstacle exists within the fourth detection area a4 based on the detection information detected by the radar sensor of the fourth obstacle detection unit 154, and if it is determined that an obstacle exists, the fourth obstacle detection unit 154 Based on the detection information detected by the radar sensor, the position information of the obstacle is obtained.

When it is determined that an obstacle exists, the vehicle determines whether there is a possibility of a side collision with the obstacle based on the direction of the obstacle (203).

That is, the vehicle determines that there is no possibility of a side collision with the obstacle when it is determined that the obstacle exists in the center of the front and the center of the rear of the vehicle.

Here, the fact that the obstacle exists in the center of the front and rear of the user vehicle means that other vehicles traveling in the user lane exist in front and rear of the user vehicle.

The child lane is a lane in which the child vehicle travels.

When it is determined that the vehicle exists on at least one side of the left and right sides of the vehicle, it is determined that there is a possibility of a side collision with an obstacle.

In addition, when an obstacle exists on the side of the vehicle, the vehicle performs an operation in an anti-collision mode, and at this time, a warning lamp of the display unit is turned on or a warning sound is output through the sound output unit.

The vehicle acquires position information of the obstacle based on the detection information detected by the obstacle detection unit 150 and obtains a distance to the obstacle based on the obtained position information. At this time, the vehicle acquires the distance to the obstacle in real time.

As shown in FIG. 8 , the vehicle acquires a distance change over time based on the distance acquired in real time and determines whether the distance d1 between the obstacle v1 and the vehicle is shortened based on the obtained distance change. If it is confirmed and it is determined that the distance D1 between the vehicle and the obstacle v1 is shortening, it is also possible to secondarily confirm that there is a possibility of a side collision.

Here, that a change in the distance between the vehicle and the obstacle is shortened means that another vehicle entering the own lane exists.

In addition, the fact that the change in the distance between the vehicle and the obstacle is shortened means that there is another vehicle changing lanes to the own lane. Here, the child lane is a lane in which the child vehicle travels.

As shown in FIG. 9 , if the distance d2 between the vehicle and the obstacle v2 is kept constant or the distance d2 between the vehicle and the obstacle v2 is repeatedly shortened or lengthened, the vehicle sideways It is determined that there is no possibility of collision or that it is very low, and the normal mode is performed.

Here, if the distance between the vehicle and the obstacle is kept constant or the distance between the vehicle and the obstacle is shortened or lengthened repeatedly, it means that there is another vehicle driving in the lane next to the own lane.

When it is determined that there is a possibility of a side collision of at least one of the left and right sides of the vehicle, the driver determines whether the driver can respond to a collision with the obstacle based on the detection information of the obstacle detection unit 150 and the speed detection unit 170. A response possibility is determined (204).

Here, the driver responding to the collision with the obstacle includes moving to another location before colliding with the obstacle.

The vehicle acquires position information of the obstacle based on the detection information detected by the obstacle detection unit 150 and obtains a distance to the obstacle based on the obtained position information. At this time, the vehicle acquires the distance to the obstacle in real time.

The vehicle acquires a distance change according to a time change based on the distance obtained in real time and obtains a relative speed of another vehicle according to the distance change. And the vehicle obtains the driving speed of the own vehicle based on the detection information detected by the speed detection unit.

The next vehicle obtains the collision time required to collide with an obstacle on the side based on the relative speed and driving speed according to the obtained distance change, and compares the preset driver's reaction time with the collision time to determine the possibility of the driver's response. do.

That is, if the collision time is shorter than the driver's reaction time, the vehicle determines that the driver cannot respond to the collision, and if the collision time is longer than the driver's reaction time, the vehicle determines that the driver can respond to the collision.

If it is determined that the driver cannot respond to the collision, the vehicle checks the direction of the side colliding with the obstacle based on the detection information of the obstacle detection unit 150, and the motor 144 of the first and second active stabilization devices 140 By controlling the vehicle height adjustment mode (205), the height of the vehicle vehicle on the confirmed side is increased.

As shown in FIG. 10A , the vehicle performs the normal mode without performing the vehicle height adjustment mode when it is determined that there is a possibility of collision on the right side and the driver's response is possible.

Here, determining that the driver's response is possible means that the distance from the other vehicle is long and the time until the collision with the other vehicle is long, which means that the driver can move to another location before colliding with the other vehicle.

As shown in FIG. 10B, the vehicle 100 has another vehicle v1 on the right side of the vehicle, and if it is determined that there is a possibility of a side collision with the other vehicle and the driver cannot respond, the front and rear of the vehicle The rotation direction and rotational force (or rotational speed) of the motor 144 of the first and second active stabilization devices 140 are controlled, and the gear ratio of the gear unit is controlled to adjust the left and right twist of the stabilizer bar 141 do.

As shown in FIG. 10, the vehicle adjusts the height of the right side garage to the set height by performing the vehicle height adjustment mode, so that the collision portion with the other vehicle becomes the side rail and flow panel of the side panel with strong rigidity.

As shown in FIG. 10D, when it is determined that there is a possibility of collision on the left side of the vehicle and the driver's response is impossible, the motors 144 of the first and second active stabilization devices 140 respectively provided in the front and rear of the vehicle The height of the left garage is adjusted to the set height by controlling the rotational direction and rotational force (or rotational speed) and controlling the gear ratio of the gear unit to adjust the left and right twist of the stabilizer bar 141.

In addition, when it is determined that there is a possibility of collision on the left side of the vehicle and the driver cannot respond, it is possible to adjust the amount of compression of the air suspension of the left and right suspension devices.

In addition, if it is determined that there is a possibility of collision on both the left and right sides of the vehicle and the driver cannot respond, the vehicle height adjustment mode may be performed so that both the heights of the left and right garages are adjusted to the set heights.

When the vehicle performs the height adjustment mode, the number of occupants inside the vehicle is determined based on the detection information detected by the occupant detection unit 160, and the set height (Δh) of the garage corresponding to the determined number of occupants is checked and confirmed. It is also possible to adjust the height of the garage to a set height.

Here, adjusting the height of the garage is to control the motors 144 of the first and second active stabilization devices 140, respectively, so that the height of the left garage rises, the height of the right garage rises, or the left and right This may include allowing the height of the garage to be raised.

In addition, adjusting the height of the garage is to control the number of revolutions of the motor 144 of the first and second active stabilization devices 140 and the gear ratio of the gear unit, respectively, so that the height of the left garage rises, or the right garage It may include raising the height or raising the height of the left and right garages.

If it is determined that the driver cannot respond to the collision, the vehicle checks the direction of the side colliding with the obstacle based on the detection information of the obstacle detection unit 150, and controls the air suspension of the suspension device to perform the height adjustment mode. It is also possible to cause the height of the garage to rise to a preset height.

When it is determined that the driver is unable to respond to a collision, the vehicle performs a vehicle height adjustment mode, and at this time, it is possible to control lighting of a warning lamp of a display unit and control the output of a warning sound of a sound output unit.

When it is determined that the driver can respond to a collision, the vehicle performs a normal mode (206).

When performing the normal mode, the vehicle controls the height of the left and right garages as the reference height. That is, the vehicle controls the heights of the left and right garages to be the same as the reference heights when performing the normal mode.

Here, the normal mode is performed by acquiring the roll angle of the vehicle based on the detection information of the acceleration detector and controlling the motors 144 of the first and second active stabilization devices 140 based on the obtained roll angle. Including performing an anti-roll function.

In addition, the vehicle turns on the height adjustment mode through the input unit to determine a collision with an obstacle while the ignition is off, and if there is a possibility of a side collision with the obstacle, the vehicle height adjustment mode is performed to minimize the impact with the obstacle. It is possible.

That is, the possibility of a side collision is determined based on the detection information detected by the obstacle detection unit while the vehicle is parked and stopped, and if it is determined that the possibility of a side collision exists, the direction of the side colliding with the obstacle is checked, and the first and second active stabilizers It is also possible to control the motor 144 of the localization device 140 to perform the vehicle height adjustment mode so that the height of the vehicle vehicle on the confirmed side increases.

As shown in FIG. 11 , in case of a side collision with an obstacle, the amount of impact applied to the door and pillar of the vehicle by the obstacle can be minimized by exposing the side rail and the flow panel of the side panel of the vehicle having strong rigidity to the outside.

As shown in FIG. 11 , when a side collision with an obstacle occurs, it can be seen that the amount of deformation of the door of the vehicle according to the present embodiment is reduced compared to the prior art.

100: vehicle 127: input unit
128: display unit 129: sound output unit
130: chassis 131R, 131L: front wheel
132R, 132L: rear wheel 140: active stabilization device

Claims (17)

car body;
an obstacle detection unit that detects obstacles around the vehicle body;
an acceleration detection unit that detects acceleration;
an active roll stabilization device connected to the vehicle body;
The possibility of collision with the obstacle is determined based on the detection information detected by the obstacle detection unit, and if it is determined that there is a possibility of collision with the obstacle, the driver responds to the collision with the obstacle based on the detected detection information. A control unit that determines whether it is possible and controls the operation of the active roll stabilization device to adjust the height of at least one of the left and right side surfaces of the vehicle body when it is determined that the driver's response is impossible;
When it is determined that the driver can respond, the control unit controls the active roll stabilization device to adjust the heights of the left and right side surfaces of the vehicle body to a reference height, and controls the vehicle body based on the acceleration detected by the acceleration detection unit. A vehicle that obtains a roll angle of , and controls operation of the active roll stabilization device to perform anti-roll control based on the obtained roll angle. The method of claim 1, wherein the control unit,
If the position of the obstacle is obtained based on the detection information and it is determined that the position of the obstacle is at least one of the left and right sides of the vehicle body, the height of the vehicle body on the at least one side is raised to a set height. Including controlling the operation of the roll stabilization device,
The set height is a height at which at least one of the side panel and the flow panel is exposed toward a direction in which a possibility of collision exists. delete delete According to claim 1,
Further comprising a speed detector for detecting the traveling speed,
The control unit acquires the position of the obstacle in real time based on the detection information detected by the obstacle detection unit, checks a change in distance to the obstacle over time based on the position of the obstacle acquired in real time, and and obtaining a collision time with the obstacle based on a change in distance and the driving speed, and determining whether the driver can respond by comparing the obtained collision time with the driver's reaction time. According to claim 1,
an occupant detecting unit that detects whether a passenger is boarding;
Further comprising a storage unit for storing a set height corresponding to the number of passengers,
The control unit obtains the number of occupants based on the detection information of the occupant detection unit, determines a set height corresponding to the obtained number of occupants, and determines a height of at least one of left and right side surfaces of the vehicle body as the checked set height. and controlling operation of the active roll stabilization device so that is adjusted. According to claim 1,
further comprising a suspension device;
The control unit controls the suspension device to adjust a height of at least one of left and right side surfaces of the vehicle body when it is determined that there is a possibility of collision with the obstacle. The method of claim 1, wherein the obstacle detection unit,
A vehicle provided on a front panel, a rear panel, or both side surfaces of the vehicle body. The method of claim 1, wherein the obstacle detection unit,
A vehicle that includes a lidar sensor, a radar sensor, or an image detector. Detect obstacles around the vehicle body,
Determining a possibility of collision with the obstacle based on the detected detection information;
If it is determined that there is a possibility of collision with the obstacle, it is determined whether the driver can respond to the collision with the obstacle based on the detected detection information;
If it is determined that the driver's response is impossible, control the operation of the active roll stabilization device to adjust the height of at least one of the left and right sides of the vehicle body to a set height;
When it is determined that the driver's response is possible, the active roll stabilization device is controlled to adjust the heights of the left and right sides of the vehicle body to a reference height, and the roll angle of the vehicle body is determined based on the acceleration detected by the acceleration detector. A control method of a vehicle for obtaining a roll angle and controlling an operation of the active roll stabilization device to perform anti-roll control based on the obtained roll angle. The method of claim 10, wherein controlling the operation of the active roll stabilization device,
Obtaining a position of the obstacle based on the detection information;
Controlling the operation of the active roll stabilization device so that the height of the vehicle body on the at least one side is raised to the set height when it is determined that the position of the obstacle is at least one of the left and right sides of the vehicle body do,
The set height is a height at which at least one of the side panel and the flow panel is exposed toward a direction in which a possibility of collision exists. delete delete delete 11. The method of claim 10, wherein determining whether the driver can respond comprises:
Obtaining the position of the obstacle in real time based on the detection information of the obstacle,
Checking a change in distance to the obstacle over time based on the position of the obstacle acquired in real time;
obtaining a relative speed of an obstacle based on the identified distance change;
obtaining a collision time with the obstacle based on the obtained relative speed;
and determining that the driver's response is impossible when the obtained collision time is shorter than the driver's reaction time. The method of claim 10, wherein adjusting the height of at least one of the left and right side surfaces of the vehicle body to a set height,
obtaining the number of occupants based on the detection information of the occupant detection unit;
Check the set height corresponding to the obtained number of passengers;
and controlling an operation of the active roll stabilization device to adjust a height of at least one of left and right side surfaces of the vehicle body to the set height. The method of claim 10, wherein adjusting the height of at least one of the left and right side surfaces of the vehicle body to a set height,
and controlling a suspension device to adjust a height of at least one of left and right side surfaces of the vehicle body to the set height when it is determined that there is a possibility of collision with the obstacle.

Images