JP2005047316A - Collision control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a collision control device for a vehicle capable of improving occupant restraining performance in the event of a collision with a collided vehicle. <P>SOLUTION: The collision control device for the vehicle is composed of an object sensing means to sense an object approaching the vehicle concerned in relative positioning, a collisional inevitability determination means to determine whether a collision of the vehicle with the sensed object can be avoided or not, and a vehicle body attitude control means to control the body attitude of the vehicle in the direction of the occupant head approaching a head rest when it is determined that the collision cannot be avoided. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle collision control apparatus that controls a vehicle in preparation for a collision.
[0002]
[Prior art]
Conventionally, there is known a vehicle collision control device that adjusts the vehicle height of a host vehicle to a set vehicle height when the host vehicle is determined to be in an emergency state and the host vehicle is determined to be unable to avoid a collision. (For example, refer to Patent Document 1). According to this prior art, for example, when the collision partner vehicle is a truck, the vehicle height is adjusted so that the bumper height of the own vehicle matches the bumper height of the truck.
[0003]
[Patent Document 1]
JP 2000-95130 A
[0004]
[Problems to be solved by the invention]
By the way, the above-described conventional technology adjusts the vehicle height when it is determined that the collision cannot be avoided from the viewpoint of reducing the impact received during the collision and the damage to the vehicle body. However, in addition to this point of view, it is desirable to improve the occupant protection by controlling the vehicle body posture from the viewpoint of increasing the restraint of the occupant during a collision.
[0005]
In view of the above, an object of the present invention is to provide a vehicle collision control device that can enhance the occupant restraint performance at the time of collision with a collision partner vehicle.
[0006]
[Means for Solving the Problems]
In order to achieve the above object, according to one aspect of the present invention, an object detection means for detecting an object relatively approaching the host vehicle;
A collision inevitable determination means for determining whether or not a collision between the detected object and the host vehicle can be avoided;
And a vehicle body posture control means for controlling the vehicle body posture of the host vehicle in a direction in which the passenger approaches the vehicle component on the collision side of the passenger when it is determined that the collision cannot be avoided. A control device is provided.
[0007]
According to the present invention, when it is determined that a collision is unavoidable, an occupant is restrained with respect to the vehicle at the time of the collision by bringing the occupant close to the vehicle component in advance.
[0008]
In this aspect, when the collision side is behind the host vehicle, the vehicle body posture control means may raise the rear portion of the vehicle body relative to the front portion of the vehicle body. At this time, the vehicle body attitude control means may raise the vehicle body rear part and lower the vehicle body front part, or may raise only the vehicle body rear part, or raise the vehicle body rear part and the vehicle body front part. The raising amount of the vehicle body may be set higher than the raising amount of the front part of the vehicle body. Alternatively, the rear part of the vehicle body and the front part of the vehicle body are lowered. It may be set lower. Thereby, a passenger | crew can be brought close to the seat back part (or headrest part) behind a passenger | crew as a vehicle structural member, and passenger | crew restraint property can be improved.
[0009]
When the collision side is the side of the host vehicle, the vehicle body posture control means may raise the vehicle body side portion on the collision side relative to the side portion on the opposite side. At this time, the vehicle body posture control means may raise the vehicle body side portion on the collision side and lower the vehicle body side portion on the non-collision side, or may raise only the vehicle body side portion on the collision side, or Although the side portions on both sides are raised, the raising amount on the collision side may be set higher than the raising amount on the non-collision side. May be set lower than the lowering amount on the non-collision side. Thereby, a passenger | crew can be brought close to a passenger | crew side door (door trim) as a vehicle structural member, and passenger | crew restraint property can be improved.
[0010]
When the collision side is the side of the host vehicle, the vehicle body posture control means may further change the camber angle in a direction in which the upper part of the wheel is inclined toward the collision side with respect to the opposite front and rear wheels.
[0011]
In any case, the vehicle body posture control means may execute the vehicle body posture control according to the object type identified by the object knowledge means. In this case, the vehicle body posture control means can execute the vehicle body posture control according to the height and size of the object, and can realize the optimum passenger restraint according to the object type.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.
[0013]
[First embodiment]
FIG. 1 is a block diagram showing an embodiment of a vehicle collision control apparatus according to the present invention. The vehicle collision control device 10 according to the present embodiment predicts a collision and executes vehicle control in preparation for the collision, and is an electronic control device 12 (hereinafter referred to as “pre-crash ECU 12”). It is composed around. A suspension control ECU 20 is connected to the pre-crash ECU 12, and the suspension control ECU 20 controls the vehicle height adjustment suspension mechanism 22 in accordance with a command from the pre-crash ECU 12, as will be described later. The pre-crash ECU 12 is connected to various sensors, a CCD camera, and the like.
[0014]
As shown in FIG. 1, the pre-crash ECU 12 includes a collision unavoidable determination unit 14 and a control command generation unit 16. The collision unavoidable determination unit 14 determines whether or not the own vehicle is inevitable to collide with some obstacle (typically, another vehicle). When the collision unavoidable determination unit 14 determines that it is unavoidable, the collision unavoidable determination unit 14 supplies the determination result to the control command generation unit 16.
[0015]
The collision unavoidable determination may be realized based on information from various sensors, image recognition information based on a captured image of a CCD camera, information obtained through communication with another vehicle, or the like. For example, the collision unavoidable determination unit 14 detects the relationship (relative speed, distance, direction, etc.) of the vehicle with respect to the obstacle using information obtained from the radar, and the collision with the obstacle is detected based on the detection result. You may determine whether it is unavoidable. In this case, the radar may be a millimeter wave radar, a laser radar, an ultrasonic radar or the like as is well known. Moreover, the collision inevitable determination part 14 may acquire the information regarding the relationship between the said other vehicle and the own vehicle from another vehicle via vehicle-to-vehicle communication. Alternatively, the collision unavoidable determination unit 14 detects the relative speed, distance, direction, and the like of the own vehicle with respect to the obstacle based on the image recognition information by the CCD camera, and the collision with the obstacle is unavoidable based on the detection result. It may be determined whether or not there is. In addition, the collision unavoidable determination unit 14 acquires determination result information from a similar collision unavoidable determination unit of another vehicle via inter-vehicle communication, and based on the determination result information received from the other vehicle, It may be determined whether or not a collision is inevitable.
[0016]
However, the present invention can be applied to any collision unavoidable determination as long as it determines whether or not the collision between the host vehicle and the obstacle is inevitable. The present invention is also applicable to a collision unavoidable determination that evaluates the possibility of a collision step by step.
[0017]
Next, the operation of the vehicle collision control apparatus 10 according to this embodiment will be described with reference to the flowchart of FIG.
[0018]
The collision unavoidable determination unit 14 of this embodiment monitors the relationship between the other vehicle behind the own vehicle and the own vehicle with a rear monitoring radar (see FIG. 3), and the collision between the other vehicle behind the own vehicle and the own vehicle (that is, Then, it is determined whether or not a rear-end collision with another vehicle is inevitable (step 100). However, the collision unavoidable determination unit 14 may perform the collision unavoidable determination based on other information sources as described above. When the collision inevitable determination unit 14 determines that the collision is unavoidable, the control command generation unit 16 immediately sends a predetermined control signal to the suspension control ECU 20.
[0019]
The suspension control ECU 20 operates the vehicle height adjusting suspension mechanism 22 in response to the control signal from the pre-crash ECU 12, and instantaneously adjusts the vehicle body posture (at least before an actual collision occurs) (step 110). ). At this time, the suspension control ECU 20 operates the vehicle height adjusting suspension mechanism 22 in the direction of lowering the vehicle height in front of the vehicle and / or raising the vehicle height behind the vehicle. 4A shows the vehicle body posture before the control by the suspension control ECU 20, and FIG. 4B shows that the vehicle height in front of the vehicle is lowered and the vehicle height behind the vehicle is raised ( The vehicle posture after control is shown.
[0020]
Here, referring to FIG. 5, as described above, when the vehicle body posture is changed in the direction of lowering the vehicle height in front of the vehicle and / or raising the vehicle height behind the vehicle, the relationship between the occupant and the seat is as shown in FIG. The state changes from the normal state shown in FIG. 5A to the state shown in FIG. That is, by tilting the vehicle body posture forward, the head of the occupant moves in a direction approaching the headrest (that is, the headrest moves forward with respect to the occupant) (see arrows in the figure).
[0021]
Therefore, when an actual collision occurs (step 120), the movement distance until the occupant's head hits the headrest is shortened, and the occupant's head can be restrained more quickly. Impact can be lightened. Also, if the vehicle body is tilted so that the occupant's head is in contact with the headrest, the travel distance until the occupant's head hits the headrest is substantially zero, which further enhances the occupant restraint during a collision. it can. For this reason, it is preferable to set the amount of lowering of the vehicle height in front of the vehicle, the amount of raising of the vehicle height behind the vehicle, or a combination of these so that the head of the occupant contacts the headrest.
[0022]
If an actual collision occurs, the suspension control ECU 20 returns the vehicle body posture tilted at step 110 to the original posture after the vehicle stops (step 140). If no actual collision occurs within a predetermined time after the execution, the vehicle body posture tilted in step 110 is similarly returned to the original posture (step 130).
[0023]
FIG. 6 shows an example of a vehicle height adjusting suspension mechanism 22 controlled by the suspension control ECU 20. The vehicle height adjusting suspension mechanism 22 shown in FIG. 6 has shock absorbers 22a-22d disposed on each wheel, and is configured such that each shock absorber 22a-22d is independently controlled. Specifically, the suspension control ECU 20 supplies high-pressure fluid to the hydraulic chambers of the shock absorbers 22a-22d based on the output values of height control sensors 24a-24d disposed on the wheels. The above-described tilted vehicle body is controlled by independently controlling each height control valve (leveling valve) 26a-26d provided in each hydraulic pressure passage to the hydraulic pressure chamber of each shock absorber 22a-22d. The posture is realized (see step 110 above).
[0024]
The present invention is not particularly limited to the configuration of the vehicle height adjustment suspension mechanism, and the configuration of the vehicle height adjustment suspension mechanism is not limited as long as the above-described tilted vehicle body posture can be realized. May be. In particular, in this embodiment, the vehicle height difference between the front and rear of the vehicle body is formed, and the vehicle height difference between the left and right is not formed. Therefore, it is necessary to provide a vehicle height adjusting suspension mechanism capable of independently controlling each wheel as described above. There is no limitation as long as the set of shock absorbers for the front and rear wheels can be controlled independently. Therefore, it is also possible to connect the hydraulic chamber of the front wheel shock absorber and the hydraulic chamber of the rear wheel shock absorber in opposite phases by the hydraulic passage. Needless to say, the shock absorbers 22a to 22d may be any type of shock absorbers, regardless of whether they are hydraulic, pneumatic, single cylinder, or reverse cylinder.
[0025]
[Second Embodiment]
Next, the operation of the vehicle collision control apparatus 10 according to the second embodiment will be described with reference to the flowchart of FIG.
[0026]
The collision inevitable determination unit 14 of the present embodiment monitors the relationship between the other vehicle on the side of the own vehicle and the own vehicle by the side monitoring radar (see FIG. 8), and It is determined whether or not a collision (i.e., a side collision of another vehicle with the host vehicle) is inevitable (step 200). However, the collision unavoidable determination unit 14 may perform the collision unavoidable determination based on other information sources as described above. When the collision inevitable determination unit 14 determines that the collision is unavoidable, the control command generation unit 16 immediately sends a predetermined control signal to the suspension control ECU 20.
[0027]
In response to the control signal from the pre-crash ECU 12, the suspension control ECU 20 operates the vehicle height adjusting suspension mechanism 22 to adjust the vehicle body posture instantaneously (at least before an actual collision occurs) (step 210). ). At this time, the suspension control ECU 20 operates the vehicle height adjusting suspension mechanism 22 in the direction of raising the vehicle height on the side that receives the collision (that is, the vehicle on the side of the harming vehicle) and / or lowering the vehicle height on the other side. FIG. 9 shows the posture of the vehicle body after control in which the vehicle height on the collision side is raised and the vehicle height on the other side is lowered (see the arrow in the figure).
[0028]
Here, referring to FIG. 10, as described above, when the vehicle body posture is changed in a direction in which the vehicle height on the collision side is raised and / or the vehicle height on the other side is lowered, the occupant and the side door are The relationship changes from the normal state shown in FIG. 10A to the state shown in FIG. That is, by tilting the vehicle body posture toward the side where the harmful vehicle is present, the occupant moves in a direction approaching the door trim (that is, the door trim tilts in a direction approaching the occupant).
[0029]
Therefore, when an actual collision occurs (step 220), the movement distance until the side of the occupant hits the door trim is shortened, and the occupant can be restrained more quickly. Can be lightened. Note that the amount by which the vehicle height is raised on the collision side, the amount by which the vehicle height is lowered on the opposite side, or a combination of these is the gap between the passenger side and the door trim that allows the side airbag to be deployed. It may be set to be formed.
[0030]
Referring to FIG. 11, the relationship between the chest movement amount (S) and the chest load (F) at the time of a side collision is shown. In FIG. 11, for comparison, the same relationship when the above-described vehicle body posture control is executed is indicated by a solid line, and the same relationship when the vehicle body posture control is not executed (that is, when the horizontal state is maintained) is indicated by a broken line. ing. As can be understood from FIG. 11, when the above-described vehicle body posture control is executed, the distance between the occupant side and the door trim is smaller than when the vehicle body posture control is not executed, so the chest load is faster. Although it occurs from the stage, the peak value of the chest load is reduced because the occupant is restrained by the door trim at an earlier stage. As a result, when the above-described vehicle body posture control is executed, the injury value that the occupant receives can be reduced, and the occupant protection is improved.
[0031]
When an actual collision occurs, after the vehicle stops, the suspension control ECU 20 returns the vehicle body posture tilted at step 210 to the original posture (step 240). If no actual collision occurs within a predetermined time after execution, the vehicle body posture tilted in step 210 is similarly returned to the original posture (step 230).
[0032]
The vehicle height adjusting suspension mechanism 22 of the present embodiment may be the same as the vehicle height adjusting suspension mechanism 22 (see FIG. 6) according to the first embodiment described above. However, in this embodiment, the vehicle height difference between the left and right of the vehicle body is formed, and the vehicle height difference between the front and rear is not formed. Therefore, a vehicle height adjusting suspension mechanism as shown in FIG. There is no need to be, as long as it can independently control the pair of shock absorbers corresponding to the left two wheels and the right two wheels. Therefore, it is possible to connect the hydraulic chambers of the left two-wheel shock absorber and the hydraulic chambers of the right two-wheel shock absorber in opposite phases by the hydraulic passage. The present embodiment can be realized simultaneously with the first embodiment described above. In this case, the vehicle height adjusting suspension mechanism 22 uses a vehicle height adjusting suspension mechanism capable of independently controlling each wheel as shown in FIG. Is done.
[0033]
[Third embodiment]
The operation of the vehicle collision control apparatus 10 according to the third embodiment is the same as the operation of the vehicle collision control apparatus 10 according to the second embodiment described above except that the content of step 210 is different. Description of is omitted.
[0034]
The suspension control ECU 20 according to the present embodiment operates the camber angle adjusting mechanism 30 in response to a control signal from the pre-crash ECU 12 based on the determination result that the collision is inevitable, and instantaneously (at least until an actual collision occurs). To) Adjust the body posture. Specifically, the suspension control ECU 20 operates the camber angle adjusting mechanism 30 so as to change the cambers of the front and rear wheels on the side opposite to the side that receives the collision. At this time, as shown in FIG. 12, the front and rear wheel cambers have a direction in which the lower side of the wheel opens outwardly of the vehicle, that is, the upper side of the wheel is inward of the vehicle (ie, the collision side) and the lower side of the wheel is lower in the vehicle It is changed in the direction of moving outward. In other words, the front and rear wheel cambers are changed so that the wheels are tilted counterclockwise when the vehicle is viewed from the rear. The change angle of the camber may be a predetermined angle, or may be an angle determined according to the speed of the offending vehicle and / or the own vehicle. Thereby, since the running posture of the vehicle is stabilized, the behavior of the vehicle is stabilized and the occupant restraint property is improved. The operation of the camber angle adjusting mechanism 30 described above may be executed only when the vehicle is traveling.
[0035]
FIG. 13 is a diagram illustrating an example of the camber angle adjusting mechanism 30. The camber angle adjusting mechanism 30 includes a camber angle adjusting actuator 32. The camber angle adjusting actuator 32 generates power for reciprocating the upper arm 34 attached to the upper inside of the wheel via a ball joint or the like in and out of the vehicle. The end of the upper arm 34 on the vehicle body side is attached so as to be rotatable around the rotation shaft 36. The rotating shaft 36 is attached to a bearing member 38 attached to the vehicle body so as to be slidable in and out of the vehicle. Further, an end of the upper arm 34 on the vehicle body side is connected to an arm member 40 that is reciprocated into and out of the vehicle by a camber angle adjusting actuator 32. In such a configuration, when the camber angle adjusting actuator 32 drives the arm member 40 to the inside of the vehicle, the end of the upper arm 34 slides in the bearing member 38 toward the inside of the vehicle, and the upper arm 34 moves to the inside of the vehicle. The above-described change in the camber angle is realized by being drawn.
[0036]
The present invention is not particularly limited to the configuration of the camber angle adjusting mechanism 30, and the configuration of the camber angle adjusting mechanism 30 is not limited as long as the above-described change in the camber angle can be realized. Also good. For example, the camber angle adjusting mechanism 30 may be configured to push the lower arm 42 to the outside of the vehicle instead of the upper arm 34. The present invention can also be applied to suspensions of systems other than the double wishbone suspension shown in FIG. 12 (for example, torsion bar suspensions, strut suspensions).
[0037]
The vehicle attitude control (camber angle control) according to the present embodiment may be realized in combination with the vehicle attitude control according to the second embodiment described above. That is, as shown in FIG. 14, the vehicle body posture may be changed in the direction of raising the vehicle height on the collision side and / or lowering the vehicle height on the other side, and the camber angle may be changed as described above.
[0038]
[Fourth embodiment]
As shown in FIG. 1, the pre-crash ECU 12 of this embodiment includes a vehicle type identification unit 18 in addition to the collision inevitable determination unit 14 and the control command generation unit 16. The vehicle type identification unit 18 identifies the vehicle type of another vehicle that is a collision unavoidable determination target based on image recognition information based on a captured image of the CCD camera, information obtained through communication with another vehicle, or the like. For example, the vehicle type identification unit 18 may identify the vehicle type of another vehicle that is a collision inevitable determination target by specifying the vehicle type number (see FIG. 15) of the license plate of the other vehicle obtained from the image processing result. FIG. 16 shows a correspondence table between vehicle type numbers and vehicle types. The vehicle type identification unit 18 can identify the vehicle type by specifying the vehicle type number obtained from the image processing result and referring to the correspondence table. Alternatively, the vehicle type may be identified based on information obtained from an IC that can be embedded in the license plate. Alternatively, the vehicle type may be identified based on information obtained by inter-vehicle communication with another vehicle. The vehicle type information recognized by the vehicle type identification unit 18 in this way is supplied to the control command generation unit 16.
[0039]
When the control command generation unit 16 obtains a determination result that the collision between the other vehicle and the host vehicle is unavoidable from the collision inevitable determination unit 14, based on the vehicle type information of the other vehicle obtained from the vehicle type identification unit 18, A control signal corresponding to the vehicle type of the other vehicle is sent to the suspension control ECU 20 described above. Specifically, the control command generator 16 supplies a control signal that defines the vehicle height adjustment amount to the suspension control ECU 20 in accordance with, for example, a rule as shown in FIG. For example, if the other vehicle model is a passenger car, a control signal that indicates a small target vehicle height value is generated in accordance with the relatively low height of the passenger car. If the other car model is a freight car, a comparison of the freight car A control signal for instructing a large target vehicle height value according to the target vehicle height is generated.
[0040]
The suspension control ECU 20 operates the vehicle height adjustment suspension mechanism 22 in response to the control signal generated as described above, and realizes the target vehicle height value indicated by the control signal. At this time, if the collision mode is rear-end collision by another vehicle behind the suspension, the suspension control ECU 20 operates the vehicle height adjusting suspension mechanism 22 so that the vehicle height at the rear portion of the own vehicle becomes the target vehicle height value. In this case, the target vehicle height value may be a value such that the height of the rear bumper of the own vehicle matches the height of the front bumper of the rear other vehicle. The target vehicle height value may be a calculated value derived from the image recognition result of the front bumper of the rear other vehicle, or a predetermined value according to the vehicle type, or the height of the front bumper of the rear other vehicle obtained by inter-vehicle communication. It may be determined based on the information (specific value) indicating the degree.
[0041]
On the other hand, when the collision mode is a side collision caused by a side other vehicle, the suspension control ECU 20 sets the vehicle height adjustment suspension so that the vehicle height on the collision side of the own vehicle (the side other vehicle side) becomes the target vehicle height value. Actuate mechanism 22. Also in this case, the target vehicle height value may be a value such that the height of the locker portion of the own vehicle matches the height of the front bumper of the other vehicle behind. Similarly, the target vehicle height value may be a calculated value obtained from the image recognition result, or a predetermined value corresponding to the vehicle type, or information indicating the height of the front bumper of the rear other vehicle obtained by inter-vehicle communication. It may be determined based on (specific value).
[0042]
In addition, the information regarding the collision mode may be superimposed on the control signal, and in this case, the suspension control ECU 20 may recognize the target vehicle height value and the collision mode based on the control signal. Or the control command generation part 16 may generate | occur | produce the control signal according to a collision form and a vehicle type.
[0043]
According to the present embodiment, as described above, when the collision mode is rear-end collision by a rear other vehicle, the vehicle height at the rear of the vehicle body is raised, so that the same effect as in the first embodiment can be obtained. That is, by bringing the occupant's head closer to the headrest, the occupant's head can be restrained more quickly, and the occupant restraint performance is improved. At this time, the vehicle height at the front of the vehicle body may be adjusted according to the target vehicle height value of the vehicle height at the rear of the vehicle body so that the head of the occupant contacts the headrest.
[0044]
Furthermore, according to the present embodiment, as described above, the height of the rear bumper of the own vehicle is matched to the height of the front bumper of the other vehicle behind, so that efficient energy absorption is realized at the time of collision, and passenger protection is improved. improves.
[0045]
Further, according to the present embodiment, as described above, when the collision mode is a side collision caused by a side other vehicle, the vehicle height on the side of the vehicle body that is subjected to the collision is raised. Similar effects can be obtained. That is, by bringing the occupant closer to the door trim, the occupant can be restrained earlier, and the occupant restraint performance is improved. At this time, the vehicle height on the opposite side of the vehicle body may be adjusted according to the target vehicle height value of the vehicle height on the side of the vehicle body on the collision side so that the occupant approaches the door trim.
[0046]
Furthermore, according to the present embodiment, as described above, the height of the loker portion of the own vehicle is matched with the height of the front bumper of the other vehicle behind, so that efficient energy absorption is realized at the time of collision and passenger protection is improved. improves.
[0047]
The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.
[0048]
For example, in the first embodiment and the fourth embodiment described above, it is also effective to actively move the headrest toward the passenger's head with a motor or the like in conjunction with or in place of the vehicle attitude control. For example, when the headrest drive control is executed instead of the above-described vehicle attitude control, the headrest drive amount may be set so that the head of the occupant contacts the headrest as described above. Further, for example, when the headrest control is performed together with the above-described vehicle attitude control, in the above-described fourth embodiment, when the target vehicle height value of the vehicle body side portion is not sufficient, the head of the occupant becomes the headrest. You may drive a headrest actively so that it may touch.
[0049]
【The invention's effect】
Since the present invention is as described above, the occupant restraint on the vehicle at the time of a collision can be improved.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing an embodiment of a vehicle collision control apparatus according to the present invention.
FIG. 2 is a flowchart showing the operation of the vehicle collision control apparatus 10 according to the first embodiment.
FIG. 3 is a diagram schematically showing a monitoring area behind a host vehicle by a rear monitoring radar.
FIG. 4A shows a vehicle body posture before control according to the present invention, and FIG. 4B shows a vehicle body posture after control according to the present invention.
FIG. 5 (A) shows the relationship between the occupant and the seat before the control according to the present invention, and FIG. 5 (B) shows the relationship between the occupant and the seat after the control according to the present invention. .
6 is a diagram schematically showing an example of a vehicle height adjustment suspension mechanism 22. FIG.
FIG. 7 is a flowchart showing the operation of the vehicle collision control apparatus 10 according to the second embodiment.
FIG. 8 is a diagram schematically showing a monitoring area behind a vehicle by a side monitoring radar.
FIG. 9 is a view showing a vehicle body posture after control according to the present invention.
FIG. 10 (A) shows the relationship between the occupant before the control according to the present invention and the door trim, and FIG. 10 (B) shows the relationship between the occupant after the control according to the present invention and the door trim. .
FIG. 11 is a graph showing the relationship between chest movement (S) and chest load (F).
FIG. 12 is an explanatory diagram of camber angle control according to the present invention.
13 is a perspective view around a suspension showing an example of a camber angle adjusting mechanism 30. FIG.
FIG. 14 is a diagram showing a vehicle body posture after control according to a combination example of the second example and the third example.
FIG. 15 is a diagram showing a vehicle type number portion of a license plate.
FIG. 16 is a table showing a correspondence table between vehicle type numbers and vehicle types.
FIG. 17 is a correspondence table showing a vehicle height control example according to the vehicle type.
[Explanation of symbols]
10 Vehicle collision control device
12 Pre-crash ECU
14 Collision unavoidable judgment part
16 Control command generator
18 Vehicle type identification part
20 Suspension control ECU
22 Vehicle height adjustment suspension mechanism
30 Camber angle adjustment mechanism

Claims (6)

An object detection means for detecting an object relatively approaching the host vehicle;
A collision inevitable determination means for determining whether or not a collision between the detected object and the host vehicle can be avoided;
Vehicle collision control means for controlling the vehicle body posture of the host vehicle in a direction in which the occupant approaches the vehicle component on the collision side of the occupant when it is determined that the collision cannot be avoided. Control device. The vehicle collision control device according to claim 1, wherein the collision side is a rear side of the host vehicle, and the vehicle body attitude control means raises the rear portion of the vehicle body relative to the front portion of the vehicle body. 3. The vehicle collision control apparatus according to claim 2, wherein the vehicle body posture control means controls the vehicle body posture so that the head of the passenger approaches the headrest behind the passenger. The vehicle collision control device according to claim 1, wherein the collision side is a side of the host vehicle, and the vehicle body attitude control means raises the vehicle body side portion on the collision side relative to the side portion on the opposite side. 5. The vehicle collision control device according to claim 4, wherein the vehicle body attitude control unit further changes a camber angle in a direction in which an upper portion of the wheel is inclined toward the collision side with respect to the opposite front and rear wheels. The vehicle body posture control unit further includes a target object identification unit that identifies the type of the detected target object, and the vehicle body posture control unit executes the vehicle body posture control according to the target object type identified by the target object identification unit. The vehicle collision control device according to claim 5.

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