JP2005313708A - Collision impact control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a collision impact control device for a vehicle whereby impact which an own vehicle receives from or applies to a preceding vehicle and a following vehicle respectively can be optimized as a whole when the own vehicle collides with the preceding vehicle and the following vehicle. <P>SOLUTION: When it is predicted that the own vehicle collides with both of the preceding vehicle and the following vehicle, a speed of the own vehicle is controlled in consideration of both of first impact by collision of the preceding vehicle and the own vehicle and second impact by collision of the own vehicle and the following vehicle before the collision. At this time, speed control of the own vehicle is executed so that the first impact and the second impact are almost equal. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a collision impact control device for a vehicle, and in particular, when an own vehicle is predicted to collide with both a preceding vehicle and a following vehicle, the impact received by or on each of the preceding vehicle and the following vehicle. The present invention relates to a collision impact control device for a vehicle for controlling the vehicle.

2. Description of the Related Art Conventionally, there is known a vehicle collision impact control device that determines the possibility of a collision with a preceding vehicle existing ahead of the host vehicle and determines the possibility of a collision with a subsequent vehicle that follows the host vehicle. (For example, refer to Patent Document 1). In this device, the braking force of the host vehicle is changed depending on whether or not the host vehicle collides with the preceding vehicle or the succeeding vehicle and then collides with the other succeeding vehicle or the preceding vehicle. Specifically, the braking force of the host vehicle is reduced when it is determined that there is no possibility of a collision with both the preceding vehicle and the following vehicle, while the collision force with both the preceding vehicle and the following vehicle is reduced. Increased if deemed possible. For this reason, according to the above-described apparatus, it is possible to reduce the impact caused by the secondary collision with the subsequent vehicle or the preceding vehicle after the primary collision of the host vehicle.
Japanese Patent Laid-Open No. 2001-122094

  However, in the device described in Patent Document 1 described above, the impact due to the secondary collision is effectively reduced, but when the primary collision occurs, the apparatus is automatically compared with the other vehicle different from the one vehicle that is the target of the primary collision. Since the relative relationship with the vehicle is not taken into consideration, that is, the collision with the other vehicle is not taken into consideration, there is a possibility that the impact received or given to the own vehicle from the preceding vehicle or the following vehicle at the time of the primary collision becomes excessive.

  The present invention has been made in view of the above points, and when the host vehicle collides with the preceding vehicle and the following vehicle, the entire vehicle receives the impact received from or applied to each of the preceding vehicle and the following vehicle as a whole. An object of the present invention is to provide a collision impact control device for a vehicle that can be realized.

  According to the first aspect of the present invention, when the host vehicle is predicted to collide with both a front vehicle existing ahead of the host vehicle and a subsequent vehicle that follows the host vehicle, the front vehicle is A collision impact control device for a vehicle for controlling a first impact caused by a collision between the vehicle and the host vehicle and a second impact caused by a crash between the subject vehicle and the following vehicle, wherein the first impact is generated before the collision occurs. And the second impact are achieved by a vehicle impact impact control device including speed control means for controlling the speed of the host vehicle.

  In the invention described in claim 1, before the collision occurs, the own vehicle has both a first impact when the own vehicle collides with the preceding vehicle and a second impact when the subsequent vehicle collides with the own vehicle. Speed control is taken into account. In this case, the impact caused by the collision is moderately dispersed in the front and rear in the host vehicle. For this reason, in the configuration of the present invention, unlike the configuration in which only the first impact due to the collision with the preceding vehicle or only the second impact due to the collision with the following vehicle is considered, the first impact and the second impact are considered. It is avoided that either one of them becomes excessive.

  By the way, when the first impact when the own vehicle collides with the preceding vehicle and the second impact when the subsequent vehicle collides with the own vehicle, compared to the case where the two are not equal, In the situation where the speed is the same and the speed of the following vehicle is the same, the sum of the first impact and the second impact is the smallest.

  Therefore, according to a second aspect of the present invention, in the vehicle impact impact control apparatus according to the first aspect, the speed control means is configured so that the first impact and the second impact are substantially equal to each other. If the speed is controlled, the sum of the first impact when the host vehicle collides with the preceding vehicle and the second impact when the subsequent vehicle collides with the host vehicle can be minimized.

  If the host vehicle, the preceding vehicle, and the following vehicle have substantially the same mass, the impact energy at the time of collision is proportional to the square of the relative speed of the two vehicles.

  Therefore, according to a third aspect of the present invention, in the vehicle impact impact control apparatus according to the second aspect, the speed control means includes a relative speed between the preceding vehicle and the own vehicle, and a relative speed between the own vehicle and the subsequent vehicle. If the speed of the host vehicle is controlled so that the sum of squares with the speed is minimized, the sum of the first impact and the second impact described above can be minimized.

  According to a fourth aspect of the present invention, in the vehicle collision impact control device according to the second aspect, the speed control means includes a relative speed between the preceding vehicle and the own vehicle, and a relative speed between the own vehicle and the subsequent vehicle. If the speed of the host vehicle is controlled so that the speed is substantially equal, the first impact and the second impact described above can be made substantially equal, and the sum of the two can be minimized.

  On the other hand, in a situation where the own vehicle, the preceding vehicle, and the following vehicle have substantially the same mass, the relative speed between the preceding vehicle and the own vehicle, and the own vehicle are set so that the first impact and the second impact are substantially equal. In the configuration in which the speed control of the host vehicle is performed so that the relative speed between the vehicle and the following vehicle is substantially equal, the speed control is performed so that the relative speed with respect to the preceding vehicle is zero. There is a risk that the impact applied to the front vehicle or received from the front vehicle will be excessively large.

  Therefore, as described in claim 5, in the collision impact control device for vehicle according to claim 1, the speed control means is configured such that the relative speed between the preceding vehicle and the own vehicle is a relative speed between the own vehicle and the following vehicle. If the speed of the host vehicle is controlled so as to be smaller than the speed, the impact caused by the collision in the host vehicle is appropriately distributed forward and backward, and applied from the host vehicle to the front vehicle or from the front vehicle to the host vehicle. Impact can be reduced.

  When the travel of the host vehicle is controlled, the distance between the preceding vehicle and the distance between the following vehicle is not taken into consideration, and the first impact caused by the collision with the preceding vehicle and the collision with the following vehicle are not taken into consideration. If only the second impact is taken into consideration, there is a possibility that the collision timing with the preceding vehicle and the collision timing with the following vehicle may greatly deviate. For this reason, the timing at which the host vehicle is separated from the preceding vehicle in time. There is a risk of unexpected situations such as two collisions.

  Therefore, as described in claim 6, in the collision impact control device for a vehicle according to any one of claims 1 to 5, an inter-vehicle distance between the preceding vehicle and the own vehicle, and between the own vehicle and the following vehicle. If further provided with an inter-vehicle distance control means for controlling the travel of the host vehicle so that the inter-vehicle distance is substantially equal, the collision timing of the host vehicle with the preceding vehicle and the collision timing of the following vehicle are substantially matched. be able to.

  In these cases, as described in claim 7, in the vehicular collision impact control device according to any one of claims 1 to 6, when the own vehicle collides with at least one of the preceding vehicle and the following vehicle. If it is predicted, the vehicle occupant protection activation control means for activating an occupant protection device that protects the vehicle occupant can be protected in the event of a collision.

  In particular, as described in claim 8, in the impact impact control device for a vehicle according to claim 7, if the occupant protection device is a head restraint device that restrains the head of the occupant, Sometimes it is possible to protect the head of the passenger of the vehicle.

  Further, as described in claim 9, in the vehicle impact impact control apparatus according to any one of claims 1 to 8, the own vehicle is predicted to collide with at least one of the preceding vehicle and the following vehicle. If the vehicle is provided with shock absorption start control means for starting the shock absorbing device that absorbs the first shock or the second shock, the shock received by the host vehicle from the preceding vehicle or the following vehicle or the host vehicle Can reduce the impact of the vehicle on the preceding vehicle or the following vehicle.

  According to the first aspect of the present invention, when the host vehicle collides with the preceding vehicle and the following vehicle, the impact received by the host vehicle from each of the preceding vehicle and the following vehicle can be optimized as a whole.

  According to the second to fourth aspects of the present invention, the sum of the impact when the host vehicle collides with the preceding vehicle and the impact when the host vehicle collides with the succeeding vehicle is minimized. The applied impact can be optimized as a whole.

  According to the fifth aspect of the present invention, the impact received or applied by the host vehicle is optimized as a whole by reducing the impact between the host vehicle and the preceding vehicle while appropriately dispersing the impact caused by the collision in the host vehicle. Can be

  According to the sixth aspect of the present invention, the impact received or applied to the own vehicle can be optimized as a whole by making the collision timing of the own vehicle substantially coincide with the collision timing of the following vehicle. it can.

  According to invention of Claim 7 and 8, the passenger | crew of the own vehicle can be protected at the time of a collision.

  According to the ninth aspect of the present invention, it is possible to reduce the impact that the host vehicle receives from the preceding vehicle or the following vehicle or the impact that the host vehicle gives to the preceding vehicle or the following vehicle.

  FIG. 1 is a system configuration diagram of a vehicle collision impact control apparatus 10 mounted on a vehicle according to an embodiment of the present invention. As shown in FIG. 1, the vehicle collision impact control apparatus 10 includes an electronic control unit (hereinafter referred to as an ECU) 12, and the ECU 12 collides with a preceding vehicle in front of the vehicle and a succeeding succeeding vehicle. Control the impact that occurs when you do.

  The ECU 12 is connected to a front obstacle sensor 14 disposed at the front of the vehicle body and a subsequent vehicle sensor 16 disposed at the rear of the vehicle body. The front obstacle sensor 14 is configured by, for example, a laser radar, a millimeter wave radar, a camera, or the like, and directs a signal corresponding to an obstacle (mainly the front vehicle) present in a predetermined area in front of the host vehicle to the ECU 12. Output. The following vehicle sensor 16 is configured by, for example, a laser radar, a millimeter wave radar, a camera, or the like, and sends a signal corresponding to an obstacle (specifically, the following vehicle) present in a predetermined area behind the host vehicle to the ECU 12. Output to.

  Based on the output of the front obstacle sensor 14, the ECU 12 detects the presence or absence of a forward vehicle existing ahead of the host vehicle, and detects the relative distance Lf and the relative speed Vf when the forward vehicle exists. To do. Further, the ECU 12 detects the presence or absence of a subsequent vehicle existing behind the host vehicle based on the output of the subsequent vehicle sensor 16, and detects the relative distance Lb and the relative speed Vb when the subsequent vehicle exists. To detect. In the following, the relative speed Vf is a positive value in the direction in which the host vehicle approaches the preceding vehicle and a negative value in the opposite direction, and the relative speed Vb is a direction in which the host vehicle and the following vehicle approach. Is a positive value and the opposite direction is a negative value. Furthermore, the ECU 12 detects the relative acceleration Gf with respect to the preceding vehicle and the relative acceleration Gb with respect to the following vehicle based on changes per unit time of the relative speeds Vf and Vb.

  The ECU 12 is also connected with a host vehicle speed sensor 18 disposed on a wheel or the like. The own vehicle speed sensor 18 outputs a signal corresponding to the speed generated in the own vehicle to the ECU 12. The ECU 12 detects the host vehicle speed V <b> 1 based on the output of the host vehicle speed sensor 18. Further, the ECU 12 compares the vehicle speed V1 detected using the vehicle speed sensor 18 with the relative speed Vf detected with the front obstacle sensor 14 and the following vehicle detected using the following vehicle sensor 16. Based on the relative speed Vb, the vehicle speed V2 of the preceding vehicle and the vehicle speed V3 of the following vehicle are detected.

  A seat belt switch 20 is also connected to the ECU 12. The seat belt switch 20 is a switch that is turned off when a seat belt provided on a vehicle seat including at least a driver's seat is not worn, and turned on when a seat belt is worn. The output of the seat belt switch 20 is supplied to the ECU 12. Based on the state of the seat belt switch 20, the ECU 12 determines whether or not at least the driver is seated while wearing the seat belt.

  A brake actuator 22, a transmission 24, and a throttle actuator 26 are also connected to the ECU 12. The ECU 12 drives the actuators 22 to 26 so as to control the traveling of the vehicle based on the calculation result described later. The brake actuator 22 is configured by, for example, an electric mode, and can generate a braking force for braking the vehicle by suppressing the rotation of the wheels. The brake actuator 22 generates a braking force on the vehicle in accordance with a command signal supplied from the ECU 12. The transmission 24 can switch the gear ratio from the input to the output. The transmission 24 generates an engine brake in the vehicle in accordance with a command signal supplied from the ECU 12. Further, the throttle actuator 26 can generate a driving force for accelerating the vehicle by opening a throttle valve for supplying air to the engine that is the vehicle power. The throttle actuator 26 generates a driving force for the vehicle in accordance with a command signal supplied from the ECU 12.

  Further, an occupant protection device 30, a bumper airbag 32, an active bumper 34, and an active seat 36 are connected to the ECU 12. The ECU 12 drives the occupant protection device 30, the bumper airbag 32, the active bumper 34, and the active seat 36 so that the impact when the host vehicle collides with the preceding vehicle or the following vehicle is reduced according to the calculation result described later. To do. The occupant protection device 30 is a device provided to protect the occupant of the host vehicle. When a vehicle collision is actually detected by an impact sensor or the like attached to the vehicle body, the occupant protection device 30 is installed in the steering wheel pad or in the instrument. An airbag that mainly restrains the occupant's head by deploying from the upper part of the panel, and an active seat belt that mainly restrains the occupant's head and torso by winding the seat belt using a motor, etc. Including. The airbag of the occupant protection device 30 can be deployed in multiple stages, and the bag internal pressure during deployment can be changed. The occupant protection device 30 operates according to a command signal supplied from the ECU 12 so as to protect the occupant during a collision.

  FIG. 2 is a diagram for explaining each operation of the bumper airbag 32, the active bumper 34, and the active seat 36 of the present embodiment. 2 (A) shows the operating state of the bumper airbag 32, FIG. 2 (B) shows the operating state of the active bumper 34, FIG. 2 (C) shows the operating state of the active seat 36, Each is shown.

  As shown in FIG. 2 (A), the bumper airbag 32 includes a front airbag that is deployed toward the front of the vehicle from a bumper at the front of the vehicle body, and a rear airbag that is deployed toward the rear of the vehicle from a bumper at the rear of the vehicle body. It consists of a bag. The bumper airbag 32 has a function of absorbing an impact applied to the host vehicle from the preceding vehicle or the following vehicle, and a function of absorbing an impact applied from the host vehicle to the preceding vehicle or the following vehicle. The bumper airbag 32 can be deployed in multiple stages, and the bag internal pressure during deployment can be changed. The bumper airbag 32 operates according to a command signal supplied from the ECU 12 so as to appropriately absorb an impact at the time of a collision.

  As shown in FIG. 2B, the active bumper 34 includes a mechanism that pushes the bumper at the front of the vehicle body forward and a mechanism that pushes the bumper at the rear of the vehicle body backward. The active bumper 34 has a function of absorbing an impact caused by a collision between the host vehicle and a preceding vehicle or a succeeding vehicle at an early stage when the bumper is pushed away from the vehicle body and separated. Further, the active bumper 34 can change the operation amount by which the bumper is pushed out. The active bumper 34 operates according to a command signal supplied from the ECU 12 so as to absorb an impact at the time of a collision.

  Further, as shown in FIG. 2C, the active seat 36 includes an active headrest mechanism 36a for changing the inclination of the seat back of the vehicle seat, a mechanism 36b for moving the vehicle seat back and forth in the vehicle, a steering shaft, that is, a steering wheel. It comprises a mechanism 36c for changing the inclination of the operation surface and a mechanism 36d for moving the operation surface of the steering wheel forward and backward in the vehicle. The active seat 36 has a function of more effectively exerting the function of the occupant protection device 30 described above by changing the position and angle of the vehicle seat and steering at the time of a collision. The active seat 36 switches the position and angle of the vehicle seat and steering at the time of a collision in accordance with a command signal supplied from the ECU 12.

  Hereinafter, the operation of the vehicle collision impact control apparatus 10 according to the present embodiment will be described.

  FIG. 3 is a diagram for explaining a situation that can be realized when the host vehicle sandwiched between the preceding vehicle and the following vehicle is decelerated with a large braking force so as to avoid a collision with the preceding vehicle. By the way, when it is predicted that the own vehicle and the preceding vehicle existing ahead will collide in the near future based on the relative position, relative speed, relative acceleration, and the like (time t0 in FIG. 3), Considering only the collision, it is most effective to decelerate the host vehicle with the maximum allowable braking force in order to reduce the impact caused by the collision to the minimum or avoid the collision. However, when the own vehicle is decelerated with the maximum braking force in this way (time t1 in FIG. 3), if there is a subsequent vehicle that follows the own vehicle, the own vehicle is likely to collide from the subsequent vehicle ( In FIG. 3, at time t2), the impact received by the host vehicle from the following vehicle becomes excessive, and the secondary damage may be increased. Further, after the host vehicle collides with the following vehicle, the host vehicle may be accelerated due to an impact received from the succeeding vehicle and may collide with the preceding vehicle (secondary collision) (time t3 in FIG. 3).

  Similarly, when it is predicted that the host vehicle and the following vehicle will collide in the near future based on their relative position, relative speed, relative acceleration, etc., considering only the collision between the two vehicles, It is most effective to accelerate the host vehicle with the maximum allowable driving force in order to reduce the minimum or avoid the collision. However, when the host vehicle is accelerated with the maximum driving force in this way, if there is a front vehicle preceding the host vehicle, the host vehicle easily collides with the front vehicle, and the host vehicle gives the front vehicle. The impact may be excessive and the secondary damage may be expanded.

  In this regard, when it is predicted that the own vehicle will collide with the preceding vehicle, the traveling of the own vehicle is controlled in consideration of the rear collision with the following vehicle along with the preceding collision, while the own vehicle collides with the following vehicle. If predicted, it is appropriate to control the traveling of the host vehicle in consideration of the forward collision with the preceding vehicle as well as the backward collision. Therefore, in the system of the present embodiment, when the host vehicle is expected to collide with the preceding vehicle and the following vehicle, the host vehicle is considered at the time of the collision in consideration of both the forward collision and the rear collision that will occur in the future. The present invention is characterized in that the traveling of the host vehicle is controlled so that the impact received from each of the preceding vehicle and the following vehicle is optimized as a whole. Hereinafter, the characteristic part of a present Example is demonstrated.

  FIG. 4 shows impact energy (hereinafter referred to as a first impact) Ef when the host vehicle collides with the preceding vehicle and a subsequent vehicle when the host vehicle is sandwiched between the preceding vehicle and the following vehicle. The figure showing the relationship between the impact energy (henceforth a 2nd impact) Eb in that case, and the own vehicle speed V1 in that case is shown.

  The energy of impact generated when vehicles collide with each other is a value corresponding to the mass and speed of both vehicles, and is a quadratic function of speed. Therefore, when the host vehicle collides with both the preceding vehicle and the following vehicle, the first impact Ef due to the front collision with the preceding vehicle and the second impact Eb due to the rear collision with the following vehicle are respectively determined. It depends on the speed of the vehicle. At this time, it is assumed that both the speed of the preceding vehicle and the speed of the following vehicle are invariable, and there is a host vehicle speed V1 at which the overall impact energy Etotal obtained by adding the first impact Ef and the second impact Eb is minimized. To do.

  If the overall impact energy Etotal generated when the host vehicle collides with both the preceding vehicle and the following vehicle is minimized, the total impact received from or applied to the host vehicle from the preceding vehicle and the following vehicle is reduced most, and damage is caused. Minimized. Further, in this case, the first impact Ef and the subsequent time when the host vehicle collides with the preceding vehicle, compared to the case where the host vehicle speed V1 is greatly deviated from the host vehicle speed at which the overall impact energy Etotal is minimum. It is avoided that only one of the second impacts Eb at the time of collision with the vehicle is excessive, and the impact received by or applied to the host vehicle from the preceding vehicle and the following vehicle is moderately distributed in the longitudinal direction of the vehicle body. Therefore, it is possible to prevent only one of the first impact Ef due to the front collision with the preceding vehicle and the second impact Eb due to the rear collision with the following vehicle from being excessive, and to minimize damage due to the collision. In addition, it is important to minimize the sum of the impact caused by the forward collision and the impact caused by the backward collision. It should be noted that when the vehicle collides with the preceding vehicle and the following vehicle, the overall impact energy Etotal is minimized so that the first impact Ef due to the front collision and the second impact Eb due to the rear collision become equal. Is equivalent to

  In addition, as described above, the energy of impact generated when vehicles collide with each other is a value corresponding to the mass and speed of both vehicles, and is a quadratic function of the speed, but the masses of the collision vehicles match each other. In the case where the vehicle is to be used, the value corresponds to the relative speed of both vehicles, and is proportional to the square of the relative speed. In this case, the impact energy Etotal as a whole when the host vehicle collides with the preceding vehicle and the following vehicle is expressed by the following equation (1). Therefore, the impact energy Etotal as a whole when the own vehicle collides with the preceding vehicle and the following vehicle is minimized because the square of the relative speed Vf, which is the difference between the speed V2 of the preceding vehicle and the speed V1 of the own vehicle. This is when the sum of the square of the relative speed Vb that is the difference between the speed V1 of the host vehicle and the speed V3 of the following vehicle (that is, the sum of squares of the relative speed Vf and the relative speed Vb) is minimized.

Etotal∝ (V1-V2) ² + (V3-V1) ² (1)
^{= 2 ((V1- (V2 +} V3) / 2) 2 + (V3-V2) 2/4) ··· (2)
Here, since the equation (1) can be transformed as the equation (2), the impact energy Etotal as a whole is minimized, that is, the sum of squares of the relative velocity Vf and the relative velocity Vb is minimized. When the first term of the above equation (2) becomes zero, that is, when V1 = (V2 + V3) / 2 is satisfied and V1-V2 = V3-V1 (that is, Vf = Vb) is satisfied. It is.

  In the present embodiment, the ECU 12 detects the presence of both the preceding vehicle and the following vehicle using the front obstacle sensor 14 and the following vehicle sensor 16, and determines the relative speed Vf with the preceding vehicle and the relative speed Vb with the following vehicle. From the relationship with the host vehicle speed V1 detected using the host vehicle speed sensor 18, it is determined whether or not the host vehicle will collide with both the preceding vehicle and the following vehicle in the near future. Then, when it is predicted that a collision with both the preceding vehicle and the following vehicle will occur, and it is determined that the collision is unavoidable, the relationship between the relative speed Vf and the relative speed Vb that are actually detected every predetermined time is determined. Then, by changing the speed of the host vehicle, the speed control of the host vehicle is executed so that the relative speed Vf at the time of the frontal collision with the preceding vehicle and the relative speed Vb at the time of the rearward collision with the following vehicle become substantially equal.

  For example, when the actual relative speed Vf with the preceding vehicle is larger than the actual relative speed Vb with the following vehicle, the host vehicle is relatively set with respect to the preceding vehicle so that the relative speeds Vf and Vb are substantially equal. Decelerate to reduce the speed of the vehicle relative to the vehicle ahead. When the actual relative speed Vf with the preceding vehicle is smaller than the actual relative speed Vb with the following vehicle, the host vehicle is relatively set with respect to the following vehicle so that the relative speeds Vf and Vb are substantially equal. Accelerate and increase the speed of the vehicle following the vehicle. The speed reduction of the host vehicle relative to the preceding vehicle is realized by an increase in braking force by the brake actuator 22, an increase in engine brake by the transmission 24, and a decrease in driving force by the throttle actuator 26. Further, the speed increase of the host vehicle with respect to the following vehicle is realized by a decrease in braking force by the brake actuator 22, a decrease in engine brake by the transmission 24, and an increase in driving force by the throttle actuator 26.

  According to this speed control, the relative speed Vf between the host vehicle and the preceding vehicle when the host vehicle collides with the preceding vehicle, and the relative speed Vb between the host vehicle and the following vehicle when the host vehicle collides with the following vehicle. Can be made approximately equal. If both the relative speeds Vf and Vb are equal, assuming that the host vehicle, the preceding vehicle, and the following vehicle have substantially the same mass, the first impact Ef and the own vehicle when the host vehicle collides with the preceding vehicle. The second impact Eb when the vehicle collides with the following vehicle becomes substantially equal. For this reason, according to the configuration of this embodiment, only one of the first impact Ef and the second impact Eb is compared with the case where the relative speeds Vf and Vb at the time of collision are greatly different. It is possible to avoid becoming excessive, and the impact received by the own vehicle from the preceding vehicle and the following vehicle or applied to these vehicles can be equally distributed in the front-rear direction.

  Further, if both the relative speeds Vf and Vb are equal, the sum of squares of both the relative speeds Vf and Vb is minimized, so that the sum of the first impact Ef and the second impact Eb is minimized. For this reason, according to the configuration of the present embodiment, when the own vehicle collides with both the preceding vehicle and the following vehicle, the total impact energy received from those vehicles, conversely, the own vehicle gives to the preceding vehicle and the following vehicle. The total impact energy can be reduced most, and the damage caused by the collision can be minimized.

  It should be noted that detection of the preceding vehicle by the front obstacle sensor 14 and the following vehicle are started, for example, detection of the following vehicle having a large inter-vehicle distance from the own vehicle when the distance between the own vehicle and the preceding vehicle is extremely small. In a situation where the detection start timing of the following vehicle by the sensor 16 is greatly different, the speed control of the host vehicle is executed such that the relative speed Vf with the preceding vehicle and the relative speed Vb with the following vehicle are substantially equal as described above. Then, the timing at which the host vehicle collides with the preceding vehicle and the timing at which the host vehicle collides with the following vehicle may be greatly deviated. At this time, if the own vehicle first collides with the following vehicle and then collides with the following vehicle, the own vehicle may be accelerated due to the impact received from the following vehicle and collide with the preceding vehicle again.

  In this respect, it is not preferable that the collision timing with the preceding vehicle is at least earlier than the collision timing with the following vehicle in order to avoid the host vehicle from colliding twice with the preceding vehicle in time. . Therefore, in the system of the present embodiment, the first impact Ef caused by the collision with the preceding vehicle and the second impact Eb caused by the collision with the following vehicle are substantially equal, that is, the relative speed Vf with the preceding vehicle and the subsequent vehicle. While executing the speed control of the host vehicle so that the relative speed Vb with the vehicle becomes substantially equal, the actual relative speed Vf matches the target relative speed Vf by the speed control, and the actual relative speed Vb becomes the target relative speed. The host vehicle travels so that the collision timing with the preceding vehicle and the collision timing with the following vehicle substantially coincide with each other in the process until it coincides with Vb or after the actual relative speeds Vf and Vb respectively coincide with the target values. Trying to control.

  In this embodiment, when the ECU 12 predicts that a collision with both the preceding vehicle and the following vehicle will occur, along with the speed control described above, the inter-vehicle distance between the preceding vehicle and the own vehicle, and the inter-vehicle distance between the own vehicle and the following vehicle. The inter-vehicle distance control is executed so that is substantially equal. For example, when the speed of the host vehicle is changed so that the relative speed Vf at the time of the forward collision with the preceding vehicle and the Vb at the time of the rearward collision with the following vehicle are substantially equal as described above, the change amount per unit time (Speed change rate), whether the speed change is on the acceleration side or the deceleration side, and the actual inter-vehicle distance Lf with the preceding vehicle detected using the front obstacle sensor 14 and the following vehicle sensor 16 It changes based on the relationship with the distance Lb between actual vehicles with the following vehicle detected.

  Specifically, for example, in the state where the host vehicle is approaching the preceding vehicle at a relatively low relative speed Vf, the succeeding vehicle from the rear is at its own relative speed Vb higher than the relative speed Vf between the host vehicle and the preceding vehicle. In a situation where the vehicle is approaching, the speed change rate from the actual relative speed to the target relative speed is made relatively small. On the other hand, when the host vehicle is approaching the preceding vehicle at a relatively high relative speed Vf, the following vehicle approaches the host vehicle from the rear at a relative speed Vb lower than the relative speed Vf between the host vehicle and the preceding vehicle. In the situation, the speed change rate from the actual relative speed to the target relative speed is made relatively large. In the situation where the host vehicle is approaching the preceding vehicle at a relative speed Vf higher than the relative speed Vb with the succeeding vehicle while the following vehicle is approaching the host vehicle at a relatively low relative speed Vb, Decrease the speed change rate from the relative speed to the target relative speed. On the other hand, in a situation where the host vehicle is approaching the preceding vehicle at a relative speed Vf that is lower than the relative speed Vb with respect to the succeeding vehicle while the succeeding vehicle is approaching the host vehicle at a relatively high relative speed Vb, Increase the speed change rate from the relative speed to the target relative speed.

  According to such inter-vehicle distance control, before the collision of the own vehicle actually occurs, immediately after the collision is predicted, the inter-vehicle distance Lf between the preceding vehicle and the own vehicle, and the inter-vehicle distance Lb between the own vehicle and the following vehicle. Can be made approximately equal. The speed control described above makes the relative speeds Vf and Vb equal at the time of a collision, and the inter-vehicle distance control makes the inter-vehicle distances Lf and Lb equal before the collision. The timing of collision with the following vehicle coincides. For this reason, according to the present Example, it is possible to avoid the occurrence of an unexpected situation such as the host vehicle colliding twice with the vehicle ahead in time.

  Thus, according to the vehicle collision impact control apparatus 10 of the present embodiment, when the host vehicle collides with both the preceding vehicle and the following vehicle, the impact is moderately distributed forward and backward, and the sum of the impacts before and after the vehicle is collided. By minimizing the vehicle speed, it is possible to optimize the overall impact received by the vehicle from each of the preceding vehicle and the following vehicle, and by matching the timing of the front-rear collision, the vehicle can move forward. It is possible to optimize the impact as a whole when colliding with the vehicle and the following vehicle.

  By the way, in this embodiment, the impact that the own vehicle receives from the preceding vehicle or the following vehicle or the impact that the own vehicle gives to the preceding vehicle or the following vehicle is reduced to the minimum as described above. However, the impact of the collision on the vehicle acts to some extent. Therefore, it is conceivable to operate the bumper airbag 32 and the active bumper 34 in order to appropriately absorb this impact. However, the relative speeds Vf and Vb between the host vehicle and the preceding vehicle or the following vehicle at the time of the collision vary depending on the collision state. At this time, the bag internal pressure of the bumper airbag 32, the number of squib ignitions, and the operation amount of the active bumper 34 If it is uniform regardless of the relative speed, there is a possibility that shock absorption cannot be performed properly.

  In addition, if the seat back of the vehicle seat is excessively tilted to the horizontal side at the time of a collision or if the vehicle seat and the steering wheel that the airbag is deployed are excessively close, the occupant will sink under the steering wheel at the time of the collision. A situation may occur in which the occupant contacts the steering wheel or the instrument panel before the airbag is completely deployed. In this regard, if the state of the vehicle seat and the like is maintained at the initial setting in the event of a vehicle collision, the occupant protection effect by the occupant protection device 30 may not be exhibited to the maximum extent.

  Therefore, in the system of the present embodiment, the bag internal pressure of the bumper airbag 32 and the number of squib ignitions are determined according to the relative speed Vf between the host vehicle and the preceding vehicle at the time of the collision and the relative speed Vb between the host vehicle and the following vehicle. Alternatively, when the operation amount of the active bumper 34 is changed and the host vehicle is expected to collide with the preceding vehicle and the following vehicle, the active seat 36 is operated to maximize the function of the occupant protection device 30. In this way, the vehicle seat and steering wheel are changed in position and angle. Hereinafter, the characteristic part of this embodiment will be described.

  FIG. 5 shows the relative impact speeds Vf and Vb when the host vehicle collides with the preceding vehicle or the succeeding vehicle, the bag internal pressure and the number of the bumper airbags 32, and the active bumper. The map showing the relationship with the operation amount of 34 is shown. FIG. 6 is a diagram for explaining a control method of the active seat 36 in the vehicle impact impact control apparatus 10 of the present embodiment. Furthermore, FIG. 7 shows a flowchart of an example of a control routine executed by the ECU 12 in the vehicle collision impact control apparatus 10 of the present embodiment. The routine shown in FIG. 7 is a routine that is repeatedly activated every predetermined time.

  In the present embodiment, the ECU 12 operates an operation time T10 (for example, 40 ms) including an operation delay time from the start of deployment of the front airbag and the rear airbag by the operation of the bumper airbag 32 to the completion of deployment to a desired state. The operation time T11 (for example, 500 ms) including the operation delay time until the vehicle body bumper is pushed from the normal position to the desired state by the operation of the active bumper 34 is stored in the storage unit. The operation times T10 and T11 may be varied according to the bag internal pressure and the number of ignitions realized in the airbag, or according to the operation amount realized in the bumper.

  The ECU 12 uses the front obstacle sensor 14 and the following vehicle sensor 16 to detect the relative speed Vf to the front vehicle and the relative speed Vb to the following vehicle, and the own vehicle speed V1 to be detected using the own vehicle speed sensor 18. From this relationship, when it is predicted that the host vehicle cannot avoid a collision with both the preceding vehicle and the following vehicle and collides in the near future (when an affirmative determination is made in step 100), first, FIG. As shown in (b), the active seat 36 is operated (step 102).

  Specifically, the active headrest mechanism 36a raises the seat back of the vehicle seat more vertically, that is, the seat back inclination angle θSE is increased by a predetermined amount α from the initial setting value (current angle θSE0), and the vehicle seat is moved by the mechanism 36b. The vehicle seat is moved rearward, that is, the distance LSE from the front end of the vehicle seat is increased by a predetermined amount β from the initial set value (current distance LSE0), the steering shaft is made more horizontal by the mechanism 36c, and the operation surface of the steering wheel is further increased. In other words, the steering shaft inclination angle θST is decreased by a predetermined amount γ from the initial setting value (current angle θST0), and the operation surface of the steering wheel is moved forward in the vehicle by the mechanism 36d. The distance LST from the front end of the passenger compartment is shortened by a predetermined amount δ from the initial set value (current distance LST0). To.

  When the vehicle seat is moved from the front end of the passenger compartment to the rear of the interior of the vehicle, or when the operation surface of the steering wheel is moved from the front end of the passenger compartment to the front of the interior of the vehicle, the distance from the body (body) of the vehicle occupant to the steering wheel and instrument panel surface is increased. It becomes larger than the initial state. In addition, when the seat back of the vehicle seat stands more vertically or when the steering shaft approaches the horizontal side and the operation surface of the steering wheel is shifted to a more vertical position, the body (body) of the vehicle occupant is moved to the steering wheel or instrument panel. It tends to face the surface rather than the initial state.

  If the vehicle occupant's body is separated from the steering wheel or the like, it takes a relatively long time for the occupant to contact the steering wheel or the like when a vehicle collision occurs. Therefore, the occupant protection mainly protects the occupant's head. The function of the device 30 is easily secured. Further, when the vehicle occupant's body faces the steering wheel or the like, it is difficult for the occupant's body to sink under the steering wheel when a vehicle collision occurs, so the function of the occupant protection device 30 is ensured. It becomes easy. Therefore, if the active seat 36 operates as described above, the function of the occupant protection device 30 at the time of the vehicle collision can be exhibited to the maximum. Therefore, according to this embodiment, the occupant of the own vehicle at the time of the collision. It is possible to improve the protection function.

  Further, when it is predicted that the host vehicle will collide with both the preceding vehicle and the following vehicle in the near future, the ECU 12 thereafter expresses the following formula ( According to 3) to (6), the inter-vehicle distances Lf (t + T10) and Lb (t + T10) between the host vehicle and the preceding vehicle or the following vehicle at the time when the operation time T10 of the bumper airbag 32 has elapsed. At the same time, the inter-vehicle distances Lf (t + T11) and Lb (t + T11) between the host vehicle and the preceding vehicle or the rear vehicle when the operation time T11 of the active bumper 34 has elapsed are estimated (step 104). ). L * (t) is the inter-vehicle distances Lf and Lb at the current time t.

Lf (t + T10) = Lf (t) + (Vf (t) · T10 + 1/2 · Gf (t) · T10 ² ) (3)
Lf (t + T11) = Lf (t) + (Vf (t) · T11 + 1/2 · Gf (t) · T11 ² ) (4)
Lb (t + T10) = Lb (t) + (Vb (t) · T10 + 1/2 · Gb (t) · T10 ² ) (5)
Lb (t + T11) = Lb (t) + (Vb (t) · T11 + 1/2 · Gb (t) · T11 ² ) (6)
Then, the ECU 12 determines, for each estimated inter-vehicle distance, whether the estimated inter-vehicle distance after the time T10 or T11 is zero or a value slightly larger than zero, respectively (step 106). If any of these estimated inter-vehicle distances is zero or slightly less than zero, the operation of the bumper airbag 32 or the active bumper 34 is not appropriately started at that time. The bumper 34 cannot effectively absorb the impact at the time of collision. When the ECU 12 determines that each estimated inter-vehicle distance is zero or slightly less than zero, the ECU 12 immediately activates the bumper airbag 32 or the active bumper 34 in accordance with the situation (step 110).

  For example, if the inter-vehicle distance between the host vehicle and the preceding vehicle becomes near zero or less after the operation time T11 of the active bumper 34 has elapsed from the present time, the bumper at the front of the vehicle body is pushed forward by the operation of the active bumper 34. In addition, when the distance between the host vehicle and the succeeding vehicle becomes near zero or less after the operation time T10 of the bumper airbag 32 has elapsed from the present time, the rear airbag is moved from the bumper at the rear of the vehicle body by the operation of the bumper airbag 32. Expand backwards.

  Here, as the relative speeds Vf and Vb at the time of the collision increase, the impact acting on the vehicle increases. Therefore, in order to appropriately absorb the impact due to the collision, it is necessary to increase the bag internal pressure, the number of operations, and the operation amount. is there. The ECU 12 determines the relative pressure Vf (t + T10 at the time of a collision represented by the following equations (7) to (10) based on the bag internal pressure and the number of the bumper airbags 32 to be deployed and the operation amount of the active bumper 34 that pushes out the bumpers. ), Vf (t + T11), Vb (t + T10), and Vb (t + T11), with reference to the map shown in FIG. 5 (step 108), and the bumper airbag 32 It is commanded that the internal pressure and the number of operations are realized or the operation amount of the active bumper 34 is realized. When such a command is issued, the bumper airbag 32 or the active bumper 34 operates according to the command (step 110). The map shown in FIG. 5 is set so that the bag internal pressure, the number of operations, and the amount of operation increase as the relative speeds Vf and Vb increase.

Vf (t + T10) = Vf (t) + Gf (t) · T10 (7)
Vf (t + T11) = Vf (t) + Gf (t) · T11 (8)
Vb (t + T10) = Vb (t) + Gb (t) · T10 (9)
Vb (t + T11) = Vb (t) + Gb (t) · T11 (10)
Therefore, if the operation of the bumper airbag 32 and the active bumper 34 is started at the timing just before the collision, the bumper airbag 32 and the active bumper 34 sufficiently function to absorb the impact caused by the collision at the time of the vehicle collision. It becomes possible to make it. In this regard, according to the present embodiment, the function of the bumper airbag 32 and the active bumper 34 reduces the impact that the host vehicle receives from the preceding vehicle or the following vehicle or, conversely, the impact that the host vehicle gives to the preceding vehicle or the following vehicle. Is possible.

  Further, if the bumper airbag 32 and the active bumper 34 operate according to the bag internal pressure, the number of operations, and the operation amount set as described above, it is possible to appropriately absorb the impact caused by the collision. In this respect, according to the present embodiment, the bumper airbag 32 and the active bumper 34 are operated in accordance with the degree of collision between the host vehicle and the preceding vehicle or the following vehicle, so that it is unnecessarily excessive for shock absorption. Alternatively, it is possible to suppress insufficient operation.

  In the above embodiment, the ECU 12 causes the first impact Ef when the host vehicle collides with the preceding vehicle and the second impact Eb when the host vehicle collides with the following vehicle to be substantially equal. By controlling the speed of the host vehicle, the "speed control means" described in the claims makes the inter-vehicle distance between the preceding vehicle and the host vehicle and the inter-vehicle distance between the host vehicle and the following vehicle substantially equal. By controlling the travel of the host vehicle, the “inter-vehicle distance control means” described in the claims activates the active seat 36 when the host vehicle is predicted to collide with both the preceding vehicle and the following vehicle. The “occupant protection activation control means” described in the claims creates the bumper airbag 32 and the active bumper 34 when the host vehicle is predicted to collide with both the preceding vehicle and the following vehicle. Set forth in the appended claims by "shock absorbing boot control means" is realized, respectively. Further, the occupant protection device 30 is included in the “head restraint device” described in the claims, the occupant protection device 30 and the active seat 36 are included in the “occupant protection device” described in the claims, the bumper airbag 32 and The active bumpers 34 correspond to the “impact absorbers” recited in the claims.

  By the way, in the above-described embodiment, both the preceding vehicle and the following vehicle with which the own vehicle collides have substantially the same mass as the own vehicle, and the first impact Ef and the second impact Eb should be made substantially equal. Although the speed of the host vehicle is controlled so that the relative speed Vf with the preceding vehicle and the relative speed Vb with the following vehicle are substantially equal, the own vehicle measures and detects the mass of the preceding vehicle and the following vehicle. If the vehicle ahead and the following vehicle have masses that are significantly different from those of the subject vehicle, the speed of the subject vehicle is controlled so that the first impact Ef and the second impact Eb are substantially equal. It is good to do. In this case, the relative speed Vf with the preceding vehicle and the relative speed Vb with the following vehicle are greatly different.

  Further, in the above embodiment, the first impact Ef when the host vehicle collides with the preceding vehicle and the second impact Eb when the host vehicle collides with the following vehicle are substantially equal. Although the speed is controlled, the present invention is not limited to this, and the speed of the host vehicle may be controlled so that the first impact Ef is smaller than the second impact Eb. In this configuration, if the own vehicle, the preceding vehicle, and the following vehicle have substantially the same mass, the relative speed Vf between the preceding vehicle and the own vehicle at the time of the collision is higher than the relative speed Vb between the own vehicle and the following vehicle. This is equivalent to a configuration in which the speed control of the host vehicle is executed so as to decrease. According to such a configuration, compared with a configuration in which the first impact Ef and the second impact Eb are equal while the impact when the host vehicle collides with the preceding vehicle and the following vehicle is dispersed to some extent, Since the impact of the host vehicle on the preceding vehicle is suppressed to a low level, it is possible to reduce the harmfulness of the host vehicle to the preceding vehicle, and at the same time, the impact received by the host vehicle from the preceding vehicle is suppressed to a small level. It is possible to suppress a situation in which the occupant protection function is not exhibited against an impact caused by a collision.

  In the above-described embodiment, the occupant configuration that rides on the host vehicle, that is, the first when the host vehicle collides with the preceding vehicle regardless of which vehicle seat an occupant other than the driver is seated on. The speed of the host vehicle is controlled in consideration of both the impact Ef of the host vehicle and the second impact Eb when the host vehicle collides with the following vehicle, but the impact is controlled in consideration of the occupant configuration of the host vehicle. For example, when the occupant is seated on the rear seat, the second impact Eb caused by the collision with the following vehicle is smaller than that when the occupant is not seated on the rear seat. Speed control may be performed.

  Furthermore, in the above-described embodiment, the first vehicle's own vehicle E1 is impacted in consideration of both the first impact Ef when the own vehicle collides with the preceding vehicle and the second impact Eb when the own vehicle collides with the following vehicle. Although the speed control is to be performed, this control is performed only when it is determined that the vehicle occupant is wearing the seat belt using the seat belt switch 20, and the vehicle occupant is not wearing the seat belt. It is important not to do this if it is determined. If the seat belt is not attached, the occupant's body is not restrained by the seat belt particularly when the host vehicle collides with the preceding vehicle, so that a large impact is applied to the occupant. Therefore, in this case, it is appropriate to decelerate the host vehicle with the maximum braking force in order to prevent the passenger from being greatly damaged by maximizing the first impact Ef caused by the collision with the preceding vehicle. It becomes.

1 is a system configuration diagram of a vehicle collision impact control apparatus according to an embodiment of the present invention. It is a figure for demonstrating each operation | movement of the bumper airbag of this example, an active bumper, and an active seat. It is a figure for demonstrating the condition which can be implement | achieved when the own vehicle pinched | interposed between the preceding vehicle and the following vehicle is decelerated with a big braking force so as to avoid a collision with the preceding vehicle. In a situation where the host vehicle is sandwiched between the preceding vehicle and the following vehicle, impact energy Ef when the host vehicle collides with the preceding vehicle, impact energy Eb when the host vehicle collides with the following vehicle, and the host vehicle speed V1 at that time FIG. In the vehicle impact impact control apparatus of this embodiment, the relationship between the relative speeds Vf and Vb when the host vehicle collides with the preceding vehicle or the following vehicle, the bag internal pressure of the bumper airbag, the number of actuations, and the operation amount of the active bumper. It is a map showing. It is a figure for demonstrating the control method of the active seat in the collision impact control apparatus for vehicles of a present Example. It is a flowchart of the control routine performed in the collision impact control apparatus for vehicles of a present Example.

Explanation of symbols

10 Vehicle Impact Impact Control Device 12 Electronic Control Unit (ECU)
DESCRIPTION OF SYMBOLS 14 Front obstacle sensor 16 Subsequent vehicle sensor 18 Own vehicle speed sensor 22 Brake actuator 24 Transmission 26 Throttle actuator 30 Crew protection device 32 Bumper airbag 34 Active bumper 36 Active seat

Claims (9)

When the host vehicle is predicted to collide with both the forward vehicle existing ahead of the host vehicle and the subsequent vehicle that follows the host vehicle, the first impact and the host vehicle due to the collision between the front vehicle and the host vehicle are detected. A vehicle collision impact control device for controlling a second impact caused by a collision between a vehicle and the following vehicle,
A collision impact control device for a vehicle, comprising speed control means for controlling the speed of the host vehicle in consideration of both the first impact and the second impact before a collision occurs.   2. The collision impact control apparatus for a vehicle according to claim 1, wherein the speed control means controls the speed of the host vehicle so that the first impact and the second impact are substantially equal.   The speed control means controls the speed of the host vehicle so that a sum of squares of a relative speed between the preceding vehicle and the host vehicle and a relative speed between the host vehicle and the following vehicle is minimized. The collision impact control device for a vehicle according to claim 2.   3. The speed control means controls the speed of the host vehicle so that a relative speed between the preceding vehicle and the host vehicle is substantially equal to a relative speed between the host vehicle and the succeeding vehicle. The collision impact control apparatus for vehicles as described.   The speed control means controls the speed of the host vehicle so that a relative speed between the preceding vehicle and the host vehicle is smaller than a relative speed between the host vehicle and the following vehicle. Vehicle collision impact control device.   The inter-vehicle distance control means for controlling the travel of the own vehicle so that the inter-vehicle distance between the preceding vehicle and the own vehicle and the inter-vehicle distance between the own vehicle and the following vehicle are substantially equal. The collision impact control device for a vehicle according to any one of 1 to 5.   An occupant protection activation control unit that activates an occupant protection device that protects an occupant of the own vehicle when the own vehicle is predicted to collide with at least one of the preceding vehicle and the following vehicle. Item 7. The impact impact control device for a vehicle according to any one of Items 1 to 6.   The collision impact control device for a vehicle according to claim 7, wherein the occupant protection device is a head restraint device that restrains an occupant's head.   Shock absorption activation control means for activating an impact absorbing device that absorbs the first impact or the second impact when the host vehicle is predicted to collide with at least one of the preceding vehicle and the following vehicle; The collision impact control device for a vehicle according to any one of claims 1 to 8, further comprising:

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