JP4851800B2 - Vehicle collision control device - Google Patents

Description

  The present invention provides a vehicle collision control device that reduces collision damage when it is determined that a collision with another vehicle cannot be avoided, and reduces collision damage when it is determined that a collision with a pedestrian cannot be avoided. The present invention relates to a vehicle collision control device.

When it is determined that the host vehicle cannot avoid a collision with an obstacle ahead, the vehicle height of the host vehicle is changed according to the shape of the obstacle, the number of passengers of the host vehicle, the passenger position of the host vehicle, etc. It is known from Patent Document 1 below that the damage of the own vehicle when the vehicle collides with an obstacle is changed.
JP 2000-95130 A

  By the way, although the above-mentioned conventional thing can reduce the damage of the own vehicle at the time of a collision, the reduction of the damage of the opponent who collides is not taken into consideration, and there is a possibility that the damage of the opponent will be increased. is there. Moreover, in order to increase the vehicle height of the own vehicle, it is necessary to lift a heavy vehicle body, which requires not only a large amount of energy, but also its operation may be delayed and may not be in time for a collision.

  The present invention has been made in view of the above circumstances, and when the own vehicle collides with an obstacle such as another vehicle or a pedestrian, the collision energy absorption effect is enhanced to minimize damage. Objective.

  In order to achieve the above object, according to the first aspect of the present invention, in a vehicle collision control device for reducing collision damage when it is determined that a collision with another vehicle cannot be avoided, A vehicle body size determining means for determining a vehicle body size, a collision position relationship determining means for determining a positional relationship in which the host vehicle and the other vehicle collide, and a bumper height of the other vehicle are estimated from the vehicle body size determined by the vehicle body size determining means. A bumper height estimating means, a sub-bumper beam raising / lowering mechanism for raising and lowering a sub-bumper beam of the host vehicle, and a front side frame stiffness variable mechanism for weakening deformation stiffness of the front side frame of the host vehicle, The bumper height is estimated when the positional relationship of collision between the host vehicle and the other vehicle determined by the relationship determination means is a frontal collision or a rear collision. The sub-bumper beam elevating mechanism raises / lowers the sub-bumper beam of the host vehicle according to the bumper height of the other vehicle estimated in the stage, and the deformation rigidity of the front side frame of the host vehicle is weakened by the front side frame stiffness variable mechanism. A vehicle collision control device is proposed.

According to the second aspect of the present invention, in the vehicle collision control device for reducing collision damage when it is determined that a collision with another vehicle cannot be avoided, the vehicle body size for determining the vehicle body size of the other vehicle. Determining means; collision position relation determining means for determining a positional relation in which the host vehicle and the other vehicle collide; side sill height estimating means for estimating a side sill height of the other vehicle from the vehicle body size determined by the vehicle body size determining means; A sub-bumper beam raising / lowering mechanism that raises and lowers the sub-bumper beam of the host vehicle and a front side frame stiffness variable mechanism that weakens the deformation stiffness of the front side frame of the host vehicle. The side sill of the other vehicle estimated by the side sill height estimating means when the positional relationship between the vehicle and the other vehicle is a side collision. Accordingly, the sub-bumper beam elevating mechanism raises and lowers the sub-bumper beam of the host vehicle, and the front side frame stiffness variable mechanism weakens the deformation rigidity of the front side frame of the host vehicle. collision control device Ru been proposed.

  According to the configuration of the first aspect, when it is determined that a frontal collision or a rearal collision with another vehicle cannot be avoided, the sub-bumper beam elevating mechanism uses the sub-bumper beam lifting mechanism according to the bumper height of the other vehicle estimated by the bumper height estimating means. As the sub-bumper beam of the host vehicle is raised and lowered, it prevents the host vehicle from riding on or under the other vehicle, increasing the impact energy absorption effect, and the front side frame stiffness variable mechanism. By weakening the deformation rigidity of the front side frame of the host vehicle, the front side frame can be efficiently crushed to increase the impact energy absorption effect, and damage to the host vehicle and other vehicles can be minimized.

According to the second aspect of the present invention, when it is determined that a side collision with another vehicle cannot be avoided, the sub-bumper beam elevating mechanism uses the own vehicle according to the side sill height estimated by the side sill height estimating means. As the sub-bumper beam of the vehicle is raised and lowered, the sub-bumper beam of the host vehicle collides with the side sill of the other vehicle and the impact energy absorption effect is improved while preventing the door and center pillar of the other vehicle from entering the vehicle interior. By weakening the deformation rigidity of the front side frame of the host vehicle with the front side frame stiffness variable mechanism, the front side frame is efficiently crushed to improve the impact energy absorption effect, and damage to the host vehicle and other vehicles Ru can be suppressed to a minimum.

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

  1 to 15 show an embodiment of the present invention, FIG. 1 is a block diagram showing a control system of a vehicle collision control device, and FIG. 2 is a first flowchart illustrating the operation of the vehicle collision control device. FIG. 3 is a second part of a flow chart for explaining the operation of the vehicle collision control device, FIG. 4 is a side view of the front part of the vehicle body showing the sub-bumper beam lifting mechanism, and FIG. 5 is part 5 of FIG. 6 is an enlarged sectional view taken along line 6-6 of FIG. 5, FIG. 7 is an exploded perspective view of the front portion of the vehicle body, FIG. 8 is a plan view of the front portion of the vehicle body showing the front side frame stiffness variable mechanism, and FIG. 8 is an enlarged view in the direction of arrow 9 in FIG. 8, FIG. 10 is a sectional view taken along line 10-10 in FIG. 9, FIG. 11 is a side view of the front part of the vehicle body showing the hood hood tilt mechanism, and FIG. FIG. 13 is a diagram showing a state when the hood hood tilting mechanism is activated, FIG. Is a diagram showing the definition of the collision lap amount, FIG. 15 is an explanatory diagram of the action at the time of a frontal collision with another vehicle, FIG. 9 is an explanatory diagram of an action at the time of a side collision with another vehicle, and FIG. It is an operation explanatory view.

  As shown in FIG. 1, the electronic control unit 101 of the vehicle collision control device includes a radar device 102 that detects an obstacle ahead of the host vehicle, a CCD camera 103 that images an obstacle ahead of the host vehicle, Signals from the navigation system 104 storing the road conditions around the host vehicle, the vehicle speed sensor 105, the rudder angle sensor 106, the yaw rate sensor 107, the brake sensor 108, and the throttle opening sensor 109 are input. Based on the signals, the electronic control unit 101 includes a steering actuator 110, a brake actuator 111, a throttle actuator 112, a sub-bumper beam elevating mechanism 113 that elevates and lowers the sub-bumper beam of the host vehicle, and a deformation of the front side frame of the host vehicle. Front side face that weakens rigidity And over arm rigidity changing mechanism 114, controls the operation of the hood tilting mechanism 115 for tilting the hood of the vehicle rearwardly upwards.

  That is, the electronic control unit 101 detects the direction, distance, relative speed, etc. of obstacles such as other vehicles and pedestrians in front of the own vehicle based on information from the radar device 102, the CCD camera 103 and the navigation system 104. Based on the vehicle speed detected by the vehicle speed sensor 105, the rudder angle detected by the rudder angle sensor 106, the yaw rate detected by the yaw rate sensor 107, the operating condition of the brake detected by the brake sensor 108, and the throttle opening detected by the throttle opening sensor 109. Thus, it is determined whether or not the own vehicle can avoid a collision with the obstacle.

  As a result, when it is determined that the collision can be avoided, the operation of the steering actuator 110, the brake actuator 111 and / or the throttle actuator 112 is controlled, and the own vehicle is decelerated, steered, accelerated, or a combination thereof. Assists in avoiding collisions with obstacles. On the other hand, when it is determined that the collision cannot be avoided, the operations of the sub-bumper beam elevating mechanism 113, the front side frame stiffness varying mechanism 114 and / or the hood hood tilting mechanism 115 are controlled to reduce the collision damage. .

  Next, the structure of the sub-bumper beam lifting mechanism 113 will be described with reference to FIGS.

  Left and right front side frames 12, 12 extending in the longitudinal direction of the vehicle body are disposed along the left and right sides of the engine room 11 formed at the front of the vehicle body of the automobile, and the vehicle is disposed at the front ends of these front side frames 12, 12. Brackets 15, 15 provided on the rear surface of the bumper beam 14 extending in the width direction are coupled by bolts 16. A bumper 18 is constituted by the bumper beam 14 and a bumper face 17 covering the front surface thereof.

  A line connecting the lower surface of the front wheel W and the lower end of the bumper 18 and forming an approach angle α with respect to the ground is defined as an approach angle line L. The approach angle α is such that the lower end of the bumper 18 is not in contact with the road surface when the vehicle moves from a flat road to an uphill road, when the vehicle moves from a downhill road to a flat road, or when the vehicle gets over a protrusion on the road surface. Is set as follows.

  A float subframe 20 that supports an engine and a suspension device (not shown) is fixed to brackets 19, 19 provided on the lower surfaces of the front side frames 12, 12 with bolts 21. The front subframe 20 is composed of left and right vertical members 22, 22 joined in a frame shape with a front lateral member 23 and a rear lateral member (not shown), and a pair of left and right brackets 25, 25 are attached to the front lateral member 23. Fixed. Each bracket 25 includes first and second fixing plates 25a and 25b and first and second supporting plates 25c and 25d. The first and second fixing plates 25a and 25b move the front lateral member 23 up and down. The output shaft 27 of the actuator 26 made of an electric motor welded so as to be sandwiched between the first support plate 25c and supported by the first support plate 25c is supported by bearings 28 and 28 provided on the first and second support plates 25c and 25d.

  The base end of the swing arm 29 is spline-engaged with the output shaft 27 between the first and second support plates 25c and 25d, and the tip of the pair of left and right swing arms 29 and 29 extends in the left-right direction of the vehicle body. Connected to the beam 30. A damper 31 that connects the vicinity of the tip of each swing arm 29 and the bumper beam 14 urges the rod 33 in a protruding direction by the pressure of the gas filled in the cylinder 32. The urging is performed from the storage position indicated by the chain line in FIG. 5 to the operation position indicated by the solid line.

  Next, the structure of the front side frame stiffness varying mechanism 114 will be described with reference to FIGS. The front side frame stiffness varying mechanism 114 is the same as that disclosed in detail in Japanese Patent Application Laid-Open No. 2005-104455, which is filed by the present applicant, and will be briefly described here.

  Each front side frame 12 has a plurality of frame elements 41... Connected in series by hinges, and the flexural rigidity of the hinges is controlled by servo motors 42. That is, two first hinge arms 41a and 41a projecting from one end of one frame element 41 and two second hinge arms 41b and 41b projecting from the other end of another frame element 41 adjacent thereto. And the rotating shaft 44 of the servo motor 42 fixed to one second hinge arm 41b is key-coupled to the two first hinge arms 41a and 41a. The The servo motor 42 is provided with an electromagnetic brake 45 that locks the rotation of the rotary shaft 44.

  Accordingly, when the electromagnetic brake 45 of the servo motor 42 is operated, the front side frame 12 can be locked so as not to be bent, and when the servo motor 42 is driven with the electromagnetic brake 45 unlocked, Moments of arbitrary magnitude can be generated in each other.

  A coil spring 47 made of a shape memory alloy and a rod-shaped electric heater 48 are coaxially disposed between contact members 46 provided on the opposing inner walls of each frame element 41.

  Next, the structure of the hood hood inclination mechanism 115 will be described with reference to FIGS. The hood hood tilting mechanism 115 is the same as that disclosed in detail in Japanese Patent Application Laid-Open No. 2001-18843, which is filed by the present applicant, and will be briefly described here.

  The left and right rear portions of the hood hood 51 that opens and closes the engine room 11 are supported by a bracket 53 provided on the vehicle body side via a link mechanism 52 so as to be movable up and down. The link mechanism 52 includes a lower link 55 pivotally supported at one end by a pin 54 on the bracket 53, and an upper link 57 pivotally supported at one end by a pin 56 at the other end of the lower link 55. The other end is pivotally supported by a pin 59 on a bracket 58 provided at the rear end of the hood hood 51. The lower link 55 and the upper link 57 are fixed in a folded state by a synthetic resin link temporary fixing tool 60. The upper end of the output rod 62 of the cylinder 61 provided in the engine room 11 faces the rear inner surface of the hood hood 51 so as to be able to come into contact therewith.

  Thus, at the normal time, the front part of the hood hood 51 can be opened and closed with the pin 59 at the other end of the upper link 57 in the folded state as a fulcrum. If it is determined that the collision with the pedestrian cannot be avoided, the cylinder 61 extends and the output rod 62 pushes up the rear part of the hood hood 51, whereby the temporary link fixing device 60 is broken and the upper link 57 and the lower link 55 are broken. And the rear portion of the hood hood 51 is fixed in an inclined state.

  Next, the operation of the embodiment of the present invention having the above configuration will be described with reference to the flowcharts of FIGS.

  First, in step S1, obstacles such as other vehicles and pedestrians in front of the host vehicle are detected based on information from the radar device 102, the CCD camera 103, and the navigation system 104. If the obstacle is a vehicle in step S2, In step S3, the size of the other vehicle (that is, the type of light vehicle, ordinary passenger car, minivan, truck, bus, etc.) is determined based on the information from the CCD camera 103, and the collision position relationship between the host vehicle and the other vehicle in step S4. (I.e., whether it is a frontal collision, a rear collision, or a side collision), and in step S5, what percentage of the collision lap amount shown in FIG. )).

  In subsequent step S6, the own vehicle avoids collision with the other vehicle based on the direction, distance, relative speed, etc. of the other vehicle and the vehicle speed, rudder angle, yaw rate, brake operation status, throttle opening degree, etc. Determine if you can. If it is determined that collision avoidance is possible, the operation of the steering actuator 110, brake actuator 111, throttle actuator 112, etc. is controlled in step S7 to assist collision avoidance with other vehicles.

  On the other hand, if it is determined in step S6 that collision avoidance is impossible, a warning is issued to the driver in step S8, and collision damage is reduced in the following steps S9 to S15 according to the collision mode.

  That is, if the collision is a front collision or a rear collision in step S9, the bumper height of the other vehicle is estimated in step S10. The bumper height is estimated from the size (vehicle type) of the other vehicle determined in step S3. In subsequent step S11, the sub-bumper beam raising / lowering mechanism 113 is operated according to the estimated bumper height of the other vehicle, the vehicle body size of the other vehicle determined in step S3, and the collision lap amount determined in step S5. Then, the sub-bumper beam 30 is lowered to a predetermined height. In step S12, the front side frame stiffness variable mechanism 114 is operated to reduce the stiffness of the front side frames 12, 12.

The height at which the sub-bumper beam 30 is lowered in step S11 is set as follows, for example.
A. When the collision mode is a frontal collision, the other vehicle is smaller than the own vehicle, and the collision lap amount is 25% or more, the sub bumper beam 30 of the own vehicle is set lower than the bumper beam of the other vehicle and the own vehicle Prevent getting on top of other vehicles.
B. When the collision mode is a frontal collision, the other vehicle is larger than the own vehicle, and the collision lap amount is 50% or more, the sub bumper beam 30 of the own vehicle is set to the same height as the bumper beam of the other vehicle. And absorb the collision energy of other vehicles.
C. When the collision mode is a rear collision, the other vehicle is smaller than the own vehicle, and the collision lap amount is 50% or more, the sub bumper beam 30 of the own vehicle is set lower than the bumper beam of the other vehicle, and the own vehicle Prevent getting on top of other vehicles.
D. When the collision mode is a rear collision, the other vehicle is larger than the own vehicle, and the collision lap amount is 70% or more, the sub bumper beam 30 of the own vehicle is set lower than the bumper beam of the other vehicle, and the rear surface of the tire To prevent the vehicle from entering under other vehicles.

  Next, the operation of the sub bumper beam 30 will be specifically described.

  In normal times when there is no danger of a vehicle colliding, the sub-bumper beam 30 is in the retracted position indicated by the chain line in FIG. 5, and at this time, the sub-bumper beam 30 is located above the approach angle line L. Therefore, when the vehicle moves from a flat road to an uphill road or when the vehicle moves from a downhill road to a flat road, the sub-bumper beam 30 is prevented from coming into contact with the road surface.

  When the actuators 26 and 26 are actuated by a command from the electronic control unit 35, the output shafts 27 and 27 rotate and the left and right swing arms 29 and 29 swing downward. As a result, the sub-bumper beam 30 urged by the elastic force of the dampers 31 and 31 quickly descends and stops at the operating position indicated by the solid line in FIG. At this time, the left and right swing arms 29, 29 are in a substantially horizontal state.

  In this state, as shown in FIG. 15, when the host vehicle collides head-on with another vehicle, even if the bumper beam 14 of the host vehicle is positioned higher than the bumper beam 71 of the other vehicle, the lowered sub-bumper beam 30 By catching on the bumper beam 71 of the other vehicle, it is possible to prevent the host vehicle from riding on the other vehicle and damaging the passenger compartment of the other vehicle.

  The collision energy input from the other vehicle to the bumper beam 14 is transmitted to the front side frames 12 and 12 through the brackets 15 and 15 as shown by arrows in FIG.

  At that time, the front side frame stiffness variable mechanism 114 provided in each front side frame 12 operates as follows. That is, when the electric heater 48 is energized, the coil spring 47 made of a shape memory alloy expands and generates a load that spreads the inner walls facing each other of the frame element 41. When it is determined that the moment applied to the hinge is greater than or equal to the crushing moment of the front side frame 12 by the output of a load sensor (not shown) provided on the frame element 41, the electromagnetic brake 45 is deactivated and the servo motor 42 is driven. By doing so, the moment which opposes the bending moment added to a hinge part is generated. Thereby, the collision load is reliably transmitted to each frame element 41, and combined with the load generated by the coil spring 47, the entire front side frame 12 can be effectively crushed and the collision energy can be efficiently absorbed.

  The left and right front side frame stiffness varying mechanisms 114, 114 can be operated only in accordance with the collision mode, or can be operated at different timings on the left and right.

  Further, the collision energy input from the other vehicle to the sub-bumper beam 30 is transmitted to the front sub-frame 20 through the swing arms 29, 29, and a part of the collision energy transmitted to the front side frames 12, 12 is also included. It is transmitted to the froth subframe 20 through the brackets 19 and 19 and absorbed. At this time, since the swing arms 29 and 29 are in a substantially horizontal posture, the collision energy input to the sub-bumper beam 30 can be efficiently transmitted to the front sub-frame 30.

  The same collision energy absorption effect can be exhibited when the host vehicle collides with another vehicle, but when the rear wheel of the other vehicle is close to the rear end of the vehicle body, the lowered sub-bumper beam The impact energy absorption effect can be exhibited by colliding 30 with the rear surface of the rear wheel of the other vehicle.

  Returning to the flowchart of FIG. 3, if the collision is a side collision in step S9, the side sill height of the other vehicle is estimated in step S13. This side sill height is estimated from the size (vehicle type) of the other vehicle determined in step S3. In subsequent step S14, the sub-bumper beam lifting mechanism 113 is operated according to the estimated side sill height of the other vehicle, the vehicle body size of the other vehicle determined in step S3, and the collision lap amount determined in step S5. Then, the sub bumper beam 30 is lowered to a predetermined height. In step S15, the front side frame rigidity variable mechanism 114 is operated to reduce the rigidity of the front side frames 12, 12.

The height at which the sub-bumper beam 30 is lowered in step S14 is set as follows, for example.
A. When the other vehicle is smaller than the own vehicle and the collision lap amount is 100%, if the side sill of the other vehicle is lower than the storage position of the sub bumper beam 30 of the own vehicle, the sub bumper beam 30 of the own vehicle is moved to the other vehicle. The same height as the side sill 44 is made to collide with each other.
B. When the other vehicle is larger than the own vehicle and the collision lap amount is 100%, if the side sill 44 of the other vehicle is higher than the storage position of the sub bumper beam 30 of the own vehicle, the sub bumper beam 30 is held in the storage position. If the side sill 44 of the other vehicle is lower than the storage position of the sub-bumper beam 30 of the own vehicle, the sub-bumper beam 30 of the own vehicle is caused to collide with each other with the same height as the side sill 44 of the other vehicle.

  As shown in FIG. 16, when the sub bumper beam 30 is lowered to the operating position, the front end of the sub bumper beam 30 and the front end of the bumper beam 14 are aligned in the vehicle longitudinal direction (FIG. 5). When the vehicle bumper beam 14 collides with the door 72 and the center pillar 73 of the other vehicle when a side collision occurs with the other vehicle, the sub-bumper beam 30 of the own vehicle collides with the side sill 74 of the other vehicle. To do. At this time, since the side sill 74 and the floor frame 75 connected to the side sill 74 have higher rigidity than the door 72 and the center pillar 73, the collision energy is efficiently absorbed by the sub-bumper beam 30 of the host vehicle and the side sill 74 of the other vehicle. Thus, it is possible to prevent the bumper beam 14 of the own vehicle from penetrating into the passenger compartment of another vehicle.

  Also in the case of this side collision, the collision energy input to the front side frames 12 and 12 is efficiently absorbed by the front side frame stiffness varying mechanisms 114 and 114 as in the case of the front collision and the rear collision described above. The

  As described above, in an emergency in which a collision is predicted, the sub-bumper beam 30 is held at the retracted position above the approach angle line L (see FIG. 5) to avoid contact with the road surface. Since the sub-bumper beam 30 is lowered to the operating position below the approach angle line L, when the host vehicle collides head-on with another vehicle, the host vehicle rides on the other vehicle (the other vehicle sinks under the host vehicle). The collision energy can be effectively absorbed and when the host vehicle collides with another vehicle, the collision energy can be effectively prevented by preventing the host vehicle from penetrating into the passenger compartment of the other vehicle. Can be absorbed into. Moreover, since the actuators 26 and 26 operate only when a collision with another vehicle is predicted, not only the power consumption of the actuators 26 and 26 is reduced, but also noise due to the operation of the actuators 26 and 26 becomes a problem. There is nothing.

  Returning to the flowchart of FIG. 2, if the obstacle is a pedestrian in step S2, in the following step S16, the pedestrian's direction, distance, relative speed, etc., and the vehicle speed, rudder angle, yaw rate, brake operation of the host vehicle It is determined whether or not the host vehicle can avoid a collision with a pedestrian based on the situation, throttle opening, and the like. As a result, if it is determined that collision avoidance is possible, the operation of the steering actuator 110, brake actuator 111, throttle actuator 112, etc. is controlled in step S7 to assist collision avoidance with a pedestrian. On the other hand, if it is determined in step S16 that collision avoidance is impossible, a warning is issued to the driver in step S17, and collision damage is reduced in the following steps S18 to S20.

  That is, in step S18, the sub-bumper beam elevating mechanism 113 is substantially lowered to the height of the pedestrian's shin, and in step S19, the front side frame stiffness varying mechanism 114 is operated to reduce the stiffness of the front side frames 12, 12. Further, in step S20, the hood hood tilt mechanism 115 is tilted so that the rear end of the hood hood 51 is raised.

  As a result, even if the head of a pedestrian whose shin has been scooped by the lowered sub-bumper beam 30 comes into contact with the hood hood 51, the distance between the hood hood 51 and equipment such as the engine in the engine room 11 is sufficiently large. Since it is secured, the impact can be absorbed by the deformation of the hood hood 51. At the same time, the front side frames 12 and 12 are crushed as described above to buffer the impact applied to the pedestrian's knee.

  As described above, the sub-bumper beam elevating mechanism 113, the front side frame stiffness varying mechanism 114, and the hood hood tilting mechanism 115 have higher control responsiveness than those that adjust the vehicle height by raising and lowering the body of the host vehicle. Even in an emergency where a collision is imminent, it can be operated with sufficient time. In addition, by operating at least two of the sub-bumper beam raising / lowering mechanism 113, the front side frame rigidity varying mechanism 114, and the hood hood tilting mechanism 115 at the same time, the optimum impact absorbing effect according to the collision mode is exhibited and the collision is performed. Damage can be minimized.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

Block diagram showing a control system of a vehicle collision control device First partial view of a flowchart for explaining the operation of the vehicle collision control device The 2nd partial figure of the flowchart explaining the effect | action of the collision control apparatus for vehicles Side view of the front of the car body showing the sub-bumper beam lifting mechanism 5 enlarged view of FIG. 6-6 enlarged sectional view of FIG. Disassembled perspective view of the front of the vehicle body Plan view of the front part of the car body showing the variable front side frame stiffness mechanism 9 direction enlarged arrow view of FIG. Sectional view taken along line 10-10 in FIG. Side view of the front of the car body showing the hood hood tilt mechanism 12 enlarged view of FIG. The figure which shows the state at the time of the action | operation of a bonnet hood inclination mechanism Diagram showing definition of collision lap amount Action explanatory diagram at the time of frontal collision with other vehicles Action explanatory diagram at the time of side collision with other vehicles Action explanatory diagram at the time of collision with pedestrian

12 Front Side Frame 30 Sub Bumper Beam 51 Bonnet Hood 113 Sub Bumper Beam Elevating Mechanism 114 Front Side Frame Rigidity Changing Mechanism 115 Bonnet Hood Tilting Mechanism S3 Step S4 as Body Size Determination Unit Step S4 Step S10 as Collision Position Relationship Determination Unit Bumper Height Step S13 as estimation means Step as side sill height estimation means

Claims (2)

In a vehicle collision control device that reduces collision damage when it is determined that a collision with another vehicle cannot be avoided,
Vehicle body size determination means (S3) for determining the vehicle body size of the other vehicle;
Collision positional relationship determination means (S4) for determining the positional relationship where the host vehicle and the other vehicle collide, and bumper height estimation for estimating the bumper height of the other vehicle from the vehicle body size determined by the vehicle body size determination means (S3) Means (S10);
A sub-bumper beam elevating mechanism (113) for elevating and lowering the sub-bumper beam (30) of the host vehicle;
A front side frame stiffness variable mechanism (114) that weakens the deformation stiffness of the front side frame (12) of the host vehicle;
With
The bumper height of the other vehicle estimated by the bumper height estimating means (S10) when the positional relationship where the own vehicle and the other vehicle collide determined by the collision position relationship determining means (S4) is a frontal collision or a rear collision. Accordingly, the sub-bumper beam elevating mechanism (113) raises and lowers the sub-bumper beam (30) of the host vehicle, and the front side frame stiffness varying mechanism (114) deforms the front side frame (12) of the host vehicle. Vehicular collision control device characterized by weakening In a vehicle collision control device that reduces collision damage when it is determined that a collision with another vehicle cannot be avoided,
Vehicle body size determination means (S3) for determining the vehicle body size of the other vehicle;
Collision positional relationship determination means (S4) for determining the positional relationship between the host vehicle and the other vehicle and side sill height estimation for estimating the side sill height of the other vehicle from the vehicle body size determined by the vehicle body size determination means (S3). Means (S13);
A sub-bumper beam elevating mechanism (113) for elevating and lowering the sub-bumper beam (30) of the host vehicle;
A front side frame stiffness variable mechanism (114) that weakens the deformation stiffness of the front side frame (12) of the host vehicle;
With
When the positional relationship in which the host vehicle and the other vehicle collide determined by the collision positional relationship determining means (S4) is a side collision, according to the side sill height of the other vehicle estimated by the side sill height estimating means (S13). The sub-bumper beam elevating mechanism (113) raises and lowers the sub-bumper beam (30) of the host vehicle, and the front side frame stiffness varying mechanism (114) weakens the deformation rigidity of the front side frame (12) of the host vehicle. vehicle collision control equipment, characterized by.

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