JP6478140B2 - Vehicle collision body protection device - Google Patents

Description

  The present invention relates to a vehicle collision body protecting apparatus for preventing a secondary collision of a collision body on a road surface after a vehicle and a collision body collide.

  Patent Document 1 discloses a guide bar extending from a casing on a roof toward the front of the vehicle, a plurality of standing bars attached to the guide bar and standing, a protective net stretched over each standing bar, and a guide bar A collision object protection device is described which comprises a drive source for the extension operation. The collision object protection device deploys the protection net when the collision of the vehicle with the collision object such as a pedestrian is detected. The protection net in the unfolded state covers the vehicle engine hood and windshield from above. When the vehicle and the pedestrian collide, the pedestrian collides with the protective net.

  In Patent Document 2, a hinge with a spring is provided at the lower part of a large bumper at the front of the vehicle body, and this is attached to a bumper mounting arm so as to open forward, and a hinge with a spring is provided at the upper part of the bumper, A bumper with a rescue device for an automobile, in which a frame with a frame is attached to a spring hinge, is described. This bumper with a rescue device is usually folded on the inner side of the bumper and the bumper is fastened to the front grille.When the bumper is in operation, the bumper opens forward via a spring hinge at the bottom. The receiving net opens forward to catch pedestrians.

JP 2004-66900 A Japanese Patent Laid-Open No. 49-134033

  In the collision object protection device described in Patent Document 1, when a vehicle and a pedestrian collide, a protective net is deployed between the vehicle and the pedestrian, and the collision energy of the pedestrian that collides with the vehicle by the protective net is obtained. However, if the pedestrian jumps forward of the vehicle, the secondary collision of the pedestrian on the road surface cannot be prevented.

  In the bumper with a rescue device for an automobile described in Patent Document 2, when a vehicle and a pedestrian collide and the pedestrian is thrown forward of the vehicle, the framed receiving net is developed forward to receive the pedestrian. However, since the frame receiving net accommodated in the bumper is relatively short, a pedestrian may be jumped forward than the frame receiving net. In this case, a pedestrian's secondary collision on the road surface is prevented. I can't.

  Then, this invention aims at provision of the collision body protection apparatus which can prevent reliably the secondary collision of the pedestrian to a road surface when a vehicle and a pedestrian collide.

In order to solve the above-described problem, the present disclosure is a collision body protection device provided in a vehicle for protecting a collision body that has collided with a collision target surface portion of a front portion of a vehicle body, and includes a pair of left and right tilt arms and a movement restriction A member, a collision detection means, a tilting means, and a control means are provided. Each of the pair of left and right tilt arms has a base end portion that is supported so as to be rotatable with respect to the vehicle body around a rotation axis that extends in the vehicle width direction above the collision target surface portion, and extends rearward from the base end portion. It is possible to tilt between the normal position located behind and above the impacted surface part and the operating position that is reversed from the normal position by rotating upward about the rotation axis and approaches or touches the impacted surface part. is there. The movement restricting member is stretched between the left and right tilt arms and covers the collision surface portion of the vehicle body from the front or the upper side in a state where the left and right tilt arms reach the operating position. The collision detection means detects the collision of the collision object with the collision target surface portion of the vehicle body. The tilting means tilts the left and right tilting arms. The control unit controls the tilting unit to tilt the left and right tilting arms from the normal position to the operating position when the collision detecting unit detects a collision of the colliding body with the collision target surface portion. When the left and right tilt arms reach the operating position, the movement restricting member captures the colliding body colliding with the collided surface portion between the colliding surface portion and restricts the forward movement of the colliding body.

A first aspect of the present invention is the collision body protecting apparatus according to the above-described disclosure, wherein the movement restricting member has both ends in the vehicle width direction extending along the left and right tilt arms and supported by the left and right tilt arms. The arm is stretched between the left and right tilting arms via both ends in the vehicle width direction. The collision detection unit includes a collision prediction unit and a collision avoidance determination unit. The collision prediction means predicts the collision of the collision object with the collision target surface portion of the vehicle body. The collision avoidance determining means determines whether or not a collision with the collision target surface portion of the vehicle body can be avoided based on the information predicted by the collision prediction means. The control unit controls the tilting unit to tilt the left and right tilting arms from the normal position to the operating position when the collision avoidance determining unit determines that the collision with the colliding body cannot be avoided.

  In the above configuration, when the collision detection unit detects a collision of a pedestrian (a collision object) with the collision target surface, the control unit controls the tilting unit, and the tilting unit moves the left and right tilting arms from the normal position to the operating position. Tilt to. When the left and right tilt arms reach the operating position, the movement restricting member captures the pedestrian that has collided with the collided surface portion between the collided surface portion and regulates the pedestrian's forward movement. It is possible to prevent the pedestrian after the collision with the surface portion from being splashed forward of the vehicle, and to reliably prevent the secondary collision of the pedestrian to the road surface.

  ADVANTAGE OF THE INVENTION According to this invention, when a vehicle and a pedestrian collide, the secondary collision of the pedestrian to a road surface can be prevented reliably.

It is a perspective view of a vehicle provided with the collision object protection device concerning a 1st embodiment. It is a top view which shows the principal part of the collision body protection apparatus of FIG. It is the typical side view which looked at FIG. 2 from the III direction. It is a side view which shows the operating state of the collision body protection apparatus which concerns on 1st Embodiment. It is a side view of a vehicle provided with the collision body protection device concerning a 2nd embodiment.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, a first embodiment of the invention will be described with reference to the drawings. In each figure, FR indicates the front of the vehicle, UP indicates the upper side, IN indicates the inner side in the vehicle width direction, and the alternate long and short dash line CL indicates the axis of the rotation axis of the tilt arm described later. Moreover, in the following description, the left-right direction means the left-right direction with the vehicle facing forward.

  As shown in FIG. 1, a truck (vehicle) 1 including a collision body protecting apparatus 10 according to the present embodiment has a cab over type truck 1 in which a cab (vehicle body) 2 is disposed generally above an engine (not shown). A front panel (a collision surface portion) 3 standing in a substantially vertical direction at the front end of the cab 2, a front window 4 disposed above the front panel 3, and a roof panel 6 covering the vehicle compartment 5 from above. And a pair of left and right front pillars 7 (only the left side is shown in FIG. 1) that supports both sides of the front window 4 in the vehicle width direction.

  The collision body protection device 10 includes a pair of left and right tilt arms 11, a pedestrian protection net (movement restricting member) 12, a pair of left and right motors (tilt means) 13 (only the right side is shown in FIG. 1) and a front millimeter. A wave radar (collision detection means) 14, a front photographing camera (collision detection means) 15, and a control unit (collision detection means, control means) 16 (hereinafter referred to as an ECU (Electric Control Unit); see FIG. 3). . The pair of left and right tilt arms 11 and the pair of left and right motors 13 are provided symmetrically on the left and right sides of the track 1 and have substantially the same configuration. Therefore, the left side will be described below and the right side will be described. Omitted.

  As shown in FIGS. 1 to 3, the tilting arm 11 is a cylindrical body that extends across the vehicle width direction, and the base end portion 24 on one end side (front end side in FIG. 1) has a vehicle width direction. It has a shaft 18 projecting on both sides. The base end portion 24 of the tilting arm 11 is rotated with respect to the cab 2 about a rotation axis CL (see FIG. 2) that is the axis of the shaft 18 via a bracket 17 fixed to the upper end portion of the front pillar 7. It is supported freely. The bracket 17 extends forward and upward from the upper end portion of the front pillar 7, and a shaft hole penetrates in the vehicle width direction on the distal end side of the bracket 17. Out of the shaft 18 of the tilt arm 11, the outer shaft 18 a that protrudes outward in the vehicle width direction of the tilt arm 11 is inserted through the shaft hole of the bracket 17 and is rotatably supported by the bracket 17. A timing pulley 20 having irregularities (not shown) on the outer peripheral edge portion is fixed to an inner shaft 18 b that protrudes inward in the vehicle width direction of the tilt arm 11 among the shafts 18 of the tilt arm 11. A plurality of through holes 26 (see FIG. 3) for supporting a pedestrian protection net 12 to be described later are arranged at substantially equal intervals along the extending direction of the tilt arm 11 on the inner side surface in the vehicle width direction of the tilt arm 11. The The tilting arm 11 extends rearward from the rotation axis CL side (base end portion 24 side), and is disposed at a normal position (upward rearward of the front panel 3) above the outer end portion in the vehicle width direction of the roof panel 6. 1) and the operating position (see FIG. 4) that extends forward and downward from the rotating shaft CL side and approaches the front end of the front panel 3 in the vehicle width direction from the front (see FIG. 4). Can tilt as a center. Note that the tilting arm 11 in the operating position may contact the front surface of the front panel 3.

  The pedestrian protection net 12 is formed in a lattice shape by a plurality of horizontal cords and vertical cords made of resin such as nylon, and both end portions in the vehicle width direction are supported by the left and right tilt arms 11 so as to be between the left and right tilt arms 11. Stretched over. Both ends in the vehicle width direction of the plurality of horizontal cords extending in the vehicle width direction are inserted through the plurality of through holes (not shown) formed on the inner side surfaces in the vehicle width direction of the left and right tilt arms 11, A stopper (not shown) larger than the through hole is fixed to the ends of the plurality of horizontal cords. In the normal state in which the left and right tilt arms 11 are disposed at the normal position, the pedestrian protection net 12 covers the upper surface of the roof panel 6 from above. In the operating state in which the left and right tilt arms 11 reach the operating position, the pedestrian protection net 12 covers the front surface of the front panel 3 from the front. The pedestrian protection net 12 is not limited to a resin such as nylon, and may be formed of a metal wire or the like.

  The motor 13 is fixed to the front end portion of the upper surface of the roof panel 6 and connected to a battery power source (not shown). A timing pulley 22 having irregularities (not shown) on the outer peripheral edge is fixed to the tip of the output shaft 19 of the motor 13. A timing belt 23 is stretched between the timing pulley 22 on the motor 13 side and the timing pulley 20 on the distal end side of the tilting arm 11. The timing belt 23 is a rubber annular body in which a strong core wire (not shown) is incorporated, and the inner peripheral surface side of the timing pulleys 20 and 22 that is in contact with the irregularities is engaged with the irregularities. A plurality of concavities and convexities (not shown) are formed. The timing belt 23 is driven to rotate the timing pulley 20 on the distal end side of the tilting arm 11 in conjunction with the timing pulley 22 on the motor 13 driven and rotated by the motor 13, so that the power of the motor 13 is transferred to the left and right tilting arms 11. introduce. The motor 13 tilts the left and right tilting arms 11 from the normal position to the operating position by rotating the shaft 18 upward about the rotation axis CL of the shaft 18.

  The forward millimeter wave radar 14 is disposed at a substantially central portion in the vehicle width direction of the front surface portion of the cab 2, and transmits a transmission wave, which is a continuous electromagnetic wave in the millimeter wave band, at a predetermined angle from the front surface 21 side of the cab 2 toward the front. It repeatedly fires within a range every predetermined time, and receives a received wave that is a reflected wave from an object (such as a pedestrian) existing in front of the track 1. The forward millimeter wave radar 14 sequentially detects the distance from the front surface 21 of the cab 2 to the object, the elevation angle, and the azimuth angle based on the front-rear direction, and outputs a signal including the detected information to the ECU 16.

  The front shooting camera 15 is provided at a substantially central portion in the vehicle width direction of the upper edge of the rear surface side of the front window 4 of the cab 2, and sequentially captures and captures a moving image within a predetermined angle range in front of the truck 1. The still image constituting the moving image is digitally converted and output to the ECU 16 as moving image information.

The ECU 16 includes a CPU , a memory, and the like (not shown). The ECU 16 is configured with a track 1 based on a signal input from the front millimeter wave radar 14 and image information (hereinafter referred to as image information) input from the front photographing camera 15. It is determined whether or not a collision with a pedestrian (a collision object) cannot be avoided (hereinafter simply referred to as a condition where a collision cannot be avoided). For example, the ECU 16 obtains the estimated collision time between the track 1 and the pedestrian by acquiring the distance and relative speed with the pedestrian from the image information, etc., and dividing the distance by the relative speed, and the estimated collision time. Is compared with a preset threshold value, and it is determined that the collision cannot be avoided when the estimated collision time is lower than the threshold value. The ECU 16 detects a collision of a pedestrian on the front panel 3 by detecting a state in which the collision cannot be avoided from image information of the front millimeter wave radar 14 and the front photographing camera 15. That is, the ECU 16, the front millimeter wave radar 14, and the front photographing camera 15 function as a collision detection unit that detects a pedestrian collision with the front panel 3.

  When it is determined that the collision cannot be avoided, the ECU 16 energizes the motor 13 from the battery power supply so as to capture the pedestrian after the collision with the front panel 3 as early as possible with the pedestrian protection net 12. To start. The timing for starting energization of the motor 13 is such that the expected collision time and the tilt arm 11 of the motor 13 are such that the tilt arm 11 reaches the operating position slightly after the pedestrian collides with the front panel 3. Is calculated from the time required to move the lens from the normal position to the operating position. The timing for starting energization of the motor 13 may not be the timing at which the tilting arm 11 reaches the operating position with a slight delay after the pedestrian collides with the front panel 3. The timing at which the tilting arm 11 reaches the operating position at the same time as when the pedestrian collides with the front panel 3 or just before the pedestrian collides with the front panel 3 may be used. Further, when the relative speed to the pedestrian and the vehicle speed are lower than a predetermined speed set in advance, the energization of the motor 13 may not be started. That is, the collision object protection apparatus 10 may not be operated. Further, the motor 13 has a performance (rotational force) capable of moving the tilt arm 11 from the normal position to the operating position if there is at least a time corresponding to the threshold value of the expected collision time. When the performance of the motor 13 is relatively high and the time for the motor 13 to move the tilting arm 11 from the normal position to the operating position is shorter than the expected collision time, the ECU 16 detects a state in which the collision cannot be avoided, The energization of the motor 13 may be started after a predetermined time has elapsed.

  Next, the movement of the collision body protection apparatus 10 when the track 1 and the pedestrian collide will be described.

  When the ECU 16 determines that the collision with the pedestrian cannot be avoided while the truck 1 is traveling, the ECU 16 is set so that the tilting arm 11 reaches the operating position with a slight delay after the pedestrian collides with the front panel 3. Starts energizing the motor 13 from the battery power source. When energization of the motor 13 is started, the timing pulley 22 on the motor 13 side is driven and rotated by the motor 13, and the timing pulley 20 on the base end portion 24 side of the tilting arm 11 is driven and rotated via the timing belt 23. The power of the motor 13 is transmitted to the left and right tilt arms 11. As shown in FIG. 4, the left and right tilt arms 11 tilt forward and upward from the normal position, and invert in the direction indicated by the arrow in the figure so as to pass over the shaft 18 and tilt to the operating position. The left and right tilt arms 11 reach the operating position slightly after the pedestrian collides with the front panel 3, and the pedestrian immediately after the collision is moved by the pedestrian protection net 12 tilted from the front upper side of the track 1. It is captured between the pedestrian protection net 12 and the front panel 3 (see FIG. 4). The pedestrian captured between the pedestrian protection net 12 and the front panel 3 is restricted by the pedestrian protection net 12 from moving forward.

  In the collision body protection device 10 configured as described above, when the track 1 and the pedestrian collide, the pedestrian protection net 12 in which the pedestrian immediately after the collision tilts from the front upper side of the track 1 is used. 12 is captured between the front panel 3 and the forward movement is restricted by the pedestrian protection net 12 so that the pedestrian is prevented from jumping forward of the track 1 after the collision with the front panel 3. be able to.

  Therefore, according to this embodiment, the secondary collision to the road surface 25 of the pedestrian who collided with the track 1 can be prevented reliably.

  Next, a second embodiment of the present invention will be described with reference to FIG. The collision body protection device 30 according to the present embodiment is provided in a passenger car 31 having an engine room (not shown) at the front of the vehicle, and the same reference numerals are used for the same configurations as in the first embodiment. The description is omitted.

  The passenger car 31 includes a roof panel 33 that covers a passenger compartment 32 from above, a pair of left and right front pillars 36 (only the left side is shown in FIG. 5) that supports both edges of the front window 34 in the vehicle width direction, A hood panel 35 that covers the engine room in front of the chamber 32 from above and a bumper 41 at the front end of the passenger car 31 are provided.

  A pair of left and right tilt arms 37 (only the left side is shown in FIG. 5) of the collision body protection device 30 is rotatably supported by the pair of left and right front pillars 36. The pair of left and right tilt arms 37 are provided symmetrically on the left and right sides of the track 1 and have substantially the same configuration. Therefore, the left side will be described below, and the description on the right side will be omitted.

  The tilt arm 37 is a cylindrical body that extends across the vehicle width direction, and has a shaft 40 that protrudes on both sides in the vehicle width direction at the base end portion 39 on one end side (the rear end side in FIG. 5). A base end portion 39 of the tilting arm 37 is supported so as to be rotatable with respect to the vehicle body around a rotation axis that is an axis of the shaft 40 via a bracket 38 fixed to a substantially central portion in the vertical direction of the front pillar 36. Is done. The tilt arm 37 extends rearward and upward along the front pillar 36 from the rotating shaft side (base end 39 side) of the shaft 40, bends backward near the upper end of the front pillar 36, and is outside the vehicle width direction of the roof panel 33. A normal position (a position indicated by a two-dot chain line in FIG. 5) extending rearward along the roof panel 33 above the end portion, and a front pillar extending downward and forward along the front pillar 36 from the rotating shaft side of the shaft 40. Between the operating position (a position indicated by a solid line in FIG. 5) that bends forward near the lower end of 36 and extends forward along the hood panel 35 above the outer end in the vehicle width direction of the hood panel 35. It can tilt about 40 rotation axes. In the operating position, the tilting arm 37 is close to the upper surface of the hood panel 35, and the pedestrian protection net 12 covers the upper surface of the hood panel 35 from above. Note that the tilting arm 37 at the operating position may contact the upper surface of the hood panel 35.

  The ECU 16, the front millimeter-wave radar 14, and the front photographing camera 15 detect a state in which a collision of a pedestrian (a collision object) with the front end portion (for example, the bumper 41) of the passenger car 31 cannot be avoided. It functions as a collision detection means for detecting a pedestrian collision with the hood panel 35. When the ECU 16 determines that the collision cannot be avoided, the ECU 13 captures the pedestrian that has collided with the hood panel 35 from the battery power source so that the pedestrian protection net 12 captures the pedestrian between the hood panel 35 as soon as possible. Start energizing to. The timing of starting energization of the motor 13 is until the pedestrian collides with the front end of the passenger car 31 so that the tilting arm 37 reaches the operating position slightly after the pedestrian collides with the hood panel 35. Calculated from the estimated collision time, the time from the collision with the front end of the passenger car 31 to the collision with the hood panel 35, and the time required for the motor 13 to move the tilt arm 37 from the normal position to the operating position. Is done. Note that the time from when the pedestrian collides with the front end of the passenger car 31 until it collides with the hood panel 35 is calculated in advance according to the relative speed between the passenger car 31 and the pedestrian by experiments or simulations.

  Next, the movement of the collision body protection device 30 when the passenger car 31 and the pedestrian collide will be described.

  If the ECU 16 determines that the collision with the pedestrian cannot be avoided while the passenger car 31 is traveling, the ECU 16 is set so that the tilting arm 37 reaches the operating position slightly after the pedestrian collides with the hood panel 35. Starts energizing the motor 13 from the battery power source. When energization of the motor 13 is started, the timing pulley 22 on the motor 13 side is driven and rotated by the motor 13, and the timing pulley (not shown) on the base end portion 39 side of the tilting arm 37 is driven via the timing belt 23. The power of the motor 13 is transmitted to the left and right tilt arms 37. As shown in FIG. 5, the left and right tilt arms 37 are tilted to the operating position by being reversed in the direction indicated by the arrow in the drawing so as to pass above the shaft 40 from the normal position. The left and right tilt arms 37 reach the operating position with a slight delay after the pedestrian collides with the hood panel 35, and the pedestrian immediately after the collision is moved by the pedestrian protection net 12 tilted from above. 12 and the hood panel 35. The pedestrian captured between the pedestrian protection net 12 and the hood panel 35 is restricted by the pedestrian protection net 12 from moving forward and upward.

  In the collision body protection device 30 configured as described above, when the passenger car 31 and the pedestrian collide, the pedestrian protection net 12 and the hood panel are provided by the pedestrian protection net 12 in which the pedestrian immediately after the collision is tilted from above. Since the movement to the front and upper side is restricted by the pedestrian protection net 12, the pedestrian can be prevented from jumping forward of the track 1 after the collision with the hood panel 35. .

  Therefore, according to this embodiment, the secondary collision to the road surface 25 of the pedestrian who collided with the passenger car 31 can be prevented reliably.

  As mentioned above, although this invention was demonstrated based on the said embodiment, this invention is not limited to the content of the said embodiment, Of course, it can change suitably in the range which does not deviate from this invention. That is, it is needless to say that other embodiments, examples, operation techniques, and the like made by those skilled in the art based on this embodiment are all included in the scope of the present invention.

  For example, in the first and second embodiments, the pedestrian protection net 12 is applied as the movement restricting member, but the present invention is not limited to this. For example, a sheet having high air permeability may be used. Alternatively, it may be a movement restricting member constituted by only a plurality of horizontal cords extending in the vehicle width direction without having a vertical cord, and the movement restricting member constituted by the plurality of horizontal cords may be the front panel 3 or the hood panel. 35 may be covered from the front or above.

  In the first embodiment, the ECU 16 indirectly detects the state in which the collision cannot be avoided from the image information of the front millimeter wave radar 14 and the front photographing camera 15, thereby indirectly walking to the front panel 3 thereafter. Although the collision of the pedestrian is detected, the collision of the pedestrian to the front panel 3 may be directly detected. For example, instead of the front millimeter wave radar 14 and the front photographing camera 15, an acceleration sensor (collision detection means) that detects the acceleration in the front-rear direction of the front panel 3 and sequentially outputs it to the ECU 16 may be provided on the front panel 3. . In this case, the ECU 16 sequentially determines whether or not the acceleration input from the acceleration sensor has suddenly decreased, and when the acceleration has rapidly decreased, a pedestrian collides with the front panel 3 of the running track 1. It is determined that the pedestrian has collided with the front panel 3. Similarly, in the second embodiment, the hood panel 35 may be provided with an acceleration sensor (collision detection means).

  In the first and second embodiments, the left and right tilt arms 11 and 37 are tilted from the normal position to the operating position by the motor 13. However, the present invention is not limited to this. (Tilting means) and an air cylinder (tilting means) may be provided, and the left and right tilting arms 11 and 37 may be tilted from the normal position to the operating position by the actuator or air cylinder. For example, a disc-shaped gear is provided on the base end side of the left and right tilt arms, a groove that fits into the gear teeth is formed in the piston of the air cylinder, and the gear teeth of the left and right tilt arms and the air cylinder Fit the groove of the piston. When the piston of the air cylinder is extended by the gas from the inflator or the like, the linear motion of the piston of the air cylinder is caused by the engagement of the gear teeth of the left and right tilt arms and the groove of the piston of the air cylinder. It is converted into a rotational movement of the gear, and the left and right tilt arms tilt from the normal position to the operating position.

1: Truck (vehicle)
2: Cab (car body)
3: Front panel (impacted surface)
10, 30: Collision protection device 11, 37: A pair of left and right tilt arms 12: Pedestrian protection net (movement restriction member)
13: A pair of left and right motors (tilting means)
14: Forward millimeter wave radar (collision detection means)
15: Front shooting camera (collision detection means)
16: Control unit (collision detection means, control means)
24, 39: Base end portion of tilting arm 25: Road surface 31: Passenger car (vehicle)
35: Hood panel (collision surface)

Claims (1)

A collision body protection device provided in a vehicle to protect a collision body that has collided with a collision target surface portion of a front portion of a vehicle body,
Each of the collided surface portions has a base end portion that is rotatably supported with respect to the vehicle body around a rotation axis that extends in the vehicle width direction above the collided surface portion, and extends rearward from the base end portion. Left and right that can be tilted between a normal position arranged rearward and upper and an operating position that is reversed from the normal position by rotating upward about the rotation axis and approaches or comes into contact with the colliding surface portion. A pair of tilting arms;
Extending along the left and right tilt arms and having both ends in the vehicle width direction supported by the left and right tilt arms, and stretched between the left and right tilt arms via the both ends in the vehicle width direction , A movement restricting member that covers the collided surface portion of the vehicle body from the front or the upper side in a state where the left and right tilt arms have reached the operating position;
A collision prediction means for predicting a collision of a colliding body with the collision target surface portion of the vehicle body;
A collision avoidance judging means for judging whether or not it is possible to avoid a collision of the vehicle body with the impacted surface portion based on the information predicted by the collision prediction means;
Tilting means for tilting the left and right tilting arms;
Control means for controlling the tilting means to tilt the left and right tilting arms from the normal position to the operating position when the collision avoidance determining means determines that a collision with the colliding body cannot be avoided; Prepared,
The movement restricting member captures a colliding body colliding with the colliding surface portion between the colliding surface portion when the left and right tilt arms reach the operating position, and moves the colliding body forward. A collision object protection device for a vehicle, characterized by being regulated.

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