JP7037900B2 - Vehicle occupant protection device - Google Patents

Description

The present invention relates to a device that protects an occupant by controlling the behavior of a vehicle such as an automobile.

In vehicles such as automobiles, when protecting occupants, seat belts are used to support the occupants, and deployed airbags are used to absorb the impact of the occupants.
In recent years, driving support technologies such as automatic driving control devices and driving support control devices have been actively developed.
In this case, it is conceivable to use an automatic driving control device or a driving support control device to provide emergency avoidance support such as collision avoidance as well as normal driving support.
In Patent Document 1, the own vehicle is advanced in the avoidance direction to avoid danger based on the situation around the own vehicle. As a result, for example, even in a situation where the driver cannot safely operate the own vehicle immediately after the collision, it is possible to avoid a secondary collision with another obstacle and reduce the damage to the occupants of the own vehicle. ..

Japanese Unexamined Patent Publication No. 2016-034814

However, if the vehicle avoids a collision, the vehicle will rapidly accelerate, decelerate, and be steered. At this time, the behavior of the automobile may change, and the posture and position of the occupant may also change.
In particular, when avoiding a collision by automatic driving control or the like, acceleration / deceleration or steering at the limit performance of the automobile may be executed. In this case, the posture and position of the occupant may fluctuate significantly as compared with the case of the collision avoidance operation by manual operation. This also applies to Patent Document 1.
Then, if the vehicle collides with the occupant's posture or position fluctuating, a force different from that in the case of the collision while sitting correctly on the seat may be applied to the occupant. If the attitude and position of the occupant fluctuates before the collision, it may not be possible to properly support the occupant even if the seat belt or airbag is activated during the subsequent collision. It is undeniable that there is a high possibility that unexpected force will be applied to the occupants.

As described above, in the development of the vehicle, it is required to further improve the protection performance of the occupants.
In particular, for example, even when collision avoidance control is performed by an automatic driving control device or a driving support control device, it is required to make efforts to obtain appropriate occupant protection performance.

The vehicle occupant protection device according to the present invention has a collision determination unit that determines the possibility of a collision in a collision avoidance control by automatic driving control of the vehicle or a collision avoidance operation by manual control, and the collision determination unit may cause a collision. When it is determined, the control unit controls the behavior of the vehicle so as to suppress the occupant behavior by the collision avoidance control or the collision avoidance operation and return the seating position of the occupant to the position before the collision avoidance control or the collision avoidance operation . , Have.

Preferably, the control unit controls the behavior of the vehicle so as to return the behavior of the vehicle by the collision avoidance control of the automatic driving control.

Preferably, the collision determination unit determines the possibility of collision when it is predicted or exists that another object enters the predicted avoidance path by the collision avoidance control of the automatic driving control.

Preferably, the collision determination unit determines the possibility of a collision when it predicts that the course of the vehicle deviates from the expected avoidance course by the collision avoidance control of the automatic driving control.

Preferably, the control unit is in a state in which the position or posture of the occupant is before the collision avoidance control of the automatic driving control in the vehicle changed by the collision avoidance control of the automatic driving control in addition to the behavior control of the vehicle. It is advisable to execute occupant protection control so as to approach.

In the present invention, when the vehicle is likely to collide, the execution of the collision avoidance control by the automatic driving control or the collision avoidance operation by the manual control is started.
Then, when the collision determination unit determines that the collision occurs before the collision in the avoidance state, the behavior of the vehicle is controlled so as to suppress the occupant behavior by the previous collision avoidance control or the collision avoidance operation.
For example, the behavior of the vehicle is controlled so as to return the change of the vehicle body by the collision avoidance control of the automatic driving control.
Therefore, at the time of actual collision after that, it can be expected that the occupant behavior due to the collision avoidance control or the collision avoidance operation is suppressed. The posture and position of the occupant at the time when the impact due to the collision acts can be suppressed from the posture and position that are changed by the collision avoidance control or the collision avoidance operation, and an unexpected force may be input to the occupant. It can be expected to suppress sex.

FIG. 1 is a schematic explanatory view illustrating an example of an automobile and a running state according to the first embodiment of the present invention. FIG. 2 is an explanatory diagram of the configuration of the occupant protection device mounted on the automobile of FIG. 1. FIG. 3 is a flowchart showing an example of automatic driving control by the automatic driving control unit of FIG. FIG. 4 is a schematic explanatory diagram illustrating an example of a collision avoidance control state by the automatic driving control unit. FIG. 5 is a flowchart showing an example of collision control by the collision determination unit and the occupant protection control unit of FIG. FIG. 6 is a schematic explanatory view illustrating an example of an occupant protection state by collision control. FIG. 7 is a flowchart showing an example of collision control in the second embodiment.

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

[First Embodiment]
FIG. 1 is a schematic explanatory view illustrating an example of an automobile 1 and a running state according to the first embodiment of the present invention.
The automobile 1 of FIG. 1 has a vehicle body 2. In the passenger compartment of the vehicle body 2, a plurality of seats 3 on which the occupant M is seated are provided.
The automobile 1 is accelerated, decelerated, and steered to the left and right by the operation of the occupant M.

By the way, in recent years, driving support technologies such as automatic driving control and driving support control have been actively developed in the automobile 1.
In this case, it is conceivable to use an automatic driving control device or a driving support control device to provide emergency avoidance support such as collision avoidance as well as normal driving support.
For example, as shown in FIG. 1, when the automobile 1 is moving from the bottom to the top of the figure along the solid arrow, when another automobile 51 tries to enter from the left side of the road, the situation is determined. Then, it is conceivable to carry out collision avoidance control accompanied by steering as shown by the dotted arrow.

However, when the vehicle 1 avoids a collision, the vehicle 1 is rapidly accelerated, decelerated, or steered. At this time, the behavior of the automobile 1 may change, and the posture and position of the occupant M may also change.
In particular, when avoiding a collision by automatic driving control or the like, acceleration / deceleration or steering at the limit performance of the automobile 1 may be executed. In this case, the posture and position of the occupant M may fluctuate significantly as compared with the case of the collision avoidance operation by manual operation.
If the automobile 1 collides with the occupant M in a state where the posture or position of the occupant M is greatly changed, a force different from that in the case of the collision while the occupant M is correctly seated, for example, acts on the occupant M. there is a possibility. If the posture and position of the occupant M are changed before the collision, there is a possibility that the occupant M cannot be properly supported even if the seat belt or the airbag is operated at the time of the subsequent collision. It cannot be denied that there is a high possibility that an unexpected force will be input to the occupant M.
As described above, in the development of the automobile 1, it is required to further improve the protection performance of the occupant M.
In particular, even when collision avoidance control is performed by, for example, an automatic driving control device or a driving support control device, it is required to make efforts to obtain appropriate protection performance of the occupant M.

FIG. 2 is an explanatory diagram of the configuration of the occupant protection device 10 mounted on the automobile 1 of FIG.
The occupant protection device 10 of FIG. 2 includes an outside camera 11, an in-vehicle camera 12, an automatic driving control unit 13, a collision determination unit 14, an occupant protection control unit 15, a steering device 16, a braking device 17, a drive device 18, and an airbag device 19. , The seat belt device 20.
The automatic driving control unit 13, the collision determination unit 14, and the occupant protection control unit 15 may be realized, for example, in the microcomputer 21. In this case, the outside camera 11, the inside camera 12, the steering device 16, the braking device 17, the drive device 18, the airbag device 19, and the seatbelt device 20 may be connected to the microcomputer.

The out-of-vehicle camera 11 is a camera that captures the surroundings such as the front of the automobile 1. As a result, it is possible to take an image of an obstacle in the course of the automobile 1 and another automobile 51 in the vicinity thereof.

The in-vehicle camera 12 is a camera that captures an image of the vehicle interior. As a result, the seating position and posture of the occupant M seated on the seat 3 can be imaged.

The steering device 16 controls the direction of the tires of the automobile 1 and controls the traveling direction of the automobile 1 based on the steering wheel operation by the occupant M or the like.

The braking device 17 decelerates or stops the automobile 1 based on a braking operation by the occupant M or the like.

The drive device 18 accelerates the automobile 1 based on an accelerator operation by the occupant M or the like.

The airbag device 19 deploys the airbag around the occupant M seated on the seat 3 when a collision occurs. As a result, when the occupant M seated on the seat 3 moves or falls from the seated position due to the impact force of the collision, it can support the occupant M. For example, when the upper body of the occupant M collapses with respect to the deployed airbag, the kinetic energy of the upper body of the occupant M can be absorbed. In addition, the upper body of the occupant M is less likely to move or fall from the state of being in contact with the airbag.

The seatbelt device 20 restrains the occupant M seated on the seat 3 so as not to be easily separated from the seat 3 by the belt due to the pretension operation at the time of the collision or immediately before the collision.

The automatic driving control unit 13 controls the steering device 16, the braking device 17, and the driving device 18 based on, for example, the movement path to the destination, and drives the automobile 1.
Further, the automatic driving control unit 13 predicts the possibility of a collision or the like based on the image captured by the external camera 11. Then, when there is a possibility of a collision or the like, collision avoidance control is executed.

The collision determination unit 14 determines the possibility of a collision when the collision avoidance control by the automatic driving control unit 13 is executed.

When the collision determination unit 14 determines that a collision is unavoidable when the automatic operation control unit 13 is executing the collision avoidance control, the occupant protection control unit 15 of the occupant M by the collision avoidance control or the collision avoidance operation. The behavior of the vehicle 1 is controlled so as to suppress the behavior.

FIG. 3 is a flowchart showing an example of automatic driving control by the automatic driving control unit 13 of FIG.
The automatic driving control unit 13 executes the automatic driving control of FIG. 3, for example, when the operation of starting the automatic driving is performed by the occupant M.

In the automatic driving control, the automatic driving control unit 13 first determines whether or not automatic driving is necessary (step ST1). Here, it may be determined whether or not automatic operation is possible.
Then, when the automatic operation is unnecessary or unsuitable, the automatic operation control unit 13 ends the automatic operation control of FIG.
When automatic operation is necessary or suitable, the automatic operation control unit 13 actually starts automatic operation control (step ST2).
In the automatic driving control, the automatic driving control unit 13 controls the steering device 16, the braking device 17, and the driving device 18 of the automobile 1 based on, for example, the captured image of the vehicle outside camera 11 and the route information to the destination.
Further, after starting the automatic driving control, the automatic driving control unit 13 determines the possibility of collision (step ST3). In the image captured by the external camera 11, it is determined whether or not there is an obstacle on the planned course of the own vehicle. In addition, it is determined that another moving object such as the automobile 51 may invade the planned course of the own vehicle.
Then, if there is no danger, the automatic operation control unit 13 continues the normal automatic operation (step ST2).
On the contrary, when there is an obstacle on the planned course of the own vehicle and there is a possibility of collision, or when another vehicle 51 may invade the planned course of the own vehicle, the automatic driving control unit 13 may use the automatic driving control unit 13. Collision avoidance control to avoid them is automatically executed (step ST4).
In the collision avoidance control, the steering device 16, the braking device 17, and the driving device 18 of the automobile 1 are controlled so as to avoid obstacles and other automobiles 51.
Further, the automatic driving control unit 13 determines whether or not the collision has been resolved by the collision avoidance control (step ST5). If the collision has not been resolved, the collision avoidance control is continued (step ST4).
When the collision is resolved, the automatic driving control unit 13 returns from the collision avoidance control to the normal automatic driving control (step ST2).

As a result, the automobile 1 can travel while avoiding obstacles on the road and other automobiles 51 by automatic driving control, and can move to a desired destination, for example.
For example, in the case where the vehicle 1 is traveling by automatic driving control according to the planned course of going straight on the road shown by the real arrow line in FIG. , The running of the own vehicle is switched and controlled to the course of the broken line arrow that moves to the right lane and progresses. As a result, even if another automobile 51 invades the lane of the planned course of the own vehicle, it is possible to proceed while avoiding a collision with the other automobile 51.

FIG. 4 is a schematic explanatory diagram illustrating an example of a collision avoidance control state by the automatic driving control unit 13.
However, the other actual automobile 51 does not always travel in the movement expected by the automatic driving control.
For example, as shown by the real arrow line in FIG. 4, another automobile 51 may enter the vehicle 51 across the driving lane on the right side instead of the traveling lane of the own vehicle.
Then, when the own vehicle starts traveling by avoidance control of the actual arrow line, the upper body of the occupant M tilts to the outside of the vehicle body 2 due to sudden steering and collides with another automobile 51 that has invaded in that state. Resulting in.
Since the position of the upper body of the occupant M has moved near the side surface that collides with the other automobile 51, there is a high possibility that the impact directly and strongly acts on the upper body of the occupant M.
It is desirable to avoid such a situation as much as possible.

FIG. 5 is a flowchart showing an example of collision control by the collision determination unit 14 and the occupant protection control unit 15 of FIG.
FIG. 5 is repeatedly executed, for example, during automatic operation control.

The collision determination unit 14 first determines whether or not the automatic operation control unit 13 is in automatic avoidance control (step ST11). Then, if the automatic avoidance control is not in progress, the process of FIG. 5 is terminated.
When the automatic avoidance control is in progress, the collision determination unit 14 further determines whether or not the collision is unavoidable by the automatic avoidance control (step ST12) and whether or not the collision deviates from the automatic avoidance control (step ST13). to decide.
For example, the collision determination unit 14 determines whether another vehicle 51 invades the planned avoidance route based on the information of the other vehicle 51 in the image captured by the external camera 11 and the planned avoidance route by the automatic avoidance control. Judge whether or not. Then, when another vehicle 51 enters the planned avoidance path, the collision determination unit 14 determines that the collision is unavoidable even by the automatic avoidance control.
Further, the collision determination unit 14 compares the actual course of the own vehicle, which can be determined by the difference between a plurality of captured images continuously captured by the external camera 11, with the planned avoidance course by the automatic avoidance control. Then, when a predetermined difference occurs between the actual course and the planned avoidance course, the collision determination unit 14 determines that the vehicle has deviated from the planned avoidance course by the automatic avoidance control.
If the collision is not unavoidable or does not deviate from the automatic avoidance control, the collision determination unit 14 repeatedly executes the above processes (steps ST11 to ST13). When the automatic avoidance control ends, the process of FIG. 5 ends.

When the collision determination unit 14 determines that a collision is unavoidable or deviates from the automatic avoidance control, the occupant protection control unit 15 determines that a collision occurs using the airbag device 19 and the seatbelt device 20. The occupant protection control prior to the normal occupant protection control of the above is started (step ST14).
First, the occupant protection control unit 15 acquires control of the steering device 16, the braking device 17, and the drive device 18 from the automatic driving control unit 13 in order to control the traveling of the automobile 1 (step ST15).
After overriding the traveling control of the automobile 1, the occupant protection control unit 15 starts controlling the steering device 16, the braking device 17, and the driving device 18.
Specifically, the occupant protection control unit 15 controls the behavior of the vehicle 1 so as to return the behavior of the vehicle 1 by the automatic avoidance control (step ST16).

FIG. 6 is a schematic explanatory view illustrating an example of an occupant protection state by collision control.
As shown by the broken line arrow in FIG. 6, the automobile 1 is steered to the right by the automatic avoidance control.
In this case, in the collision control, the occupant protection control unit 15 instructs the steering device 16 to steer to the left. As a result, the automobile 1 that has been inclined to the left by turning to the right by the automatic avoidance control will proceed along the real arrow line, and will be returned to the neutral state or the state of being inclined to the right.
The behavior of the automobile 1 is controlled so that the swinging or moving behavior of the occupant's upper body caused by the collision avoidance control is suppressed.
In addition to this, the occupant protection control unit 15 instructs the speed reducing device to brake. At this time, the occupant protection control unit 15 may instruct the speed reducing device to brake after the posture of the vehicle body 2 returns. As a result, the braking operation is less likely to interfere with the posture return operation of the vehicle body 2.

After executing the behavior control of the vehicle 1 that returns the behavior of the vehicle 1, the occupant protection control unit 15 executes the normal occupant protection control when a collision occurs.
The occupant protection control unit 15 instructs the seatbelt device 20 to control the pretension at the time of the collision or immediately before the collision (step ST17). As a result, the seat belt is pulled in, and the occupant M seated on the seat 3 can be preferably restrained in a state of being seated on the seat 3. The position and posture of the upper body of the occupant M may be restrained by returning to the state of being seated on the seat 3.
After that, when the occurrence of a collision is actually detected (step ST18), the occupant protection control unit 15 controls and operates the seatbelt device 20 and the airbag device (steps ST19, ST20). The seatbelt device 20 momentarily and strongly pulls in and holds the seatbelt. The airbag device deploys the airbag around the seat 3. As a result, even if the occupant M seated on the seat 3 moves forward due to the impact of the collision and tries to fall down, the collision energy can be absorbed so as to suppress it.

Here, the state of the occupant M is compared between the case of collision with the collision avoidance control during automatic operation of FIG. 4 and the case of further executing the collision avoidance control of FIG. 6 to cause a collision.
In the collision avoidance control during automatic operation in FIG. 4, the vehicle is steered to the right in an attempt to avoid a collision. Then, the vehicle body 2 of the automobile 1 tilts to the left. In this case, for example, the upper body of the occupant M seated on the seat 3 is tilted to the left side, which is the outside of the turn, due to the lateral force.
If the collision cannot be avoided in this state and the vehicle collides with another vehicle 51, the other vehicle 51 will collide from the left side of the vehicle body 2. As a result, the occupant M seated on the seat 3 is inclined to the left side surface of the vehicle body 2 to which the impact is input, and the impact of the collision acts on the occupant M. As a result, the occupant M seated on the seat 3 can easily move to the left side as shown by the arrow A in FIG. The impact of another automobile 51 is likely to act directly. Further, even if the occupant protection control unit 15 operates the seatbelt device 20 and the airbag device 19 when a collision occurs, the occupant M has already been displaced to the left before that, so that the occupant M is appropriately supported and impacted. It is more likely that it will not work well.
On the other hand, in the collision avoidance control of FIG. 6, the vehicle body 2 tilted to the left is returned to the neutral position or the right side by the collision avoidance control during automatic driving. The occupant M seated on the seat 3 may also return to the neutral position or to the right.
If the collision cannot be avoided and the vehicle collides with another vehicle 51 in this state, an impact may be exerted on the occupant M seated on the seat 3 in a neutral position or in a state of returning to the right side.
As a result, when the other automobile 51 collides with the left side of the vehicle body 2, even if the occupant M seated on the seat 3 moves to the left as shown by the arrow B in FIG. 6, the impact of the other automobile 51 is generated. It becomes easier to act directly. Further, when a collision occurs, the occupant protection control unit 15 operates the seatbelt device 20 and the airbag device 19 to appropriately support the occupant M who moves or falls from the position appropriately seated on the seat 3 and absorbs the impact. be able to.

As described above, in the present embodiment, when the automobile 1 is likely to collide, the execution of the collision avoidance control by the automatic driving control or the collision avoidance operation by the manual control is started. Then, when it is determined that the collision determination unit 14 collides before the collision in the avoidance state, the behavior of the automobile 1 is controlled so as to suppress the occupant behavior by the previous collision avoidance control or the collision avoidance operation. For example, the behavior of the vehicle 1 is controlled so as to return the behavior of the vehicle 1 by the collision avoidance control of the automatic driving control. Therefore, at the time of actual collision after that, it can be expected that the occupant behavior due to the collision avoidance control or the collision avoidance operation is suppressed. The posture and position of the occupant M at the time when the impact due to the collision acts can be suppressed from the posture and the position changed by the collision avoidance control or the collision avoidance operation, and an unexpected force is input to the occupant M. It can be expected to reduce the possibility of the accident.

In the present embodiment, it is determined that there is a possibility of collision when it is predicted or exists that another object such as an automobile 51 invades the predicted avoidance course by the collision avoidance control of the automatic driving control. Therefore, when the collision cannot be avoided by the collision avoidance control, the behavior of the automobile 1 can be controlled so as to suppress the occupant behavior by the collision avoidance control or the collision avoidance operation based on the determination of the possibility. As a result, for example, even if the collision avoidance control that exerts the performance of the vehicle body 2 is executed by the automatic driving control, it is difficult for the collision avoidance control to cause a collision while the position and posture of the occupant M are significantly changed. .. It is possible to achieve both the collision avoidance control that demonstrates the performance of the vehicle body 2 by the automatic driving control and the protection performance of the occupant M.

In the present embodiment, when it is predicted that the course of the automobile 1 deviates from the expected avoidance course by the collision avoidance control of the automatic driving control, the possibility of collision is determined. Therefore, when the vehicle 1 cannot proceed according to the collision avoidance control, the behavior of the vehicle 1 can be controlled so as to suppress the occupant behavior by the collision avoidance control or the collision avoidance operation based on the determination of the possibility. As a result, for example, even if the collision avoidance control that exerts the performance of the vehicle body 2 is executed by the automatic driving control, it is difficult for the collision avoidance control to cause a collision while the position and posture of the occupant M are significantly changed. .. It is possible to achieve both the collision avoidance control that demonstrates the performance of the vehicle body 2 by the automatic driving control and the protection performance of the occupant M.

[Second Embodiment]
Next, the automobile 1 according to the second embodiment will be described. In the following description, the same reference numerals as those of the first embodiment will be used, and the differences from the first embodiment will be mainly described.

FIG. 7 is a flowchart showing an example of collision control in the second embodiment.

The occupant protection control unit 15 executes the behavior control of the vehicle 1 for returning the behavior of the vehicle 1 in step ST16, and then further executes the pretension control for returning the posture and position of the occupant M (step ST31).
The seatbelt device 20 pulls in the seatbelt.
As a result, the occupant M who has moved or tilted due to the collision avoidance control of the automatic driving control can be returned to the position where he / she sits on the seat 3.
After that, when the occurrence of a collision is actually detected (step ST18), the occupant protection control unit 15 controls and operates the seatbelt device 20 and the airbag device (steps ST19, ST20).

As described above, in the present embodiment, when the collision is unavoidable even if the collision avoidance control of the automatic driving control is executed, the occupant protection control is further executed in addition to the behavior control of the automobile 1. Therefore, the occupant behavior can be suppressed more effectively than the case where the occupant behavior is suppressed only by controlling the behavior of the automobile 1.
Moreover, in the vehicle body 2 changed by the collision avoidance control of the automatic driving control, the position or posture of the occupant M is controlled so as to approach the state before the collision avoidance control of the automatic driving control as a reference. Therefore, even if the change in the posture of the vehicle body 2 due to the collision avoidance control of the automatic driving control is not eliminated, the position and posture of the occupant M should approach the state before the collision avoidance control of the automatic driving control. The impact of the collision can be applied to the occupant M, which is close to the state before the collision avoidance control. It can be expected to further reduce the possibility that an unexpected force will be input to the occupant M.

The above embodiments are examples of preferred embodiments of the present invention, but the present invention is not limited thereto, and various modifications or modifications can be made without departing from the gist of the present invention.

For example, in the above embodiment, the collision determination unit 14 determines that the collision is unavoidable even by the collision avoidance control by the automatic driving control, and the occupant protection control unit 15 executes the collision time control.
In addition to this, for example, the collision determination unit 14 may determine that a collision is unavoidable even in a collision avoidance operation by manual operation of the occupant M, and the occupant protection control unit 15 may execute collision control. At this time, the collision determination unit 14 may estimate the future planned avoidance course based on the manual operation of the occupant M up to the time of the determination.

1 ... automobile (vehicle), 2 ... car body, 3 ... seat, 10 ... occupant protection device, 11 ... outside camera, 12 ... in-vehicle camera, 13 ... automatic driving control unit, 14 ... collision judgment unit, 15 ... occupant protection control unit (Control unit), 16 ... Steering device, 17 ... Braking device, 18 ... Drive device, 19 ... Airbag device, 20 ... Seatbelt device, 21 ... Microcomputer, 51 ... Other automobiles, M ... Crew

Claims (5)

A collision judgment unit that determines the possibility of collision in collision avoidance control by automatic driving control of the vehicle or collision avoidance operation by manual control,
When the possibility of a collision is determined by the collision determination unit, the occupant behavior by the collision avoidance control or the collision avoidance operation is suppressed , and the seating position of the occupant is returned to the position before the collision avoidance control or the collision avoidance operation . A control unit that controls the behavior of the vehicle and
Have,
Vehicle occupant protection device. The control unit
The behavior of the vehicle is controlled so as to return the behavior of the vehicle by the collision avoidance control of the automatic driving control.
The vehicle occupant protection device according to claim 1 . The collision determination unit determines the possibility of a collision when it is predicted or exists that another object will enter the predicted avoidance course by the collision avoidance control of the automatic driving control.
The vehicle occupant protection device according to claim 1 or 2 . When the collision determination unit predicts that the course of the vehicle deviates from the expected avoidance course by the collision avoidance control of the automatic driving control, the collision determination unit determines the possibility of a collision.
The vehicle occupant protection device according to any one of claims 1 to 3 . In addition to controlling the behavior of the vehicle, the control unit
In a vehicle changed by the collision avoidance control of the automatic driving control, the occupant protection control is executed so that the position or posture of the occupant approaches the state before the collision avoidance control of the automatic driving control.
The vehicle occupant protection device according to any one of claims 1 to 4 .

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