KR20190097705A - Vehicle and method for controlling the same - Google Patents

Abstract

According to the present invention, a vehicle comprises: a vehicle body; an obstacle detection unit detecting an obstacle around the vehicle body; an active roll stabilization device connected to the vehicle body; and a control unit determining collision possibility with an obstacle based on detection information detected in the obstacle detection unit, and adjusting a height of the vehicle body by controlling operation of the active roll stabilization device when the collision possibility with an obstacle is determined to occur.

Description

Vehicle and its control method {Vehicle and method for controlling the same}

The present invention relates to a vehicle and a control method thereof for minimizing the amount of impact during collision with an obstacle.

A vehicle is a machine that drives a wheel and travels on a road for the purpose of transporting people or cargo. Such a vehicle may cause an accident due to its own failure, or an accident may occur due to a fault or a road condition of another vehicle.

Recently, various technologies have been developed to prevent an accident of a vehicle.

One example is a technology that detects obstacles around the vehicle by mounting a distance sensor on the vehicle and alerts the driver. This helps prevent accidents in advance.

Another example is a technology in which a magnetic force is generated by mounting an electromagnet on a bumper of a vehicle and supplying power to the electromagnet by determining a collision situation when a distance from another vehicle is within a certain distance. This allows the vehicle to be braked in the event of a crash.

This is disclosed in Korean Patent Laid-Open Publication No. 2004-0040771.

Since the magnetic force is generated without checking whether the first magnets of the first vehicles existing in the collision situation are mounted, there is a problem that a larger accident is caused by the magnetic force in the collision situation with the first vehicle that is not equipped with the electromagnets. .

In another example, as the distance between the vehicle and the first vehicle gets closer, a larger repulsive magnetic force is generated, which causes a large force repulsive force in the opposite direction to the progress of the own vehicle. Accordingly, a strong impact may be given to the driver due to a large change in the amount of impact, and there is a problem in that secondary collision with the second vehicle may occur.

In addition, when the side of the vehicle collides, since the other vehicle collides with the door or the filler having a weak rigidity, the energy absorbed by the collision deformation of the door or the filler is small, so that a large amount of impact is applied to the occupant.

One aspect provides a vehicle and a method of controlling the same to maximize the amount of impact energy applied from the outside by exposing side panels or flow panels of a rigid vehicle when it is determined that there is a possibility of side collision.

Vehicle according to one aspect is a body; An obstacle detecting unit detecting an obstacle around the vehicle body; An active roll stabilization device connected to the vehicle body; And a control unit for determining a possibility of collision with the obstacle based on the detection information detected by the obstacle detection unit, and controlling the height of the vehicle body by controlling an operation of the active roll stabilization device when it is determined that there is a possibility of collision with the obstacle.

According to an aspect, the vehicle controller acquires the position of the obstacle based on the detection information, and when it is determined that the position of the obstacle is at least one side of the left side and the right side of the vehicle body, the height of the vehicle body of the at least one side is raised to the set height. Controlling the operation of the active roll stabilization device preferably.

According to an aspect of the present disclosure, the control unit of the vehicle acquires the position of the obstacle based on the detection information, determines the driver's response possibility based on the position of the obstacle, and if it is determined that the driver's response is impossible, the height of the vehicle body of the at least one side is increased. Controlling the operation of the active roll stabilization device to be elevated.

According to an aspect, the controller of the vehicle may include controlling the active roll stabilization device to the normal mode when it is determined that the driver can respond.

The vehicle according to an aspect further includes a speed detector for detecting a driving speed, and the controller acquires the position of the obstacle in real time based on the detection information and compares the obstacle with time based on the position of the obstacle obtained in real time. Checking the distance change, acquiring a collision time with the obstacle based on the identified distance change and the traveling speed, and comparing the obtained collision time with the driver's reaction time to determine a driver's response possibility.

According to an aspect, a vehicle includes a passenger detecting unit detecting whether a passenger rides in a vehicle; The storage unit may further include a storage unit configured to store a set height corresponding to the number of occupants, and the controller may acquire the number of occupants based on the detection information of the occupant detector, confirm the set height corresponding to the obtained number of occupants, and confirm the confirmed setting. Controlling the operation of the active roll stabilization device such that the height of the vehicle body is adjusted to the height.

The vehicle according to an aspect further includes a suspension device, and the controller includes controlling the suspension device so that the height of the vehicle body is adjusted when it is determined that there is a possibility of collision with the obstacle.

The obstacle detecting unit of the vehicle according to an aspect includes a lidar sensor provided in the center of the front panel of the vehicle body.

The obstacle detection unit of the vehicle according to one side includes a lidar sensor provided on both sides of the front panel of the vehicle body, respectively.

The obstacle detecting unit of the vehicle according to one side includes radar sensors provided on both sides of the rear panel of the vehicle body, respectively.

The obstacle detecting unit of the vehicle according to one side may include an image detecting unit detecting images of both sides of the vehicle body, respectively.

According to another aspect of the present invention, a control method of a vehicle detects an obstacle around a vehicle body, determines a possibility of collision with an obstacle based on the detected detection information, and if it is determined that there is a possibility of collision with an obstacle, an operation of an active roll stabilization device is performed. Control the height of the car body to the set height.

Controlling the operation of the active roll stabilizing device obtains the position of the obstacle based on the detection information, and if it is determined that the position of the obstacle is at least one side of the left side and the right side of the vehicle body, Controlling the operation of the active roll stabilization device such that the height is raised to a set height.

Controlling the operation of the active roll stabilization device is to determine the driver's response possibility based on the position of the obstacle, and if the driver's response is determined to be impossible, the height of the at least one side of the vehicle body is raised to the set height. Controlling the operation of the roll stabilization device.

The control method of the vehicle according to another aspect may further include controlling the active roll stabilization device in a normal mode when it is determined that the driver can respond.

Controlling the active roll stabilization device in the normal mode includes checking the acceleration of the vehicle, obtaining a roll angle of the vehicle based on the identified acceleration, and operating the active roll stabilization device based on the obtained roll angle. Control.

Determining the possibility of the driver's response, the position of the obstacle is obtained in real time based on the detection information of the obstacle, based on the position of the obstacle obtained in real time, the distance change with the obstacle over time, and the identified distance Obtaining the relative speed of the obstacle based on the change, obtaining the collision time with the obstacle based on the obtained relative speed, and determining that the driver's response is impossible if the obtained collision time is shorter than the driver's reaction time. .

Adjusting the height of the vehicle body to the set height, to obtain the number of occupants on the basis of the detection information of the occupant detector, to confirm the set height corresponding to the number of occupants obtained, the height of the car body is adjusted to the confirmed set height Controlling the operation of the active roll stabilization device preferably.

Adjusting the height of the vehicle body to the set height includes controlling the suspension so that the height of the vehicle body is adjusted to the set height if it is determined that there is a possibility of collision with the obstacle.

Detecting an obstacle around the vehicle body includes determining whether an obstacle exists on at least one side of the front left side and the right side of the vehicle body based on the detection information detected by the lidar sensor provided in the center of the front panel of the vehicle body. do.

Detecting obstacles around the vehicle body includes determining whether an obstacle exists on at least one of the left and right sides of the vehicle body based on the detection information detected by the lidar sensors provided on both sides of the front panel of the vehicle body, respectively. do.

Detecting obstacles around the vehicle body is based on detection information detected by radar sensors provided on both sides of the rear panel of the vehicle body to determine whether an obstacle exists on at least one of the left and right sides of the rear of the vehicle. Include.

Detecting obstacles around the vehicle body includes detecting images of the left side and the right side of the vehicle body, respectively, and determining whether there are obstacles in the image of the detected left side and the image of the right side.

If the present invention determines that there is a possibility of side collision, the present invention controls an active roll stabilization (ARS) device to expose a rigid flow panel or side panel portion to collide with another vehicle. It is possible to maximize the amount of impact energy applied from the outside of the city, thereby minimizing the amount of impact applied to the occupant.

The present invention can prevent the side collision situation in advance by outputting the obstacle information detected by the obstacle detection unit, and even if a collision occurs, since the height of the garage is raised before the collision occurs, the deformation amount of the vehicle body can be minimized. That is, the present invention can reduce the damage of the vehicle.

The present invention can improve the quality and merchandise of the vehicle having an active roll stabilization (ARS) device, and can further increase the user's satisfaction and secure the competitiveness of the product.

1 is an exemplary view illustrating an exterior of a vehicle body of a vehicle according to an exemplary embodiment.
2 is a diagram illustrating a built-in vehicle body of the vehicle according to the embodiment.
3 is an exemplary view of an active roll stabilization apparatus of a vehicle according to an embodiment.
4 is a structural diagram of an example of an active roll stabilization device 140 of a motor driving method provided in a vehicle according to an embodiment.
5 is a structural diagram of another example of an active roll stabilization device 140 of a motor driving method provided in a vehicle according to an embodiment.
6 is a control block diagram of a vehicle according to an embodiment.
7 is an exemplary view illustrating a detector provided in a vehicle and a detection area of the detector according to an exemplary embodiment.
8 is a control flowchart of a vehicle according to an embodiment.
9 is an exemplary view for determining a possibility of side collision of a vehicle according to an embodiment.
10A to 10D are exemplary views of a vehicle height adjustment mode of a vehicle according to an embodiment.
11 is a graph of deformation amount of a door when a side collision occurs of a vehicle according to an exemplary embodiment.

Hereinafter, with reference to the accompanying drawings will be described in detail the present invention.

1 is a diagram illustrating an exterior of a vehicle body according to an embodiment, FIG. 2 is a diagram illustrating an interior of a vehicle body according to an embodiment, and FIG. 3 is an exemplary diagram of an active roll stabilization apparatus of a vehicle according to an embodiment. 4 is a structural diagram of an active roll stabilization apparatus of a vehicle according to an embodiment.

The vehicle 100 includes a body having an exterior 110 and an interior 120 and a chassis 130 on which a mechanical device necessary for driving is installed, except for the vehicle body.

As illustrated in FIG. 1, the exterior 110 of the vehicle body includes a front panel 111, a bonnet 112, a roof panel 113, a rear panel 114, front and rear doors 115, front, rear, left and right doors ( And a window glass 116 provided to be opened and closed at 115.

In addition, the exterior of the vehicle body includes a pillar 117 provided at the boundary between the window glass 116 of the front, rear, left, and right doors 115, a side mirror that provides the driver a field of view behind the car 100, and a front view. It also includes lamps that make it easy to see information and provide signals and communications to other vehicles and pedestrians.

The exterior of the vehicle body further includes side panels 118 provided at both sides of the doors 115 at the front, rear, left, and right sides, and a flow panel 119 provided at the bottom of the door 115 at the front, rear, left, and right sides, and forms a bottom surface of the vehicle. .

The side panel may include a front side panel forming an insertion space of the front wheel and a rear side panel forming an insertion space of the rear wheel.

As shown in FIG. 2, the interior of the vehicle body 120 includes a seat 121 on which the occupant sits, a dashboard 122, and a tachometer, a speedometer, a coolant thermometer, a fuel gauge, a turn indicator, which is disposed on the dashboard. Instrument panel (ie cluster, 123) with high light indicator, warning lamp, seat belt warning, odometer, odometer, shift lever indicator, door open warning lamp, engine oil warning lamp, low fuel warning lamp, and vent of air conditioner And a center fascia 124 having a control panel disposed thereon, a head unit 125 provided at the center fascia 124 and receiving operation commands of an audio device and an air conditioner, and a center fascia 124 provided with a start command. It includes a starting unit 126 to receive the input.

The seat 121 may include a seat 121a of the driver's seat and a seat 121b of the passenger seat, and may further include a seat of the rear seat.

The vehicle 100 includes a shift lever provided in the center fascia 124 and receiving an operation position, and a parking button positioned around the shift lever or on the head unit 125 and receiving an operation command of an electronic parking brake device (not shown). (EPB button) is further included.

The vehicle 100 includes an input unit 127 for receiving an operation command of various functions.

The input unit 127 may be provided in the head unit 125 and the center fascia 124 and include at least one physical button such as an operation on / off button for various functions, a button for changing a setting value of various functions, and the like. can do.

The input unit 127 may further include a jog dial (not shown) or a touch pad (not shown) for inputting a movement command and a selection command of a cursor displayed on the display unit of the user interface 130.

The jog dial or touch pad may be provided in the center fascia or the like.

The vehicle 100 is provided in the head unit 125 and includes a display unit 128 that displays information about a function being performed in a vehicle and information input by a user.

That is, the display unit indicates whether there is a possibility of side collision.

The vehicle 100 further includes a sound output unit 129 for outputting various warning sounds, music being played, guide voice of the navigation device, and the like.

The sound output unit 129 may include a speaker.

The vehicle further includes a user interface for the user's ease of use.

The user interface can be mounted on the dashboard, embedded or mounted.

The user interface may include an input unit for receiving information selected by the user, and a display unit for displaying operation information and information selected by the user.

The user interface may include a display panel as a display unit and may further include a touch panel as an input unit.

The user interface performs audio functions, video functions, navigation functions, broadcast functions (DMB functions), and radio functions.

The undercarriage 130 of the vehicle is a frame for supporting the vehicle bodies 110 and 120, and the front wheels 131: 131L and 131R disposed on the left and right sides of the front, and the rear wheels 132: 132L and 132R respectively disposed on the left and right sides of the rear. It includes.

A brake pedal 132 pressurized by the user according to the braking intention of the user and an accelerator pedal 133 pressurized by the user in accordance with the acceleration of the user may be provided inside the vehicle 100. The steering wheel 134 rotated by the user according to the will can be provided.

The vehicle generates driving force necessary for driving, adjusts the generated driving force, and adjusts the driving force at least one pair of the front left and right front wheels 131: 131L and 131R and the rear left and right rear wheels 132: 132L and 132R. A power unit for applying to the vehicle, a braking unit for applying braking force to the wheels 131 and 132 on the front, rear, left, and right sides, a steering unit for adjusting the driving direction of the vehicle, and preventing the impact of the road surface from being transmitted to the vehicle during driving It may include a suspension device and a roll stabilization device 140 for controlling the rolling of the vehicle.

Suspension of the vehicle is a device that connects the axle and the vehicle body to prevent the axle from being transmitted from the road surface directly to the vehicle body while driving to prevent damage to the vehicle body and cargo and improve ride comfort.

Such a suspension device includes a chassis spring 135 for mitigating an impact from a road surface, and a shock absorber 136 for attenuating control of free vibration of the chassis spring 135 to improve ride comfort (see FIG. 4). Here, the shock absorber may be a shock absorber of the air suspension.

As shown in FIG. 3, the roll stabilization device 140 adjusts the roll stiffness value of the entire vehicle by adjusting the amount of torsion of the stabilizer bar with hydraulic pressure or a motor. It improves vehicle stability and ride comfort by controlling the roll angle of the vehicle in the area where the lateral acceleration of the vehicle is small.

The roll stabilization device 140 is connected between the left and right front wheels 131L and 131R, and is connected between the first roll stabilization device 140F and the left and right rear wheels 132L and 132R that control the vertical movement of the left and right front wheels. And a second roll stabilization device 140R for adjusting the vertical movement of the left and right rear wheels, and a control unit for controlling operations of the first roll stabilization device 140F and the second roll stabilization device 140R. And 180.

The structures of the first roll stabilization device 140F and the second roll stabilization device 140R are the same or similar to each other.

The roll stabilization apparatus 140 is demonstrated with reference to FIG.

In addition, the 1st roll stabilization apparatus 140F is demonstrated to an example.

The roll stabilization device 140 includes a stabilizer bar 141 which is installed at both sides of the vehicle body 110 and suppresses rolling of the vehicle. Here, the stabilizer bar 141 may be mounted to the lower arm 143 or the strut bar (not shown) through the stabilizer link 142.

The stabilizer bar 141 does not work when the left and right front wheels 131L and 131R move up and down at the same time, and when the left and right front wheels 131L and 131R move up and down relatively, they are twisted and torsionally elastic. Anti roll function to suppress the roll.

That is, the stabilizer bar 141 is twisted when the outside of the vehicle body 110 is inclined by centrifugal force during the turning driving of the vehicle or when the left and right front wheels 131L and 131R have a relatively phase difference due to bump or rebound during driving. The torsional elastic force is used to stabilize the body position.

The roll stabilization device 140 is an active roll stabilizer that performs roll control quickly and accurately to suppress the inclination of the vehicle only by the torsional elastic force of the stabilizer bar 141 or to restore the inclined vehicle body 110 to stabilize it. It may be aization device.

The driving method of the active roll stabilization device 140 is connected to an actuator made of a hydraulic cylinder (not shown) at the end of the stabilizer bar 141 to perform an active roll control and an actuator made of a motor. It may include a motor driving method connected to perform an active roll control.

The active roll stabilization device 140 of the hydraulic type includes a hydraulic cylinder (not shown) having a lower end connected to the lower arm 143 and a piston rod end connected to the stabilizer bar 141 through a ball joint.

The active stabilization device 140 of the hydraulic type controls the hydraulic pressure of the hydraulic cylinder so that the connection length between one end of the stabilizer bar 141 and the lower arm 143 is varied, thereby torsional rigidity of the stabilizer bar 141. It has a mechanism to change it.

The present embodiment will be described with respect to the active roll stabilization device 140 of the motor drive method.

4 is a structural diagram of an example of an active roll stabilization device 140 of a motor driving method provided in a vehicle according to an embodiment.

As shown in FIG. 4, the active roll stabilization device 140 is composed of a stabilizer bar 141, a stabilizer link 142, a lower arm 143, a motor 144, and a push bar 145.

Both sides of the stabilizer bar 141 are installed in the subframe 137 of the vehicle body, and both ends thereof are connected to the lower arm 143, respectively.

The stabilizer link 142 is slidably installed at each lower arm 143, and the other end is connected to the end of the stabilizer bar 411 through a ball joint BJ or the like.

Sliding slots 146 are formed at both sides of each lower arm 143, and the sliding pins 147 may be installed to be movable in a sliding manner.

In addition, an opening (not shown) may be formed at an upper portion of each lower arm 143, and one end of the stabilizer link 142 may be connected to the sliding pin 147 through the opening.

In addition, one end of the stabilizer link 142 may also be connected to one end of the push bar 145 through the sliding pin 147 on the outside of the lower arm 143.

Here, a slide guider (not shown) for guiding the sliding pin 147 may be integrally installed in the sliding slot 146 to guide the movement of the sliding pin 147.

In addition, the motor 144 may be installed as an actuator at one central side of the subframe 137. The motor 144 allows the two power transformers 148 to move forward and backward, respectively.

According to the rotational drive of the motor 144, both lead screws (not shown) rotate in the same direction, but the two power transformers 148 engaged with each other rotate in opposite directions with respect to the driving motor 144. Work simultaneously in the direction.

The motor 144 may change the rotation direction based on the left and right turning directions of the vehicle.

The push bar 145 is connected to the lower arm 143 side connection portion of each stabilizer link 142 through the sliding pin 147 outside the lower arm 143.

In addition, the other end of the push bar 145 is connected to the power transformer 148 to transfer the front and rear force of the power transformer 148 to the stabilizer link 142. At this time, one end and the other end of the push bar 145 is connected to the lower arm 143 side connection portion of the stabilizer link 142 and the front end of the power transformer 148 by a hinge portion, respectively.

Therefore, the active stabilization device 140 adjusts the mounting position of the stabilizer bar 141 by adjusting the lower arm 143 side mounting position of the stabilizer link 142 by driving the motor 144 installed in the center of the subframe 137. The roll stiffness causes the behavior of the lower arm 143 to act in a larger position to achieve active roll control.

First, the motor 144 both sides of the power transformer 148 is located in the interior of the screw housing 149, the push bar 145 is mounted on the lower arm 143 side of each stabilizer link 142 Is positioned inside the sliding slot 146 on the lower arm 143 so that the roll stiffness of the stabilizer bar 141 serves as a reference value.

Then, both side push bars 145 connected to each power transformer 148 are mounted on the lower arm 143 side of each stabilizer link 142 that connects the front end of the stabilizer bar 141 to both lower arms 143. It is pushed outward to be positioned outside of the sliding slot 146 on the lower arm 143. Accordingly, the roll stiffness of the stabilizer bar 141 acts at the position where the behavior of the lower arm 143 is greater.

As such, the active stabilizer device 140 controls the mounting position of the lower arm 143 side connection portion of the stabilizer link 142 connected to both ends of the stabilizer bar 141 according to the behavior of the vehicle body. The roll stiffness of 141 achieves active roll control by allowing the lower arm's behavior to act at a larger position and to act as a greater roll suppression force.

The active stabilization device 140 adjusts the torsion of the stabilizer bar by controlling the mounting position of the lower arm 143 side connection portion of the stabilizer link 142 connected to both ends of the stabilizer bar 141 to the outside. You can adjust the height.

That is, the mounting position of the lower arm 143 side connection part of the stabilizer link 142 can raise the height of the vehicle body of the side adjusted to the outer side.

5 is a structural diagram of another example of an active roll stabilization device 140 of a motor driving method provided in a vehicle according to an embodiment.

The same components as those of the active roll stabilization device 140 of one example among the components of the active roll stabilization device 140 of another example are assigned the same numbers as the components of the example.

The active roll stabilization device 140 of the motor drive type includes a stabilizer bar 141 installed at both sides of the vehicle body 110 to suppress rolling of the vehicle. Here, the stabilizer bar 141 may be installed at both sides of the subframe 137 of the vehicle body, and a motor 144 and a gear unit (not shown) for changing the gear ratio may be installed at the center thereof.

The stabilizer bar 141 is different from each other in the left and right sides according to the rotation direction and the rotational force of the motor 144.

The motor-driven active roll stabilization device 140 adjusts the torsion of the left and right of the stabilizer bar 141 by adjusting the gear ratio of the motor 144 and the gear unit based on the roll angle.

That is, the vehicle may adjust the heights of the left and right sides of the vehicle body by torsion applied to the stabilizer bar 141.

6 is a control block diagram of a vehicle according to an embodiment.

The vehicle includes a display unit 128, a sound output unit 129, an obstacle detector 150, a passenger detector 160, a speed detector 170, a controller 180, a storage unit 181, and a driver 190. .

The vehicle may automatically perform the garage adjustment mode or may receive an automatic operation command and an automatic operation off command of the garage adjustment mode through the input unit 127.

The vehicle may receive an anti-collision mode, or may automatically execute the anti-collision mode.

The display unit 128 may display whether or not an obstacle exists, and may also display a location where an obstacle exists.

The display unit 128 may include a warning lamp that is turned on in the presence of an obstacle, and may include a flat panel display that displays the presence and location of the obstacle in the presence of the obstacle.

The display unit 128 may include a warning lamp capable of lighting in a plurality of colors, and may also light a warning lamp of a color corresponding to a distance from an obstacle.

The display unit 128 may display an image of the flat panel display in a color corresponding to the distance from the obstacle.

The display unit 128 can also display an on or off operation state of the garage adjustment mode.

The sound output unit 129 outputs a warning sound in the presence of an obstacle.

The sound output unit 129 may output different warning sounds according to the presence position of the obstacle.

The sound output unit 129 may output different warning sounds depending on the distance to the obstacle, or may output different sound levels.

The sound output unit 129 may also output a notification sound when the garage control mode is on.

When the vehicle is in the collision avoidance mode, when an obstacle exists around the vehicle 100, the vehicle may be notified of the obstacle by using at least one of the display unit and the sound output unit so that the user may avoid or prepare for the collision.

The vehicle may notify the collision and the possibility of collision with the obstacle by using at least one of the display unit and the sound output unit during the on operation of the garage adjustment mode.

The obstacle detecting unit 150 detects obstacles in front, rear, left and right of the vehicle.

The obstacle may be another vehicle, a person, or a roadside tree.

The obstacle detector 150 may include a distance detector for detecting a distance from the obstacle.

Here, the distance detector may include a rider sensor.

LiDAR (Light Detection And Ranging) sensor is a non-contact distance detection sensor using the laser radar principle.

The lidar sensor may include a transmitter for transmitting a laser and a receiver for receiving a laser reflected back to a surface of an object existing within a sensor range.

The laser may be a single laser pulse.

The distance detector 161 may include an ultrasonic sensor or a radar sensor.

The ultrasonic sensor generates ultrasonic waves for a predetermined time and detects a signal reflected back to the object.

The ultrasonic sensor may be used to determine the presence or absence of an obstacle such as a pedestrian within a short range.

A radar sensor is a device that detects the position of an object by using a reflected wave generated by radiation of radio waves when transmitting and receiving are performed in the same place.

Such a radar sensor may use a Doppler effect, change the frequency of a transmission wave over time, or output a pulse wave as a transmission wave in order to prevent the transmission and reception waves from overlapping each other.

For reference, since the rider sensor has a higher detection accuracy in the lateral direction than the RaDAR (Radar Detecting And Ranging) sensor, it is possible to increase the accuracy of determining whether a passage exists in the front.

The obstacle detector 150 may include an image detector that acquires an image of a road to detect an obstacle.

The image detector may be a camera and include a CCD or a CMOS image sensor.

The image detector may be provided in the window glass of the front surface, may be provided in the window glass of the inside of the vehicle, may be provided in the room mirror of the inside of the vehicle, or may be provided to expose the outside of the roof panel 113 (FIG. 1).

The image detecting unit detects object information around the vehicle and converts the information into an electrical image signal. The image detecting unit converts the object information into an electric image signal. Detects object information and transmits an image signal of the detected object information to the controller 180.

The image detector may be a rear camera, a black box camera, or may be a camera of an autonomous driving control device provided for autonomous driving.

As shown in FIG. 7, the obstacle detecting unit 150 includes a first obstacle detecting unit 151 provided at the center of the front panel of the vehicle, and a second obstacle detecting unit 152 provided at the roof panel of the vehicle or the front window glass of the vehicle. And a third obstacle detection unit 153 respectively provided on the left and right sides of the front panel of the vehicle or the left and right side panels in front of the vehicle, and the fourth obstacles provided on the left and right side panels of the rear panel of the vehicle or the rear left and right side panels of the vehicle, respectively. The detector 154 is included.

Here, the first obstacle detection unit 151 may include at least one of a radar sensor and a lidar sensor.

The radar sensor of the first obstacle detection unit 151 may detect an obstacle in the first detection area a1, and the lidar sensor of the first obstacle detection unit 151 may detect an obstacle in the second detection area a2. Can be.

That is, when the first obstacle detection unit 151 is a radar sensor, the first obstacle detection unit 151 may detect an obstacle located in front of the vehicle.

In addition, when the first obstacle detection unit 151 is a medium-range radar sensor, the first obstacle detection unit 151 may detect an obstacle in the first detection area a1, and the first obstacle detection unit 151 is a long-range radar sensor. In this case, the first obstacle detection unit 151 may have a detection area a1 ′ that is narrower in the left and right areas and longer in the front area than the first detection area a1.

When the first obstacle detection unit 151 is a lidar sensor, the first obstacle detection unit 151 may detect obstacles located on the left and right sides of the front and front of the vehicle.

The second obstacle detecting unit 152 is a front camera and detects an area where the left and right areas are narrower and the front area is longer than the first detecting area when compared with the first detection area of the radar sensor of the first obstacle detecting unit 151. You can have The second obstacle detection unit 152 may detect an obstacle located in front of the vehicle.

In addition, the second obstacle detection unit 152 may further include a camera for photographing the left and right sides of the vehicle, respectively.

The third obstacle detection unit 153 may include a lidar sensor and detect an obstacle in the third detection area a3. The third detection area a3 may include a left area and a right area of the vehicle.

The fourth obstacle detection unit 154 may include a radar sensor and detect an obstacle in the fourth detection area a4. The fourth detection area a4 may include a rear area of the vehicle, a rear left area, and a rear right area.

The first obstacle detection unit 151, the second obstacle detection unit 152, and the fourth obstacle detection unit 154 may be selectively provided in the vehicle.

The occupant detector 160 detects occupant information of the occupant.

The occupant detector 160 may be provided on each seat and each seat belt provided in the vehicle.

The occupant detector 160 may include at least one of a weight detector, a pressure detector, a capacitance detector, and a fastening detector of the seat belt.

The speed detector 170 detects a traveling speed of the owner vehicle. The driving speed of the child vehicle may be the speed of the vehicle body.

The speed detector 170 may be a wheel speed sensor provided on the front, rear, left, and right wheels, or an acceleration sensor that detects acceleration of the vehicle.

The vehicle may further include an acceleration detector that detects the acceleration of the vehicle.

The acceleration detector detects a lateral acceleration (Lateral-G or G-sensor) of the vehicle, and detects an acceleration of a force that the vehicle tries to push in the lateral direction while driving.

The controller 180 obtains a roll angle based on the acceleration detected by the acceleration detector when the normal mode is performed, and determines the attitude of the vehicle based on the obtained roll angle.

The controller 180 generates a control signal of the motor 144 of the active stabilization device 140 based on the roll angle, and transmits the generated control signal to the driver 190.

The controller 180 determines the necessity of performing the garage adjustment mode based on the detection information of the obstacle detector 150, and if it is determined that the garage adjustment mode is not necessary, the controller 180 controls the execution of the general mode, and performs the garage adjustment mode. If it is necessary to control the motor of the active stabilization device 140.

More specifically, the controller 180 determines the possibility of side collision with the obstacle based on the detection information of the obstacle detector 150, and if it is determined that there is a possibility of side collision, the obstacle detector 150 and the speed detector 170 are determined. Based on the detection information of the driver, it is determined whether the driver can cope with a collision with an obstacle, and if it is determined that there is no driver's possibility, it is determined that the garage adjustment mode needs to be performed.

The configuration of the controller 180 that determines the possibility of side collision with the obstacle will be described in more detail.

When the first obstacle detection unit is a lidar sensor, the controller 180 determines whether an obstacle exists in the second detection area a2 based on the detection information detected by the first obstacle detection unit, and the second detection area a2. If it is determined that there is an obstacle in the vehicle, the position of the obstacle is confirmed based on the detection information of the first obstacle detection unit, and if it is determined that the position of the identified obstacle is in front of the vehicle, it is determined that there is a possibility of side collision.

The position of the obstacle includes the direction of the obstacle and the distance of the obstacle.

When the second obstacle detecting unit is an image detecting unit that detects images of the left and right sides of the vehicle, the controller 180 receives the image information detected by the image detecting unit photographing the left side of the vehicle and processes the received image information to the left. It is determined whether an obstacle exists in the image, and when it is determined that an obstacle exists, it is determined that there is a possibility of a left side collision.

The controller 180 receives the image information detected by the image detecting unit photographing the right side of the vehicle and processes the received image information to determine whether an obstacle exists in the right image, and if it is determined that the obstacle exists, there is a possibility of a right side collision. I judge it exists.

The controller 180 determines whether an obstacle exists in the third detection area a3 based on the detection information detected by the third obstacle detection unit, and when it is determined that an obstacle exists in the third detection area a3, the third obstacle detection unit If it is determined that the position of the obstacle is determined based on the detected information of the obstacle and the position of the identified obstacle is the left or the right side of the front of the vehicle, it is determined that there is a possibility of side collision.

The controller 180 determines whether an obstacle exists in the fourth detection area a4 based on the detection information detected by the fourth obstacle detecting unit 154, and if it is determined that the obstacle exists, the controller 180 determines the position of the obstacle based on the detection information. Check it.

When the controller 180 determines that an obstacle exists in the center of the rear of the vehicle based on the detection information detected by the fourth obstacle detecting unit 154, the controller 180 controls the general mode and an obstacle exists on the left or right side of the rear of the vehicle. If it is determined that there is a possibility of side collision.

If it is determined that the obstacle exists on at least one side of the left side and the right side of the vehicle, the controller 180 determines the driver's response possibility based on the detection information detected by the obstacle detection unit 150.

In more detail, the controller 180 checks the distance to the obstacle on the side of the vehicle based on the detection information detected by the obstacle detector 150, and obtains a distance change over time based on the identified distance. In other words, the relative speed of another vehicle according to the distance change is obtained.

The controller 180 may determine whether the obstacle can be released from the current position of the own vehicle before the obstacle reaches the position of the own vehicle based on the obtained relative speed and the traveling speed of the own vehicle detected by the speed detector.

The controller 180 acquires a collision time required to collide with an obstacle on the side of the vehicle based on the obtained relative speed and the traveling speed of the own vehicle detected by the speed detector, and compares the reaction time and the collision time of the preset driver. Determine the driver's response.

That is, the controller 180 determines that the driver cannot respond to the collision if the collision time is smaller than the reaction time of the driver, and determines that the driver can respond to the collision when the collision time is equal to or greater than the reaction time of the driver.

If it is determined that the driver can cope with the collision, the controller 180 controls the first and second active stabilization apparatus 140 in the normal mode. In this case, the normal mode is a mode for performing an anti-roll function.

If it is determined that the driver is unable to cope with the collision, the controller 180 checks the direction of the side that collides with the obstacle based on the detection information of the obstacle detection unit, and the motor 144 of the first and second active stabilization apparatus 140 is determined. By controlling the height of the garage side of the identified side by performing the height adjustment mode.

The controller 180 may adjust the gear ratio of the gear unit in the garage adjustment mode.

If it is determined that the driver is unable to cope with the collision, the controller 180 checks the direction of the side colliding with the obstacle based on the detection information of the obstacle detection unit, and controls the air suspension of the suspension device to perform the garage adjustment mode. It is also possible to allow the height of the garage to rise to a predetermined set height.

As a result, the side rails and the flow panel of the rigid side panel of the vehicle may be exposed to the outside when the side collision with the obstacle may be prevented from colliding with the door and the pillar of the vehicle.

The controller 180 determines the number of occupants in the vehicle based on the detection information detected by the occupant detector 160 in the garage adjustment mode, checks the set height of the garage corresponding to the determined number of occupants, and confirms the determined set height. It is also possible to control the motor 144 of the first and second active stabilization device 140 so that the height of the furnace is adjusted.

If it is determined that there is a possibility of side collision, the controller 180 may control the lighting of the warning lamp of the display unit and may control the output of the warning sound of the sound output unit.

If it is determined that the driver is unable to cope with the collision, the controller 180 may perform the garage adjustment mode, and at this time, control the lighting of the warning lamp of the display unit and control the output of the warning sound of the sound output unit.

The controller 180 determines the possibility of side collision based on the detection information detected by the obstacle detection unit while the vehicle is stopped, and if it is determined that there is a possibility of side collision, the controller 180 checks the direction of the side that collides with the obstacle. It is also possible to control the motor 144 of the bi-active stabilization device 140 to perform the height adjustment mode so that the height of the identified side height increases.

In addition, if it is determined that there is no occupant inside the vehicle while the vehicle is parked, the controller 180 may control the normal mode even if there is a possibility of side collision.

The storage unit 181 stores the set height of the garage and stores the reaction time of the driver.

The storage unit 181 may store the set height of the garage corresponding to the number of occupants.

For example, if there is one passenger, the set height of the garage may be 80 mm, and if there are two passengers, the set height of the garage may be 76 mm.

The storage unit 181 may also store the gear ratio of the gear unit corresponding to the number of occupants.

The storage unit 181 may be a nonvolatile memory device or RAM such as a cache, a read only memory (ROM), a programmable ROM (PROM), an erasable programmable ROM (EPROM), an electrically erasable programmable ROM (EEPROM), and a flash memory. It may be implemented as at least one of a volatile memory device such as a random access memory or a storage medium such as a hard disk drive (HDD) or a CD-ROM.

The storage unit 171 may be a memory implemented as a separate chip from the processor described above with respect to the controller 170, or may be implemented as a single chip with the processor.

The driver 190 drives the motor 144 based on a control command of the controller 180.

The driver 190 drives the motor 144 of the first active stabilization device 140F and the motor 144 of the first active stabilization device 140R.

The driving unit 190 may be a current adjusting unit that adjusts the magnitude and direction of the current applied to each motor 144.

The driver 190 may be an inverter (ie, a three-phase full bridge inverter) including six switching elements for supplying three-phase power to each motor 144.

8 is a control configuration diagram of a vehicle according to an embodiment, which will be described with reference to FIGS. 9 to 11.

When the vehicle is turned on, the vehicle supplies power to the internal components.

The vehicle receives 201 detection information detected by the obstacle detecting unit 150, and determines whether an obstacle exists around the own vehicle based on the received detection information of the obstacle detecting unit 150, and when it is determined that the obstacle exists. Based on the detected information of the obstacle detecting unit 150, the position information of the obstacle is acquired (202).

The acquiring position information of the obstacle includes acquiring information on the direction of the obstacle and the distance to the obstacle based on the straight driving direction of the own vehicle.

That is, the vehicle may acquire the direction of the obstacle and the distance of the obstacle based on the position information of the obstacle.

More specifically, the vehicle determines whether an obstacle exists in the second detection area a2 based on the detection information detected by the lidar sensor of the first obstacle detection unit 151, and the obstacle in the second detection area a2 If it is determined to exist, the location information of the obstacle is acquired based on the detection information of the lidar sensor of the first obstacle detection unit.

The location information of the obstacle includes information about the direction of the obstacle and the distance of the obstacle.

The vehicle processes the left image and the right image detected by the second obstacle detection unit in real time, determines whether an obstacle exists in the image processed image, determines whether an obstacle exists in at least one of the left image and the right image, and If it is determined that the presence of the obstacle is obtained in real time.

The vehicle determines whether an obstacle exists in the third detection area a3 on the left and right sides of the vehicle based on the detection information detected by the lidar sensor of the third obstacle detection unit, and determines that the obstacle exists in the third detection area a3. The position of the obstacle is checked based on the detection information of the lidar sensor of the third obstacle detection unit.

In addition, the vehicle determines whether an obstacle exists in the fourth detection area a4 based on the detection information detected by the radar sensor of the fourth obstacle detecting unit 154, and if the obstacle exists, the vehicle detects the obstacle of the fourth obstacle detecting unit 154. The position information of the obstacle is acquired based on the detection information detected by the radar sensor.

When it is determined that the obstacle exists, the vehicle determines whether there is a possibility of side collision with the obstacle based on the direction of the obstacle (203).

That is, if it is determined that the obstacle exists in the center of the front and rear of the vehicle, it is determined that there is no possibility of side collision with the obstacle.

Here, the obstacles are present in the center of the front and rear of the vehicle, which means that other vehicles traveling in the vehicle lane exist in front and rear of the vehicle.

The child lane is the lane on which the child vehicle runs.

If it is determined that the vehicle exists on at least one side of the left and right sides of the child vehicle, it is determined that there is a possibility of collision with the obstacle.

In addition, the vehicle performs an operation of the collision avoidance mode when an obstacle exists on the side, and at this time, the warning lamp of the display unit is turned on or the warning sound is output through the sound output unit.

The vehicle obtains location information of the obstacle based on the detection information detected by the obstacle detection unit 150, and obtains a distance to the obstacle based on the obtained location information. At this time, the vehicle obtains the distance to the obstacle in real time.

As shown in FIG. 8, the vehicle acquires a distance change over time based on the distance acquired in real time, and determines whether the distance d1 of the obstacle v1 and the child vehicle is shortened based on the acquired distance change. If it is determined that the distance D1 between the child vehicle and the obstacle v1 is shortened, it is also possible to confirm secondarily that there is a possibility of side collision.

Here, the shortening of the distance change between the vehicle and the obstacle means that there is another vehicle entering the own lane.

In addition, the shortening of the distance change between the vehicle and the obstacle means that there is another vehicle that changes the lane to the own lane. Here, the child lane is the lane in which the child vehicle travels.

As shown in FIG. 9, the vehicle has a side surface when the distance d2 between the chair vehicle and the obstacle v2 is kept constant or the distance d2 between the chair vehicle and the obstacle v2 is shortened or lengthened repeatedly. Normal mode is performed by determining that there is no possibility of collision or that it is very low.

Herein, the distance between the vehicle and the obstacle is kept constant, or the distance between the child vehicle and the obstacle is shortened or lengthened repeatedly means that there is another vehicle traveling along the lane next to the own lane.

When the vehicle determines that there is a possibility of side collision on at least one side of the left and right sides, the driver may determine whether the driver can respond to the collision with the obstacle based on the detection information of the obstacle detecting unit 150 and the speed detecting unit 170. The possibility of correspondence is determined (204).

Here, the driver corresponding to the collision with the obstacle includes moving to another position before the collision with the obstacle.

The vehicle obtains location information of the obstacle based on the detection information detected by the obstacle detection unit 150, and obtains a distance to the obstacle based on the obtained location information. At this time, the vehicle obtains the distance to the obstacle in real time.

The vehicle obtains a distance change over time based on the distance obtained in real time, and obtains a relative speed of another vehicle according to the distance change. The vehicle acquires the traveling speed of the own vehicle based on the detection information detected by the speed detector.

The next vehicle acquires the collision time required to collide with the obstacle on the side based on the relative speed and the traveling speed according to the acquired distance change, and compares the preset driver's reaction time with the collision time to determine the driver's response possibility. do.

That is, the vehicle determines that the driver cannot respond to the collision if the collision time is shorter than the response time of the driver, and determines that the driver can respond to the collision if the collision time is longer than the response time of the driver.

If the vehicle determines that the driver is unable to cope with the collision, the vehicle checks the direction of the side that collides with the obstacle based on the detection information of the obstacle detecting unit 150, and the motor 144 of the first and second active stabilization apparatus 140 is determined. By controlling the height adjustment mode (205), the height of the identified side of the garage is increased.

As shown in FIG. 10A, when it is determined that there is a possibility of collision on the right side and the driver can respond, the vehicle performs the normal mode without performing the garage adjustment mode.

In this case, determining that the driver can respond means that the distance from the other vehicle is long and the time until the collision with the other vehicle is long, which means that the driver can move to another position before the collision with the other vehicle.

As shown in FIG. 10B, when the vehicle 100 has another vehicle v1 on the right side of the vehicle and there is a possibility of side collision with the other vehicle and the driver cannot respond, the vehicle 100 is located in front and rear of the vehicle. Controls the rotational direction and rotational force (or rotational speed) of the motor 144 of the first and second active stabilization devices 140 respectively provided, and controls the gear ratio of the gear unit to adjust the left and right twist of the stabilizer bar 141. do.

As shown in FIG. 10, the vehicle adjusts the height of the right garage to the set height by performing the garage adjustment mode so that the collision portion with the other vehicle becomes the side rail and the flow panel of the rigid side panel.

As shown in FIG. 10D, when it is determined that there is a possibility of collision on the left side and the driver cannot respond, the motor 144 of the first and second active stabilization devices 140 provided in front and rear of the vehicle, respectively, is shown. The height of the left garage is adjusted to the set height by controlling the rotational direction and the rotational force (or the number of rotations) and controlling the gear ratio of the gear unit to adjust the left and right twist of the stabilizer bar 141.

In addition, the vehicle may adjust the amount of compression of the air suspension of the left and right suspensions if it is determined that there is a possibility of collision on the left side and the driver cannot respond.

In addition, when the vehicle is determined that there is a possibility of collision on both the left and right sides and the driver cannot respond, it is also possible to perform the garage adjustment mode so that the height of both the left and right garages is adjusted to the set height.

When the vehicle is in the garage adjustment mode, the vehicle determines the number of occupants in the vehicle based on the detection information detected by the occupant detector 160, and checks and confirms the set height Δh of the garage corresponding to the determined number of occupants. It is also possible to adjust the height of the garage to the set height.

Here, adjusting the height of the garage controls the motors 144 of the first and second active stabilization devices 140, respectively, so that the height of the left garage is raised, the height of the right garage is raised, or the left and right sides are increased. It may include causing the height of the garage to be raised.

In addition, adjusting the height of the garage controls the rotational speed of the motor 144 and the gear ratio of the gears of the first and second active stabilization devices 140, respectively, so that the height of the left garage is increased or The height may be increased or the height of the left and right garages may be increased.

If the driver determines that the driver is unable to cope with the collision, the vehicle checks the direction of the side that collides with the obstacle based on the detection information of the obstacle detecting unit 150, and controls the air suspension of the suspension device to perform the garage adjustment mode. It is also possible to allow the height of the garage to rise to a predetermined set height.

If the driver determines that the driver is unable to cope with the collision, the vehicle may perform the garage adjustment mode, and at this time, control the lighting of the warning lamp of the display unit and control the output of the warning sound of the sound output unit.

If the driver determines that the driver can cope with the collision, the vehicle performs the normal mode (206).

The vehicle controls the height of the left and right garages as the reference height when the vehicle is in the normal mode. That is, the vehicle controls the heights of the left and right garages as reference heights equally when the general mode is performed.

The normal mode may be performed by acquiring a roll angle of the vehicle based on detection information of the acceleration detector and controlling the motor 144 of the first and second active stabilization apparatus 140 based on the obtained roll angle. It includes performing an anti-roll function.

In addition, the vehicle turns on the garage adjustment mode through the input unit to determine the collision with the obstacle while the ignition is off, and if the possibility of side collision with the obstacle exists, the vehicle performs the garage adjustment mode to minimize the impact with the obstacle. It is possible.

That is, the possibility of side collision is determined based on the detection information detected by the obstacle detection unit while the vehicle is stopped, and when it is determined that there is a possibility of side collision, the direction of the side that collides with the obstacle is determined, and the first and second active stabilizers are checked. It is also possible to control the motor 144 of the device 140 to perform the height adjustment mode so that the height of the identified side height increases.

As illustrated in FIG. 11, the side rails and the flow panel of the side panel of the vehicle having high rigidity are exposed to the outside when the side collision with the obstacle is exposed to minimize the amount of impact applied to the door and the pillar of the vehicle.

As shown in FIG. 11, when the side collision with the obstacle occurs, it can be seen that the amount of deformation of the door of the vehicle according to the present embodiment is reduced compared to the prior art.

100: vehicle 127: input unit
128: display unit 129: sound output unit
130: chassis 131R, 131L: front wheel
132R, 132L: Rear wheels 140: Active stabilization device

Claims (17)

Bodywork;
An obstacle detecting unit detecting an obstacle around the vehicle body;
An active roll stabilization device connected to the vehicle body;
A control unit for determining a possibility of collision with the obstacle based on the detection information detected by the obstacle detection unit, and controlling the height of the vehicle body by controlling an operation of the active roll stabilization device when it is determined that there is a possibility of collision with the obstacle. Vehicle comprising a. The method of claim 1, wherein the control unit,
If the position of the obstacle is obtained based on the detection information and the position of the obstacle is determined to be at least one side of the left side and the right side of the vehicle body, the height of the vehicle body of the at least one side surface is raised to a set height. A vehicle comprising controlling the operation of a roll stabilization device. The method of claim 2, wherein the control unit,
The active type is acquired such that the position of the obstacle is acquired based on the detection information, the possibility of the driver is determined based on the position of the obstacle, and the height of the vehicle body of the at least one side is increased when it is determined that the driver is unable to respond. A vehicle comprising controlling the operation of a roll stabilization device. The method of claim 3, wherein the control unit,
And controlling the active roll stabilization device in a normal mode if it is determined that the driver can respond. The method of claim 3, wherein
Further comprising a speed detector for detecting the running speed,
The controller may be configured to acquire the position of the obstacle in real time based on the detection information, confirm a change in distance from the obstacle with time based on the position of the obstacle obtained in real time, and determine the determined distance change and the driving. Obtaining a collision time with the obstacle based on the speed, and comparing the obtained collision time with the reaction time of the driver to determine the correspondence of the driver. The method of claim 1,
A passenger detecting unit detecting whether the passenger rides;
Further comprising a storage unit for storing a set height corresponding to the number of passengers,
The control unit acquires the number of occupants based on the detection information of the occupant detecting unit, confirms a set height corresponding to the obtained number of occupants, and adjusts the height of the vehicle body to the determined set height. A vehicle comprising controlling the operation of a stabilization device. The method of claim 3, wherein
Further includes a suspension device,
The control unit includes controlling the suspension device to adjust the height of the vehicle body when it is determined that there is a possibility of collision with the obstacle. The method of claim 1, wherein the obstacle detection unit,
A vehicle provided on both front panels, rear panels, or both sides of the vehicle body. The method of claim 1, wherein the obstacle detection unit,
A vehicle comprising a lidar sensor, a radar sensor or an image detector. Detect obstacles around the body,
Determine a possibility of collision with the obstacle based on the detected detection information,
If it is determined that there is a possibility of collision with the obstacle, controlling the operation of the active roll stabilization device to adjust the height of the vehicle body to the set height. The method of claim 10, wherein controlling the operation of the active roll stabilization device comprises:
Obtaining the position of the obstacle based on the detection information,
If the position of the obstacle is determined to be at least one side of the left side and the right side of the vehicle body, including controlling the operation of the active roll stabilization device such that the height of the vehicle body of the at least one side surface is raised to the set height. Control method of the vehicle. The method of claim 11, wherein controlling the operation of the active roll stabilization device comprises:
Determine the driver's corresponding possibility based on the position of the obstacle,
And controlling the operation of the active roll stabilization device such that the height of the at least one side of the vehicle body rises to the set height if it is determined that the driver cannot respond. The method of claim 12,
And controlling the active roll stabilization device in a normal mode if it is determined that the driver can respond. The method of claim 13, wherein the controlling of the active roll stabilization device in a normal mode comprises:
Check the acceleration of the vehicle,
Obtaining a roll angle of the vehicle based on the identified acceleration,
Controlling the operation of the active roll stabilization device based on the obtained roll angle. The method of claim 12, wherein the determining of the possibility of correspondence of the driver,
Obtain the position of the obstacle in real time based on the detection information of the obstacle,
Determine a change in distance from the obstacle over time based on the position of the obstacle obtained in real time;
Obtaining the relative speed of the obstacle based on the identified distance change,
Obtaining a collision time with the obstacle based on the obtained relative speed,
And determining that the driver's response is impossible when the obtained collision time is shorter than the driver's response time. The method of claim 10, wherein adjusting the height of the vehicle body to a set height,
Obtaining the number of occupants based on the detection information of the occupant detector;
Confirming a set height corresponding to the obtained number of occupants,
Controlling the operation of the active roll stabilization device such that the height of the vehicle body is adjusted to the identified set height. The method of claim 10, wherein adjusting the height of the vehicle body to a set height,
And controlling a suspension device such that the height of the vehicle body is adjusted to the set height when it is determined that there is a possibility of collision with the obstacle.

Images