Nothing Special   »   [go: up one dir, main page]

WO2016181613A1 - Vehicular collision detection device - Google Patents

Vehicular collision detection device Download PDF

Info

Publication number
WO2016181613A1
WO2016181613A1 PCT/JP2016/002089 JP2016002089W WO2016181613A1 WO 2016181613 A1 WO2016181613 A1 WO 2016181613A1 JP 2016002089 W JP2016002089 W JP 2016002089W WO 2016181613 A1 WO2016181613 A1 WO 2016181613A1
Authority
WO
WIPO (PCT)
Prior art keywords
collision
pressure sensor
pressure
bumper
vehicle
Prior art date
Application number
PCT/JP2016/002089
Other languages
French (fr)
Japanese (ja)
Inventor
吉田 智一
田辺 貴敏
大祐 中根
皓太 天野
和久 橋本
Original Assignee
株式会社デンソー
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Priority to DE112016002149.6T priority Critical patent/DE112016002149B4/en
Publication of WO2016181613A1 publication Critical patent/WO2016181613A1/en

Links

Images

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60RVEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/48Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects combined with, or convertible into, other devices or objects, e.g. bumpers combined with road brushes, bumpers convertible into beds
    • B60R19/483Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects combined with, or convertible into, other devices or objects, e.g. bumpers combined with road brushes, bumpers convertible into beds with obstacle sensors of electric or electronic type
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60RVEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/18Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60RVEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60RVEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/18Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
    • B60R2019/186Additional energy absorbing means supported on bumber beams, e.g. cellular structures or material

Definitions

  • a chamber member having a chamber space formed therein is disposed on the vehicle front side of a bumper reinforcement in a vehicle bumper, and the pressure in the chamber space is measured by a pressure sensor. There is something to be detected.
  • the chamber member is deformed along with the deformation of the bumper cover, and a pressure change is generated in the chamber space.
  • the pressure sensor detects this pressure change to detect a pedestrian collision.
  • the output of the pressure sensor may vary depending on the position of the bumper in the vehicle width direction.
  • the bumper cover has a structure in which the bumper cover is inclined in the vehicle front-rear direction at the corner of the bumper in the vehicle width direction end. May become smaller. Therefore, in order to ensure the accuracy of collision detection, it is a problem to estimate the position in the vehicle width direction of the bumper on which the pedestrian or the like has collided, and perform an appropriate collision determination according to the collision position.
  • the detection tube member 3 has a circular cross-sectional shape and is made of synthetic rubber, for example, silicone rubber.
  • the outer diameter of the detection tube member 3 is, for example, about 8 mm.
  • the cross-sectional shape of the detection tube member 3 is not limited to a circle, but may be a polygon such as a quadrangle.
  • the material of the tube member 3 for detection may be ethylene propylene rubber (EPDM) or the like.
  • the left pressure sensor 4L and the right pressure sensor 4R are arranged on the vehicle rear side of the front surface 9a of the bumper reinforcement 9 as shown in FIGS. Specifically, the left pressure sensor 4L is installed on the rear surface 9b of the bumper reinforcement 9 on the left end side in the vehicle width direction.
  • the right pressure sensor 4R is installed on the rear surface 9b of the bumper reinforcement 9 on the right end side in the vehicle width direction.
  • the left pressure sensor 4L and the right pressure sensor 4R are fixedly attached to the rear surface 9b of the bumper reinforcement 9 by fastening with a bolt or the like (not shown).
  • the left pressure sensor 4L and the right pressure sensor 4R are sensor devices that detect changes in gas pressure. Specifically, the left pressure sensor 4L is connected to the left end of the detection tube member 3 in the vehicle width direction, and detects the pressure in the hollow portion 3a at the left end of the detection tube member 3 in the vehicle width direction.
  • the right pressure sensor 4R is connected to the right end of the detection tube member 3 in the vehicle width direction, and detects the pressure in the hollow portion 3a on the right side of the detection tube member 3 in the vehicle width direction.
  • the peak value detector 61 detects the peak value of each pressure waveform detected by the left pressure sensor 4L and the right pressure sensor 4R, respectively, when a pedestrian or the like collides with the bumper cover 8.
  • the peak value detection unit 61 includes first peak values P1L and P1L that first peak and first peak value P1L in each pressure waveform detected by the left pressure sensor 4L and the right pressure sensor 4R, respectively.
  • Second peak values P2L and P2R that peak after P1L are detected.
  • the “peak value” means the maximum value of each pressure waveform detected by the pressure sensors 4L and 4R, that is, the maximum pressure value when the increasing pressure value changes to decrease.
  • the first peak values P1L and P1R and the second peak values P2L and P2R of each pressure waveform detected by the left and right pressure sensors 4L and 4R will be described in detail.
  • the center collision that is, the collision at the center portion A in the vehicle width direction
  • the corner collision that is, the collision at the corner portion C
  • the left and right pressure sensors 4L The propagation path of the pressure wave reaching 4R is different.
  • the pressure waveforms of the pressure detection values of the left and right pressure sensors 4L and 4R in the center collision shown in FIG. 10 and the pressure detection values of the left and right pressure sensors 4L and 4R in the corner collision shown in FIG. Become.
  • the pressure sensors 4L and 4R are disposed on the rear surface 9b of the bumper reinforcement 9, and a bumper provided in front of the vehicle is subjected to an impact caused by a collision with a pedestrian or vehicle in front of the vehicle. Direct transmission from the cover 8 or the like to the pressure sensors 4L and 4R is protected by the presence of the bumper reinforcement 9.
  • a pop-up hood is used as the pedestrian protection device 10.
  • This pop-up hood raises the rear end of the engine hood instantly after detecting a vehicle collision, increases the clearance between the pedestrian and hard parts such as the engine, and uses that space to collide with the pedestrian's head. It absorbs energy and reduces the impact on the pedestrian's head.
  • a cowl airbag or the like that cushions a pedestrian's impact by deploying the airbag from the engine hood outside the vehicle body to the lower part of the front window may be used.
  • the operation at the time of collision of the vehicle collision detection apparatus 1 in the present embodiment will be described.
  • the bumper cover 8 of the bumper 7 is deformed by an impact accompanying the collision with the pedestrian.
  • the bumper absorber 2 is deformed while absorbing the impact, and at the same time, the detection tube member 3 is also deformed.
  • the pressure in the hollow portion 3a of the detection tube member 3 increases rapidly, and this pressure change is transmitted to the left pressure sensor 4L and the right pressure sensor 4R.
  • the pressure detection values detected by the left pressure sensor 4L and the right pressure sensor 4R vary depending on the collision position of the bumper cover 8 of the bumper 7 in the vehicle width direction.
  • the output of the pressure sensors 4L and 4R may be reduced when the external force applied at the time of collision escapes to the vehicle side.
  • the collision determination threshold value is changed according to the collision position of the bumper 7 in the vehicle width direction by performing the “collision determination threshold value setting process” shown in FIG.
  • the peak value detection unit 61 performs first peak values P1L, P1R, second peak values P2L, P2R of the left pressure sensor 4L and the right pressure sensor 4R (FIGS. 10 and 11). Reference) is acquired (S11).
  • the collision position estimation unit 62 collides an object such as a pedestrian between the vehicle width direction central portion A and the corner portion C of the bumper cover 8. Is estimated to have occurred (S20). Then, after S19 or S20, the threshold value changing unit 64 sets the collision determination threshold value to the first threshold value (S21). This completes the “collision determination threshold setting process” and returns to the “collision determination process”.
  • the vehicle collision detection device 1 of the present embodiment includes the bumper absorber 2 disposed on the front side of the bumper reinforcement 9 in the bumper 7 of the vehicle, and the bumper absorber 2 in the vehicle width direction.
  • the detection tube member 3 in which the hollow portion 3a is formed and the pressure sensors 4L and 4R for detecting the pressure in the hollow portion 3a of the detection tube member 3 are attached to the groove portion 2a formed along And the occurrence of collision of an object (ie, a pedestrian) with the bumper 7 is detected based on the pressure detection result by the pressure sensors 4L and 4R.
  • the pressure sensors 4L and 4R are a left pressure sensor 4L connected to the left end of the detection tube member 3 in the vehicle width direction, and a right pressure sensor 4R connected to the right end of the detection tube member 3 in the vehicle width direction. It is comprised. A plurality of peak values P1L and P2L of the pressure waveform detected by the left pressure sensor 4L and a plurality of peak values P1R and P2R of the pressure waveform detected by the right pressure sensor 4R as the object collides with the bumper 7 occur.
  • the collision position estimation unit has the first peak value P1L of the pressure waveform detected by the left pressure sensor 4L larger than the second peak value P2L, and the first peak of the pressure waveform detected by the right pressure sensor 4R.
  • the value P1R is larger than the second peak value P2R, it is estimated that an object collision has occurred in the vehicle width direction central portion A of the bumper 7.
  • a collision determination unit that determines the occurrence of a collision with the bumper 7 and the collision determination unit 63 determine the occurrence of the collision.
  • a threshold change unit that changes the collision determination threshold according to the collision position estimated by the collision position estimation unit 62.
  • the second threshold value is smaller than the first threshold value.
  • the second threshold value that is the collision determination threshold value of the corner portion C is set to a value that is smaller than the first threshold value that is the collision determination threshold value of the center portion A in the vehicle width direction. Collision detection can be performed with high accuracy regardless of the position. That is, since the bumper cover 8 is inclined in the vehicle front-rear direction at the corner portion C, the external force applied at the time of collision escapes to the vehicle side, so that the pressure sensors 4L, 4R The pressure detection value may be small.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)

Abstract

The vehicular collision detection device (1) has: a bumper absorber (2) which is disposed on a bumper reinforcement (9) inside a bumper (7) of a vehicle; a detection tube member (3) which has a hollow part (3a) formed therein and is installed in a groove part (2a) formed in the bumper absorber; and pressure sensors (4L, 4R) for detecting the internal pressure of the hollow part. The device detects the occurrence of a collision of an object with the bumper on the basis of the pressure detection results. The pressure sensors comprise a left pressure sensor (4L) and a right pressure sensor (4R). The device is provided with: a peak value detection part (61, S11) for detecting peak values (P1L, P2L) of a first pressure waveform, which are detected by the left pressure sensor, and peak values (P1R, P2R) of a second pressure waveform, which are detected by the left pressure sensor; and a collision position estimation part (62, S13, S15, S16, S19, S20) for estimating a collision position of the object on the basis of the peak values of the first and second pressure waveforms.

Description

車両用衝突検知装置Vehicle collision detection device 関連出願の相互参照Cross-reference of related applications
 本開示は、2015年5月12日に出願された日本出願番号2015-97554号に基づくもので、ここにその記載内容を援用する。 This disclosure is based on Japanese Patent Application No. 2015-97554 filed on May 12, 2015, the contents of which are incorporated herein.
 本開示は、車両の歩行者等との衝突を検知するための車両用衝突検知装置に関する。 The present disclosure relates to a vehicle collision detection device for detecting a collision with a pedestrian or the like of a vehicle.
 従来、歩行者が車両に衝突した際、歩行者への衝撃を軽減するための歩行者保護装置を備えた車両がある。この車両では、バンパ部にセンサを備えた衝突検知装置を設け、このセンサにより車両に歩行者等が衝突したことが検知された場合、歩行者保護装置を作動させ、歩行者への衝撃を和らげる構成となっている。歩行者保護装置には、例えばポップアップフードと呼ばれるものがある。このポップアップフードは、車両の衝突検知時に、エンジンフードの後端を上昇させ、歩行者とエンジン等の硬い部品とのクリアランスを増加させ、そのスペースを用いて歩行者の頭部への衝突エネルギーを吸収し、頭部への衝撃を低減させるものである。 Conventionally, there are vehicles equipped with a pedestrian protection device for reducing the impact on the pedestrian when the pedestrian collides with the vehicle. In this vehicle, a bumper unit is provided with a collision detection device, and when this sensor detects that a pedestrian or the like has collided with the vehicle, the pedestrian protection device is activated to reduce the impact on the pedestrian. It has a configuration. An example of a pedestrian protection device is a pop-up hood. This pop-up hood raises the rear end of the engine hood when a vehicle collision is detected, increases the clearance between the pedestrian and hard parts such as the engine, and uses that space to reduce the collision energy to the pedestrian's head. It absorbs and reduces the impact on the head.
 上記した車両用衝突検知装置には、車両のバンパ内におけるバンパレインフォースメントの車両前方側に、内部にチャンバ空間が形成されたチャンバ部材を配設し、このチャンバ空間内の圧力を圧力センサにより検出するようにしたものがある。この構成のものでは、バンパカバーへ歩行者等の物体が衝突すると、バンパカバーの変形に伴ってチャンバ部材が変形し、チャンバ空間に圧力変化が発生する。この圧力変化を圧力センサが検出することで歩行者の衝突を検知している。 In the above-described vehicle collision detection device, a chamber member having a chamber space formed therein is disposed on the vehicle front side of a bumper reinforcement in a vehicle bumper, and the pressure in the chamber space is measured by a pressure sensor. There is something to be detected. With this configuration, when an object such as a pedestrian collides with the bumper cover, the chamber member is deformed along with the deformation of the bumper cover, and a pressure change is generated in the chamber space. The pressure sensor detects this pressure change to detect a pedestrian collision.
 近年、上記したチャンバ式の車両用衝突検知装置よりも、小型で搭載性に優れたチューブ部材を用いて衝突を検知するチューブ式の車両用衝突検知装置が提案されている。この車両用衝突検知装置は、車両のバンパ内においてバンパレインフォースメントの車両前方側に配設されたバンパアブソーバと、バンパアブソーバに車幅方向に沿って形成された溝部に装着される中空のチューブ部材と、チューブ部材内の圧力を検出する圧力センサとを備えて構成される。そして、車両前方に歩行者等が衝突した際には、バンパアブソーバが衝撃を吸収しながら変形すると同時にチューブ部材も変形する。このとき、チューブ部材内の圧力が上昇し、この圧力変化を圧力センサにより検出することに基づいて、車両の歩行者との衝突を検知する。 In recent years, a tube-type vehicle collision detection device that detects a collision using a tube member that is smaller and more easily mounted than the above-described chamber-type vehicle collision detection device has been proposed. This vehicle collision detection device includes a bumper absorber disposed on the front side of a bumper reinforcement in a vehicle bumper, and a hollow tube mounted in a groove formed in the bumper absorber along the vehicle width direction. It comprises a member and a pressure sensor for detecting the pressure in the tube member. When a pedestrian or the like collides in front of the vehicle, the bumper absorber is deformed while absorbing the impact, and at the same time, the tube member is also deformed. At this time, the pressure in the tube member rises, and the collision with the pedestrian of the vehicle is detected based on detecting this pressure change by the pressure sensor.
 しかしながら、上記した構成の車両用衝突検知装置では、バンパの車幅方向位置で圧力センサの出力がばらつく場合がある。例えば、バンパの車幅方向端部側のコーナ部では、バンパカバーが車両前後方向に傾斜した構造となっているため、衝突時に加わる外力が車両側方へ逃げることにより、圧力センサの出力が相対的に小さくなる場合がある。従って、衝突検知精度を確保するためには、歩行者等が衝突したバンパの車幅方向位置を推定し、衝突位置に応じた適切な衝突判定を行うことが課題となっている。 However, in the vehicle collision detection device having the above-described configuration, the output of the pressure sensor may vary depending on the position of the bumper in the vehicle width direction. For example, the bumper cover has a structure in which the bumper cover is inclined in the vehicle front-rear direction at the corner of the bumper in the vehicle width direction end. May become smaller. Therefore, in order to ensure the accuracy of collision detection, it is a problem to estimate the position in the vehicle width direction of the bumper on which the pedestrian or the like has collided, and perform an appropriate collision determination according to the collision position.
特表2014-505629号公報Special table 2014-505629
 本開示は、バンパの車幅方向における衝突位置を推定可能な車両用衝突検知装置を提供することを目的とする。 This disclosure is intended to provide a vehicle collision detection device capable of estimating the collision position of a bumper in the vehicle width direction.
 本開示の態様においては、車両用衝突検知装置は、車両のバンパ内においてバンパレインフォースメントの車両前方側に配設されたバンパアブソーバと、前記バンパアブソーバに車幅方向に沿って形成された溝部に装着される内部に中空部が形成された検出用チューブ部材と、前記検出用チューブ部材の前記中空部内の圧力を検出する圧力センサとを有し、前記圧力センサによる圧力検出結果に基づいて前記バンパへの物体の衝突発生を検知する。前記圧力センサは、前記検出用チューブ部材の車幅方向左側端部に接続される左圧力センサと、前記検出用チューブ部材の車幅方向右側端部に接続される右圧力センサとを有して構成されている。また、前記車両用衝突検知装置は、前記バンパへの前記物体の衝突発生に伴って前記左圧力センサにより検出される第一圧力波形の複数のピーク値及び前記右圧力センサにより検出される第二圧力波形の複数のピーク値を検出するピーク値検出部と、前記ピーク値検出部により検出された前記第一圧力波形の複数のピーク値及び前記第二圧力波形の複数のピーク値に基づいて、前記バンパの車幅方向における前記物体の衝突位置を推定する衝突位置推定部と、を備える。 In the aspect of the present disclosure, the vehicle collision detection device includes a bumper absorber disposed on the front side of the bumper reinforcement in the bumper of the vehicle, and a groove formed in the bumper absorber along the vehicle width direction. And a pressure sensor for detecting the pressure in the hollow part of the detection tube member, and based on the pressure detection result by the pressure sensor Detects the collision of an object with a bumper. The pressure sensor includes a left pressure sensor connected to a left end portion in the vehicle width direction of the detection tube member, and a right pressure sensor connected to a right end portion in the vehicle width direction of the detection tube member. It is configured. The vehicle collision detection device may include a plurality of peak values of a first pressure waveform detected by the left pressure sensor and a second pressure detected by the right pressure sensor when the object collides with the bumper. Based on a peak value detector that detects a plurality of peak values of the pressure waveform, a plurality of peak values of the first pressure waveform and a plurality of peak values of the second pressure waveform detected by the peak value detector, A collision position estimation unit that estimates the collision position of the object in the vehicle width direction of the bumper.
 この構成によれば、左右の圧力センサにより検出用チューブ部材の車幅方向左右両端部における中空部内の圧力を検出し、ピーク値検出部により左右の圧力センサで検出された各圧力波形のピーク値を取得した後、衝突位置推定部によって、各圧力波形のピーク値に基づいて、バンパの車幅方向における物体の衝突位置を推定することができる。これにより、簡易な構成でバンパの車幅方向における衝突位置を推定でき、衝突位置に応じた適切な衝突判定を行うことができる。従って、バンパへの物体の衝突判定を正確に行うことができ、簡易な構成で車両用衝突検知装置の衝突検知精度を向上させることができる。 According to this configuration, the left and right pressure sensors detect the pressure in the hollow portion at the left and right ends in the vehicle width direction of the detection tube member, and the peak value of each pressure waveform detected by the left and right pressure sensors by the peak value detection unit Then, the collision position estimation unit can estimate the collision position of the object in the vehicle width direction of the bumper based on the peak value of each pressure waveform. Thereby, the collision position in the vehicle width direction of the bumper can be estimated with a simple configuration, and an appropriate collision determination according to the collision position can be performed. Therefore, it is possible to accurately determine the collision of the object with the bumper, and to improve the collision detection accuracy of the vehicle collision detection device with a simple configuration.
 本開示についての上記目的およびその他の目的、特徴や利点は、添付の図面を参照しながら下記の詳細な記述により、より明確になる。その図面は、
図1は、本開示の実施形態の車両用衝突検知装置の全体構成を示す概略図であり、 図2は、図1のバンパ部の拡大図であり、 図3は、図2のバンパ部のIII‐III断面図であり、 図4は、車両用衝突検知装置の電気的構成を示す図であり、 図5は、衝突判定処理の流れを示すフローチャートであり、 図6は、衝突判定閾値設定処理の流れを示すフローチャートであり、 図7は、物体の衝突位置を示す模式図であり、 図8は、センター衝突時における左・右圧力センサへの圧力波の伝搬経路を示す模式図であり、 図9は、左コーナ衝突時における左・右圧力センサへの圧力波の伝搬経路を示す模式図であり、 図10は、センター衝突時に左・右圧力センサにより検出される圧力波形を示す図であり、及び、 図11は、左コーナ衝突時に左・右圧力センサにより検出される圧力波形を示す図である。
The above and other objects, features, and advantages of the present disclosure will become more apparent from the following detailed description with reference to the accompanying drawings. The drawing
FIG. 1 is a schematic diagram illustrating an overall configuration of a vehicle collision detection device according to an embodiment of the present disclosure. FIG. 2 is an enlarged view of the bumper portion of FIG. 3 is a III-III cross-sectional view of the bumper portion of FIG. FIG. 4 is a diagram showing an electrical configuration of the vehicle collision detection device, FIG. 5 is a flowchart showing the flow of the collision determination process. FIG. 6 is a flowchart showing the flow of the collision determination threshold value setting process. FIG. 7 is a schematic diagram showing a collision position of an object, FIG. 8 is a schematic diagram showing a propagation path of a pressure wave to the left and right pressure sensors at the time of a center collision, FIG. 9 is a schematic diagram showing a propagation path of a pressure wave to the left and right pressure sensors at the time of a left corner collision, FIG. 10 is a diagram showing pressure waveforms detected by the left and right pressure sensors at the time of a center collision, and FIG. 11 is a diagram illustrating a pressure waveform detected by the left / right pressure sensor at the time of a left corner collision.
 以下、本開示の実施形態の車両用衝突検知装置について、図1~図11を参照して説明する。図1及び図2に示すように、本実施形態の車両用衝突検知装置1は、バンパアブソーバ2、検出用チューブ部材3、左圧力センサ4L、右圧力センサ4R、速度センサ5、衝突検知ECU6等を備えて構成される。この車両用衝突検知装置1は、車両前方に設けられたバンパ7への物体(即ち、歩行者)の衝突を検知するものである。このバンパ7は、図3にも示すように、バンパカバー8、バンパアブソーバ2、バンパレインフォースメント9を主体として構成される。 Hereinafter, a vehicle collision detection device according to an embodiment of the present disclosure will be described with reference to FIGS. As shown in FIGS. 1 and 2, the vehicle collision detection apparatus 1 according to this embodiment includes a bumper absorber 2, a detection tube member 3, a left pressure sensor 4L, a right pressure sensor 4R, a speed sensor 5, a collision detection ECU 6, and the like. It is configured with. The vehicle collision detection device 1 detects a collision of an object (that is, a pedestrian) with a bumper 7 provided in front of the vehicle. As shown in FIG. 3, the bumper 7 is mainly composed of a bumper cover 8, a bumper absorber 2, and a bumper reinforcement 9.
 バンパアブソーバ2は、バンパレインフォースメント9の前面9aに対向する位置(即ち、車両前方側)に配設される。このバンパアブソーバ2は、バンパ7において衝撃吸収の作用を受け持つ部材であり、例えば発泡ポリプロピレン等からなる。 The bumper absorber 2 is disposed at a position facing the front surface 9a of the bumper reinforcement 9 (that is, the vehicle front side). The bumper absorber 2 is a member responsible for shock absorption in the bumper 7, and is made of, for example, foamed polypropylene.
 バンパアブソーバ2の後面2bには、図3に示すように、検出用チューブ部材3を装着するための溝部2aが車幅方向に沿って形成されている。この溝部2aは、矩形の断面形状を有し、車幅方向に延びている。 On the rear surface 2b of the bumper absorber 2, as shown in FIG. 3, a groove 2a for mounting the detection tube member 3 is formed along the vehicle width direction. The groove 2a has a rectangular cross-sectional shape and extends in the vehicle width direction.
 溝部2aの車両前後方向の長さは、検出用チューブ部材3の前後長さ(即ち、外径の長さ)と同程度に設定されている。この場合、溝部2aの前後長さは、8mm程度である。また、溝部2aの車両上下方向の長さは、検出用チューブ部材3の上下長さ(即ち、外径の長さ)以上に設定されている。この場合、溝部2aの上下長さは、10mm程度である。なお、溝部2aの断面形状は、適宜変更可能であるとする。 The length of the groove 2a in the vehicle front-rear direction is set to be approximately the same as the length of the detection tube member 3 (that is, the length of the outer diameter). In this case, the longitudinal length of the groove 2a is about 8 mm. The length of the groove 2a in the vehicle vertical direction is set to be equal to or greater than the vertical length of the detection tube member 3 (that is, the length of the outer diameter). In this case, the vertical length of the groove 2a is about 10 mm. It is assumed that the cross-sectional shape of the groove 2a can be changed as appropriate.
 検出用チューブ部材3は、内部に中空部3aが形成され、車幅方向(即ち、車両左右方向)に延びているチューブ状の部材である。この検出用チューブ部材3は、バンパアブソーバ2の溝部2aに装着され、車両のバンパ7内においてバンパレインフォースメント9の前面9aに対向する位置(即ち、車両前方側)に配設される。検出用チューブ部材3の車幅方向左右両端部は、バンパレインフォースメント9の車幅方向左右の外側にて湾曲し、後述する左圧力センサ4L及び右圧力センサ4Rにそれぞれ接続される。 The detection tube member 3 is a tube-like member having a hollow portion 3a formed therein and extending in the vehicle width direction (that is, the vehicle left-right direction). This detection tube member 3 is mounted in the groove 2a of the bumper absorber 2 and is disposed in a bumper 7 of the vehicle at a position facing the front surface 9a of the bumper reinforcement 9 (that is, on the vehicle front side). Both left and right ends of the detection tube member 3 in the vehicle width direction are curved outside the left and right sides of the bumper reinforcement 9 in the vehicle width direction, and are respectively connected to a left pressure sensor 4L and a right pressure sensor 4R described later.
 この検出用チューブ部材3は、円形の断面形状を有し、合成ゴム、例えばシリコーンゴムからなる。また、検出用チューブ部材3の外径は、例えば8mm程度である。なお、検出用チューブ部材3の断面形状は、円形に限られず、四角形等の多角形であってもよい。また、検出用チューブ部材3の材質としては、他にもエチレンプロピレンゴム(EPDM)等でもよい。 The detection tube member 3 has a circular cross-sectional shape and is made of synthetic rubber, for example, silicone rubber. The outer diameter of the detection tube member 3 is, for example, about 8 mm. The cross-sectional shape of the detection tube member 3 is not limited to a circle, but may be a polygon such as a quadrangle. In addition, the material of the tube member 3 for detection may be ethylene propylene rubber (EPDM) or the like.
 左圧力センサ4L及び右圧力センサ4Rは、図1及び図2に示すように、バンパレインフォースメント9の前面9aよりも車両後方側に配置される。具体的には、左圧力センサ4Lは、バンパレインフォースメント9の車幅方向左端部側の後面9bに設置される。右圧力センサ4Rは、バンパレインフォースメント9の車幅方向右端部側の後面9bに設置される。なお、左圧力センサ4L及び右圧力センサ4Rは、図示しないボルト等で締結することによりバンパレインフォースメント9の後面9bに固定されて取り付けられる。 The left pressure sensor 4L and the right pressure sensor 4R are arranged on the vehicle rear side of the front surface 9a of the bumper reinforcement 9 as shown in FIGS. Specifically, the left pressure sensor 4L is installed on the rear surface 9b of the bumper reinforcement 9 on the left end side in the vehicle width direction. The right pressure sensor 4R is installed on the rear surface 9b of the bumper reinforcement 9 on the right end side in the vehicle width direction. The left pressure sensor 4L and the right pressure sensor 4R are fixedly attached to the rear surface 9b of the bumper reinforcement 9 by fastening with a bolt or the like (not shown).
 左圧力センサ4L及び右圧力センサ4Rは、気体の圧力変化を検出するセンサ装置である。具体的には、左圧力センサ4Lは、検出用チューブ部材3の車幅方向左側端部に接続され、検出用チューブ部材3の車幅方向左側端部における中空部3a内の圧力を検出する。右圧力センサ4Rは、検出用チューブ部材3の車幅方向右側端部に接続され、検出用チューブ部材3の車幅方向右側における中空部3a内の圧力を検出する。 The left pressure sensor 4L and the right pressure sensor 4R are sensor devices that detect changes in gas pressure. Specifically, the left pressure sensor 4L is connected to the left end of the detection tube member 3 in the vehicle width direction, and detects the pressure in the hollow portion 3a at the left end of the detection tube member 3 in the vehicle width direction. The right pressure sensor 4R is connected to the right end of the detection tube member 3 in the vehicle width direction, and detects the pressure in the hollow portion 3a on the right side of the detection tube member 3 in the vehicle width direction.
 本実施形態では、左圧力センサ4Lと右圧力センサ4Rとの2つの圧力センサを設置することにより、冗長性及び検出精度を確保している。また、左右の圧力センサ4L,4Rにより検出される各圧力波形のピーク値に基づいて、歩行者等の物体の衝突位置を推定可能になっている。これら左圧力センサ4L及び右圧力センサ4Rは、図1に示すように、伝送線を介して衝突検知ECU6に電気的に接続され、圧力に比例した信号を衝突検知ECU6へ出力する。 In this embodiment, redundancy and detection accuracy are ensured by installing two pressure sensors, a left pressure sensor 4L and a right pressure sensor 4R. Further, the collision position of an object such as a pedestrian can be estimated based on the peak value of each pressure waveform detected by the left and right pressure sensors 4L and 4R. As shown in FIG. 1, the left pressure sensor 4L and the right pressure sensor 4R are electrically connected to the collision detection ECU 6 via a transmission line, and output a signal proportional to the pressure to the collision detection ECU 6.
 速度センサ5は、車両の速度を検出するセンサ装置であり、衝突検知ECU6に信号線を介して電気的に接続されている。この速度センサ5は、車両速度に比例した信号を衝突検知ECU6へ送信する。 The speed sensor 5 is a sensor device that detects the speed of the vehicle, and is electrically connected to the collision detection ECU 6 via a signal line. The speed sensor 5 transmits a signal proportional to the vehicle speed to the collision detection ECU 6.
 衝突検知ECU(Electronic Control Unit)6は、CPUを主体として構成され、車両用衝突検知装置1の動作全般を制御するものである。本実施形態の衝突検知ECU6は、図4に示すように、ピーク値検出部61と、衝突位置推定部62と、衝突判定部63と、閾値変更部64とを有している。 The collision detection ECU (Electronic Control Unit) 6 is composed mainly of a CPU and controls the overall operation of the vehicle collision detection device 1. As shown in FIG. 4, the collision detection ECU 6 of the present embodiment includes a peak value detection unit 61, a collision position estimation unit 62, a collision determination unit 63, and a threshold change unit 64.
 また、衝突検知ECU6は、左圧力センサ4L、右圧力センサ4R、速度センサ5、歩行者保護装置10のそれぞれに電気的に接続されている。衝突検知ECU6には、左圧力センサ4L及び右圧力センサ4Rからの圧力信号、速度センサ5からの速度信号等が入力される。 The collision detection ECU 6 is electrically connected to each of the left pressure sensor 4L, the right pressure sensor 4R, the speed sensor 5, and the pedestrian protection device 10. The collision detection ECU 6 receives a pressure signal from the left pressure sensor 4L and the right pressure sensor 4R, a speed signal from the speed sensor 5, and the like.
 ピーク値検出部61は、バンパカバー8への歩行者等の衝突発生に伴って、左圧力センサ4L及び右圧力センサ4Rによりそれぞれ検出される各圧力波形のピーク値を検出するものである。具体的には、ピーク値検出部61は、左圧力センサ4L及び右圧力センサ4Rによりそれぞれ検出される各圧力波形において、最初にピークとなる第1ピーク値P1L,P1Lと、第1ピーク値P1L,P1Lより遅れてピークとなる第2ピーク値P2L,P2Rとを検出する。ここで、「ピーク値」とは、圧力センサ4L,4Rによりそれぞれ検出される各圧力波形の極大値、即ち増加する圧力値が減少に変化する際の最大圧力値を意味するものとする。 The peak value detector 61 detects the peak value of each pressure waveform detected by the left pressure sensor 4L and the right pressure sensor 4R, respectively, when a pedestrian or the like collides with the bumper cover 8. Specifically, the peak value detection unit 61 includes first peak values P1L and P1L that first peak and first peak value P1L in each pressure waveform detected by the left pressure sensor 4L and the right pressure sensor 4R, respectively. , Second peak values P2L and P2R that peak after P1L are detected. Here, the “peak value” means the maximum value of each pressure waveform detected by the pressure sensors 4L and 4R, that is, the maximum pressure value when the increasing pressure value changes to decrease.
 衝突位置推定部62は、ピーク値検出部61により検出された左圧力センサ4L及び右圧力センサ4Rの各圧力波形のピーク値P1L,P1R,P2L,P2Rに基づいて、歩行者等の衝突位置を推定するものである。第1ピーク値P1L,P1Rは、左右の圧力センサ4L,4Rによりそれぞれ検出される各圧力波形において最初にピークとなる圧力検出値である。また、第2ピーク値P2L,P2Rは、左右の圧力センサ4L,4Rによりそれぞれ検出される各圧力波形における第1ピーク値P1L,P1Rより遅れてピークとなる圧力検出値である。 The collision position estimation unit 62 determines the collision position of a pedestrian or the like based on the peak values P1L, P1R, P2L, P2R of the pressure waveforms of the left pressure sensor 4L and the right pressure sensor 4R detected by the peak value detection unit 61. To be estimated. The first peak values P1L and P1R are pressure detection values that first peak in each pressure waveform detected by the left and right pressure sensors 4L and 4R, respectively. The second peak values P2L and P2R are pressure detection values that peak after the first peak values P1L and P1R in the pressure waveforms detected by the left and right pressure sensors 4L and 4R, respectively.
 ここで、左右の圧力センサ4L,4Rによりそれぞれ検出される各圧力波形の第1ピーク値P1L,P1R及び第2ピーク値P2L,P2Rについて詳しく説明する。まず、図8及び図9に示すように、センター衝突(即ち、車幅方向中央部Aでの衝突)と、コーナ衝突(即ち、コーナ部Cでの衝突)とでは、左右の圧力センサ4L,4Rへ到達する圧力波の伝搬経路が異なる。このため、図10に示すセンター衝突における左右の圧力センサ4L,4Rの圧力検出値と、図11に示すコーナ衝突における左右の圧力センサ4L,4Rの圧力検出値とでは、圧力波形が異なるものとなる。 Here, the first peak values P1L and P1R and the second peak values P2L and P2R of each pressure waveform detected by the left and right pressure sensors 4L and 4R will be described in detail. First, as shown in FIGS. 8 and 9, in the center collision (that is, the collision at the center portion A in the vehicle width direction) and the corner collision (that is, the collision at the corner portion C), the left and right pressure sensors 4L, The propagation path of the pressure wave reaching 4R is different. For this reason, the pressure waveforms of the pressure detection values of the left and right pressure sensors 4L and 4R in the center collision shown in FIG. 10 and the pressure detection values of the left and right pressure sensors 4L and 4R in the corner collision shown in FIG. Become.
 なお、「車幅方向中央部A」とは、車幅方向中心から左右に所定長さ(例えば、100mm程度)の範囲をいう。また、「コーナ部C」とは、バンパ7の車幅方向端部から中央側へ所定長さ(例えば、300mm程度)にわたる範囲をいうものとする(図2の囲い線参照)。 The “vehicle width direction center A” refers to a range of a predetermined length (for example, about 100 mm) from the center in the vehicle width direction. Further, the “corner portion C” refers to a range extending from a vehicle width direction end portion of the bumper 7 to the center side to a predetermined length (for example, about 300 mm) (see the encircled line in FIG. 2).
 具体的には、センター衝突では、左右の圧力センサ4L,4Rにより検出される各圧力波形に、位相ずれ及び立ち上がり時間の遅れがない。これは、図8に示される左圧力センサ4Lへの圧力波の伝搬経路及び右圧力センサ4Rへの圧力波の伝搬経路において、時間t1、時間t2のタイミングで、位相ずれ及び立ち上がり時間の遅れがなく圧力波が伝搬されるためである。従って、図10に示すように、左圧力センサ4Lにより検出される圧力波形と、右圧力センサ4Rにより検出される圧力波形とにおいて、圧力波形の位相ずれ及び立ち上がり時間の遅れがない。また、左右の圧力センサ4L,4Rにより検出される各圧力波形の第1ピーク値P1Lと第1ピーク値P1Rとが同程度の値となり、第2ピーク値P2Lと第2ピーク値P2Rとが同程度の値となる。 Specifically, in the center collision, each pressure waveform detected by the left and right pressure sensors 4L and 4R has no phase shift and no rise time delay. This is because there is a phase shift and a rise time delay at the timing of time t1 and time t2 in the propagation path of the pressure wave to the left pressure sensor 4L and the propagation path of the pressure wave to the right pressure sensor 4R shown in FIG. This is because the pressure wave propagates. Therefore, as shown in FIG. 10, there is no pressure waveform phase shift and rise time delay between the pressure waveform detected by the left pressure sensor 4L and the pressure waveform detected by the right pressure sensor 4R. Further, the first peak value P1L and the first peak value P1R of each pressure waveform detected by the left and right pressure sensors 4L and 4R are approximately the same value, and the second peak value P2L and the second peak value P2R are the same. It becomes a value of the degree.
 一方、コーナ衝突では、左右の圧力センサ4L,4Rにより検出される各圧力波形に、立ち上がり時間の遅れ及び位相ずれがある。これは、図9に示される左圧力センサ4Lへの圧力波の伝搬経路及び右圧力センサ4Rへの圧力波の伝搬経路において、時間T1と時間T1´、時間T2と時間T2´のタイミングで、立ち上がり時間の遅れ及び位相ずれがあり、この状態で圧力波が伝搬されるためである。 On the other hand, in a corner collision, each pressure waveform detected by the left and right pressure sensors 4L, 4R has a rise time delay and a phase shift. This is the timing of time T1 and time T1 ′, time T2 and time T2 ′ in the pressure wave propagation path to the left pressure sensor 4L and the pressure wave propagation path to the right pressure sensor 4R shown in FIG. This is because there is a delay in the rise time and a phase shift, and the pressure wave is propagated in this state.
 例えば、左圧力センサ4Lに近い位置で衝突が発生したコーナ衝突では(図7参照)、図11に示すように、右圧力センサ4Rよりも左圧力センサ4Lの圧力波形の立ち上がり時間が早くなり、位相ずれが生じている。また、左圧力センサ4Lにより検出される圧力波形の第1ピーク値P1Lが、第2ピーク値P2Lよりも大きい値となっている。また、右圧力センサ4Rにより検出される圧力波形の第1ピーク値P1Rが、第2ピーク値P2Rよりも小さい値となっている。 For example, in a corner collision where a collision occurs near the left pressure sensor 4L (see FIG. 7), as shown in FIG. 11, the rise time of the pressure waveform of the left pressure sensor 4L is earlier than that of the right pressure sensor 4R. There is a phase shift. Further, the first peak value P1L of the pressure waveform detected by the left pressure sensor 4L is larger than the second peak value P2L. Further, the first peak value P1R of the pressure waveform detected by the right pressure sensor 4R is smaller than the second peak value P2R.
 更に、右圧力センサ4Rの圧力波形の第2ピーク値P2Rが、左圧力センサ4Lの圧力波形の第2ピーク値P2Lよりも大きい値となる。これは、左圧力センサ4Lへの圧力波が時間T1で検出用チューブ部材3の車幅方向左側端部において右圧力センサ4Rの方へ向かって跳ね返り、この跳ね返った圧力波と時間T1´で右圧力センサ4Rへ伝搬される圧力波とが重なり合うことによって、右圧力センサ4Rの圧力波形の第2ピーク値P2Rが大きい値となるためである(図9参照)。 Furthermore, the second peak value P2R of the pressure waveform of the right pressure sensor 4R is larger than the second peak value P2L of the pressure waveform of the left pressure sensor 4L. This is because the pressure wave to the left pressure sensor 4L bounces toward the right pressure sensor 4R at the left end of the detection tube member 3 in the vehicle width direction at time T1, and the bounced pressure wave and right at time T1 ′. This is because the second peak value P2R of the pressure waveform of the right pressure sensor 4R becomes a large value by overlapping with the pressure wave propagated to the pressure sensor 4R (see FIG. 9).
 本実施形態では、上述した検証結果を用いて、衝突位置推定部62により、左圧力センサ4Lにより検出された圧力波形の第2ピーク値P2Lと、右圧力センサ4Rにより検出された圧力波形の第2ピーク値P2Rとの差分の絶対値|ΔP2|=|P2L-P2R|が所定値ΔP2th以上か否かの判定を行うことによって、バンパ7の車幅方向端部側のコーナ部Cで歩行者等の衝突が発生したことを推定可能としている。また、衝突位置推定部62は、左圧力センサ4Lにより検出された圧力波形の第1ピーク値P1Lと第2ピーク値P2Lとの大小の比較、及び、且つ、右圧力センサ4Rにより検出された圧力波形の第1ピーク値P1Rと第2ピーク値P2Rとの大小の比較を行うことによって、バンパ7における車幅方向中央部Aで歩行者等の衝突が発生したことを推定可能としている。 In the present embodiment, using the verification result described above, the collision position estimation unit 62 uses the second peak value P2L of the pressure waveform detected by the left pressure sensor 4L and the first of the pressure waveforms detected by the right pressure sensor 4R. By determining whether or not the absolute value | ΔP2 | = | P2L−P2R | of the difference from the two peak values P2R is equal to or greater than a predetermined value ΔP2th, a pedestrian at the corner C on the end side in the vehicle width direction of the bumper 7 It is possible to estimate that such a collision has occurred. The collision position estimation unit 62 compares the magnitudes of the first peak value P1L and the second peak value P2L of the pressure waveform detected by the left pressure sensor 4L, and the pressure detected by the right pressure sensor 4R. By comparing the first peak value P1R and the second peak value P2R of the waveform, it is possible to estimate that a collision of a pedestrian or the like has occurred in the central portion A in the vehicle width direction of the bumper 7.
 衝突判定部63は、左圧力センサ4L及び右圧力センサ4Rによる圧力検出結果が基づいて、バンパ7への物体(即ち、歩行者)の衝突発生の有無を判定するものである。具体的には、衝突判定部63は、圧力センサ4による圧力信号及び速度センサ5による速度信号に基づいて、後述する衝突判定処理を実行し、バンパ7への歩行者等の物体の衝突を検知した場合に歩行者保護装置10を作動させる。 The collision determination unit 63 determines whether or not an object (that is, a pedestrian) has collided with the bumper 7 based on pressure detection results by the left pressure sensor 4L and the right pressure sensor 4R. Specifically, the collision determination unit 63 performs a collision determination process, which will be described later, based on the pressure signal from the pressure sensor 4 and the speed signal from the speed sensor 5, and detects the collision of an object such as a pedestrian to the bumper 7. In such a case, the pedestrian protection device 10 is activated.
 閾値変更部64は、衝突判定部63によりバンパ7へ物体(即ち、歩行者)が衝突したことを判定する前に、衝突位置推定部62により推定された物体の衝突位置に応じて衝突判定に用いる閾値を変更する。具体的には、閾値変更部64は、衝突位置推定部62により推定された物体の衝突位置に基づいて、衝突判定閾値を変更する。衝突判定閾値は、第1閾値と、第1閾値よりも小さい値である第2閾値とを有している。第1閾値は、コーナ衝突以外のセンター衝突等の衝突判定閾値として用いられる。第2閾値は、コーナ衝突の衝突判定閾値として用いられる。 The threshold value changing unit 64 makes a collision determination according to the collision position of the object estimated by the collision position estimation unit 62 before the collision determination unit 63 determines that an object (that is, a pedestrian) has collided with the bumper 7. Change the threshold used. Specifically, the threshold change unit 64 changes the collision determination threshold based on the collision position of the object estimated by the collision position estimation unit 62. The collision determination threshold value has a first threshold value and a second threshold value that is smaller than the first threshold value. The first threshold is used as a collision determination threshold for a center collision other than a corner collision. The second threshold value is used as a collision determination threshold value for a corner collision.
 バンパ7は、車両の衝突時における衝撃を和らげるためのものであり、バンパカバー8、バンパアブソーバ2、バンパレインフォースメント9等から構成される。バンパカバー8は、バンパ7の構成部品を覆うように設けられ、例えばポリプロピレン等の樹脂製の部材である。このバンパカバー8は、バンパ7の外観を構成すると同時に、車両全体の外観の一部を構成するものとなっている。 The bumper 7 is for reducing an impact at the time of a vehicle collision, and includes a bumper cover 8, a bumper absorber 2, a bumper reinforcement 9, and the like. The bumper cover 8 is provided so as to cover the components of the bumper 7 and is a resin member such as polypropylene. The bumper cover 8 constitutes the appearance of the bumper 7 and at the same time constitutes a part of the appearance of the entire vehicle.
 バンパレインフォースメント9は、バンパカバー8内に配設されて車幅方向に延びるアルミニウム等の金属製の剛性部材であって、図3に示すように、内部中央に梁が設けられた断面形状を有する剛性部材である。また、バンパレインフォースメント9は、車両前方側の面である前面9aと、車両後側の面である後面9bとを有している。このバンパレインフォースメント9は、図1及び図2に示すように、車両前後方向に延びる一対の金属製部材であるサイドメンバ11の前端に取り付けられる。 The bumper reinforcement 9 is a rigid member made of metal such as aluminum which is disposed in the bumper cover 8 and extends in the vehicle width direction, and has a cross-sectional shape in which a beam is provided in the center of the interior as shown in FIG. It is a rigid member having The bumper reinforcement 9 has a front surface 9a that is a surface on the front side of the vehicle and a rear surface 9b that is a surface on the rear side of the vehicle. As shown in FIGS. 1 and 2, the bumper reinforcement 9 is attached to the front end of a side member 11 that is a pair of metal members extending in the vehicle front-rear direction.
 通常、車両の衝突事故においては、車両の進行方向、即ち車両前方に存在する歩行者や車両と衝突する場合が多い。このため、本実施形態では、圧力センサ4L,4Rをバンパレインフォースメント9の後面9bに配設して、車両前方の歩行者や車両との衝突に伴う衝撃が、車両前方に設けられたバンパカバー8等から圧力センサ4L,4Rに直接伝わることをバンパレインフォースメント9の存在によって保護している。 Usually, in a vehicle collision accident, there are many cases where the vehicle collides with a pedestrian or a vehicle existing in the traveling direction of the vehicle, that is, in front of the vehicle. For this reason, in this embodiment, the pressure sensors 4L and 4R are disposed on the rear surface 9b of the bumper reinforcement 9, and a bumper provided in front of the vehicle is subjected to an impact caused by a collision with a pedestrian or vehicle in front of the vehicle. Direct transmission from the cover 8 or the like to the pressure sensors 4L and 4R is protected by the presence of the bumper reinforcement 9.
 歩行者保護装置10としては、例えばポップアップフードを用いる。このポップアップフードは、車両の衝突検知後瞬時に、エンジンフードの後端を上昇させ、歩行者とエンジン等の硬い部品とのクリアランスを増加させ、そのスペースを用いて歩行者の頭部への衝突エネルギーを吸収し、歩行者の頭部への衝撃を低減させるものである。なお、ポップアップフードの代わりに、車体外部のエンジンフード上からフロントウインド下部にかけてエアバッグを展開させて歩行者の衝撃を緩衝するカウルエアバッグ等を用いてもよい。 For example, a pop-up hood is used as the pedestrian protection device 10. This pop-up hood raises the rear end of the engine hood instantly after detecting a vehicle collision, increases the clearance between the pedestrian and hard parts such as the engine, and uses that space to collide with the pedestrian's head. It absorbs energy and reduces the impact on the pedestrian's head. Instead of the pop-up hood, a cowl airbag or the like that cushions a pedestrian's impact by deploying the airbag from the engine hood outside the vehicle body to the lower part of the front window may be used.
 ここで、本実施形態における車両用衝突検知装置1の衝突時の動作について説明する。車両前方に物体(即ち、歩行者等)が衝突した際には、バンパ7のバンパカバー8が歩行者との衝突に伴う衝撃により変形する。続いて、バンパアブソーバ2が衝撃を吸収しながら変形すると同時に、検出用チューブ部材3も変形する。このとき、検出用チューブ部材3の中空部3a内の圧力が急上昇し、この圧力変化が左圧力センサ4L及び右圧力センサ4Rに伝達する。 Here, the operation at the time of collision of the vehicle collision detection apparatus 1 in the present embodiment will be described. When an object (that is, a pedestrian or the like) collides with the front of the vehicle, the bumper cover 8 of the bumper 7 is deformed by an impact accompanying the collision with the pedestrian. Subsequently, the bumper absorber 2 is deformed while absorbing the impact, and at the same time, the detection tube member 3 is also deformed. At this time, the pressure in the hollow portion 3a of the detection tube member 3 increases rapidly, and this pressure change is transmitted to the left pressure sensor 4L and the right pressure sensor 4R.
 次に、上記構成を有する車両用衝突検知装置1による衝突判定処理の流れについて、図5及び図6のフローチャートも参照して説明する。ただし、これらのフローチャートは一例であり、これらに限定されるものではない。本実施形態の衝突判定処理においては、左圧力センサ4L及び右圧力センサ4Rの圧力検出結果に基づいて、歩行者の衝突位置を推定するとともに、歩行者保護装置10の作動を要する歩行者との衝突が発生したか否かの判定を行う。 Next, the flow of the collision determination process by the vehicle collision detection apparatus 1 having the above configuration will be described with reference to the flowcharts of FIGS. However, these flowcharts are examples, and the present invention is not limited to these. In the collision determination process of the present embodiment, the collision position of the pedestrian is estimated based on the pressure detection results of the left pressure sensor 4L and the right pressure sensor 4R, and the pedestrian requiring the operation of the pedestrian protection device 10 is detected. It is determined whether or not a collision has occurred.
 図5に示す「衝突判定処理」において、まず、車両用衝突検知装置1の衝突検知ECU6は、速度センサ5からの出力により車両速度を取得し(ステップS1、以下ステップを省略)、車両速度が所定の作動範囲内か否かの判定を行っている(S2)。この車両速度の作動範囲としては、例えば時速25km~55kmの範囲であるとする。この作動範囲は、歩行者保護装置10の歩行者保護機能が有効に作用する速度が、車両形状等の条件によって決まっていることに基づいて設定される。 In the “collision determination process” shown in FIG. 5, first, the collision detection ECU 6 of the vehicle collision detection device 1 acquires the vehicle speed based on the output from the speed sensor 5 (step S <b> 1, the following steps are omitted). It is determined whether or not it is within a predetermined operating range (S2). The operating range of the vehicle speed is, for example, a range of 25 km to 55 km / h. This operating range is set based on the fact that the speed at which the pedestrian protection function of the pedestrian protection device 10 effectively acts is determined by conditions such as the vehicle shape.
 車両速度が作動範囲内でない場合には(S2:No)、S1に戻り、車両速度が作動範囲内の場合(S2:Yes)、衝突検知ECU6は、左圧力センサ4L及び右圧力センサ4Rの検出値を取得し(S3)、有効質量を算出する(S4)。 When the vehicle speed is not within the operating range (S2: No), the process returns to S1, and when the vehicle speed is within the operating range (S2: Yes), the collision detection ECU 6 detects the left pressure sensor 4L and the right pressure sensor 4R. A value is acquired (S3), and an effective mass is calculated (S4).
 ここで、「有効質量」とは、衝突時における圧力センサ4の検出値より、運動量と力積の関係を利用して算出する質量をいう。車両と物体との衝突が発生した場合、歩行者とは質量の異なる衝突物では、検知される圧力センサ4の値が異なる。このため、人体の有効質量と、想定される他の衝突物の質量との間に閾値を設定することにより、衝突物の種類を切り分けることが可能となる。この有効質量は、次式に示すように、圧力センサ4により検出される圧力の値の所定時間における定積分値を、速度センサ5により検出される車両速度で割ることにより算出される。 Here, the “effective mass” refers to a mass calculated using the relationship between momentum and impulse from the detection value of the pressure sensor 4 at the time of collision. When a collision between a vehicle and an object occurs, the value of the detected pressure sensor 4 is different for a collision object having a mass different from that of a pedestrian. For this reason, by setting a threshold value between the effective mass of the human body and the mass of another assumed collision object, it is possible to classify the types of the collision object. This effective mass is calculated by dividing the constant integral value of the pressure value detected by the pressure sensor 4 at a predetermined time by the vehicle speed detected by the speed sensor 5 as shown in the following equation.
 M=(∫P(t)dt)/V・・・(式1)
 なお、Mは有効質量、Pは所定時間における圧力センサ4による検出値、tは所定時間(例えば、数ms~数十ms)、Vは速度センサ5により検出される衝突時の車両速度を示している。有効質量を算出する方法には、他にも、衝突した物体の運動エネルギーEを表す式E=1/2・MV2を用いて算出することが可能である。この場合、有効質量は、M=2・E/V2により算出される。
M = (∫P (t) dt) / V (Expression 1)
M is an effective mass, P is a value detected by the pressure sensor 4 at a predetermined time, t is a predetermined time (for example, several ms to several tens of ms), and V is a vehicle speed at the time of collision detected by the speed sensor 5. ing. As another method for calculating the effective mass, it is possible to calculate using an equation E = 1/2 · MV 2 representing the kinetic energy E of the collided object. In this case, the effective mass is calculated by M = 2 · E / V 2 .
 ここで、左圧力センサ4L及び右圧力センサ4Rにより検出される圧力検出値には、バンパ7のバンパカバー8の車幅方向における衝突位置によってばらつきがある。例えば、車両端部側のコーナ部Cでは車両前後方向に傾斜した構造となっているため、衝突時に加わる外力が車両側方へ逃げることにより、圧力センサ4L,4Rの出力が小さくなることがある。この場合、コーナ部Cの衝突判定閾値を車幅方向中央部の衝突判定閾値よりも小さくすることが好ましい。このように、衝突検知精度を確保するには、歩行者等が衝突したバンパ7の車幅方向における衝突位置に応じて、衝突判定閾値を異なるものとする必要がある。 Here, the pressure detection values detected by the left pressure sensor 4L and the right pressure sensor 4R vary depending on the collision position of the bumper cover 8 of the bumper 7 in the vehicle width direction. For example, since the corner portion C on the vehicle end side is inclined in the vehicle longitudinal direction, the output of the pressure sensors 4L and 4R may be reduced when the external force applied at the time of collision escapes to the vehicle side. . In this case, it is preferable to make the collision determination threshold value of the corner portion C smaller than the collision determination threshold value in the center portion in the vehicle width direction. Thus, in order to ensure the collision detection accuracy, it is necessary to make the collision determination threshold different depending on the collision position in the vehicle width direction of the bumper 7 on which the pedestrian or the like collided.
 そこで、本実施形態では、S4にて有効質量を算出した後、図6に示す「衝突判定閾値設定処理」を行うことによって、衝突判定閾値をバンパ7の車幅方向における衝突位置に応じて変更させる。この衝突判定閾値設定処理において、まず、ピーク値検出部61により、左圧力センサ4L及び右圧力センサ4Rのそれぞれの第1ピーク値P1L,P1R、第2ピーク値P2L,P2R(図10及び図11参照)が取得される(S11)。 Therefore, in this embodiment, after calculating the effective mass in S4, the collision determination threshold value is changed according to the collision position of the bumper 7 in the vehicle width direction by performing the “collision determination threshold value setting process” shown in FIG. Let In this collision determination threshold value setting process, first, the peak value detection unit 61 performs first peak values P1L, P1R, second peak values P2L, P2R of the left pressure sensor 4L and the right pressure sensor 4R (FIGS. 10 and 11). Reference) is acquired (S11).
 次に、衝突位置推定部62は、左圧力センサ4Lにより検出された圧力波形の第2ピーク値P2Lと、右圧力センサ4Rにより検出された圧力波形の第2ピーク値P2Rとの差分の絶対値|ΔP2|が所定値ΔP2th以上か否かの判定を行う(S12)。衝突位置推定部62は、|ΔP2|=|P2L-P2R|≧ΔP2thである場合(S12:Yes)、バンパカバー8の車幅方向端部側のコーナ部Cで、歩行者等の衝突が発生したものと推定する(S13)。なお、所定値ΔP2thの大きさは適宜設定可能であるとする。 Next, the collision position estimation unit 62 calculates the absolute value of the difference between the second peak value P2L of the pressure waveform detected by the left pressure sensor 4L and the second peak value P2R of the pressure waveform detected by the right pressure sensor 4R. It is determined whether or not | ΔP2 | is equal to or greater than a predetermined value ΔP2th (S12). When | ΔP2 | = | P2L−P2R | ≧ ΔP2th (S12: Yes), the collision position estimation unit 62 causes a collision of a pedestrian or the like at the corner portion C on the end side in the vehicle width direction of the bumper cover 8. (S13). It is assumed that the predetermined value ΔP2th can be set as appropriate.
 更に、衝突位置推定部62は、P2L-P2R>0か否かの判定を行う(S14)。衝突位置推定部62は、P2L-P2R>0の場合(S14:Yes)、右コーナ部で衝突が発生したものと推定する(S15)。また、衝突位置推定部62は、P2L-P2R>0でない場合、即ちP2L-P2R<0(S14:Yes)、左コーナ部で衝突(図11参照)が発生したものと推定する(S16)。そして、S15又はS16の後に、閾値変更部64は、衝突判定処理に用いる衝突判定閾値を第2閾値に設定する(S17)。なお、|ΔP2|=|P2L-P2R|≧ΔP2th>0であるので、P2L-P2R=0となることはない。 Further, the collision position estimation unit 62 determines whether or not P2L-P2R> 0 (S14). When P2L-P2R> 0 (S14: Yes), the collision position estimation unit 62 estimates that a collision has occurred at the right corner (S15). Further, when P2L-P2R> 0 is not satisfied, that is, P2L-P2R <0 (S14: Yes), the collision position estimation unit 62 estimates that a collision (see FIG. 11) has occurred in the left corner (S16). Then, after S15 or S16, the threshold value changing unit 64 sets the collision determination threshold value used for the collision determination process as the second threshold value (S17). Since | ΔP2 | = | P2L−P2R | ≧ ΔP2th> 0, P2L−P2R = 0 does not occur.
 一方、|ΔP2|=|P2L-P2R|≧ΔP2thでない場合(S12:No)、即ち|ΔP2|<ΔP2thの場合、衝突位置推定部62は、P1L>P2L且つP1R>P2Lか否かの判定を行う(S18)。衝突位置推定部62は、P1L>P2L且つP1R>P2Lの場合(S18:Yes)、バンパカバー8の車幅方向中央部Aで、歩行者等の物体の衝突が発生したものと推定する(S19)。また、衝突位置推定部62は、P1L>P2L且つP1R>P2Lでない場合(S18:No)、バンパカバー8の車幅方向中央部Aとコーナ部Cとの間で、歩行者等の物体の衝突が発生したものと推定する(S20)。そして、S19又はS20の後に、閾値変更部64は、衝突判定閾値を第1閾値に設定する(S21)。以上で、「衝突判定閾値設定処理」が終了し、「衝突判定処理」に戻る。 On the other hand, if | ΔP2 | = | P2L−P2R | ≧ ΔP2th is not satisfied (S12: No), that is, if | ΔP2 | <ΔP2th, the collision position estimation unit 62 determines whether P1L> P2L and P1R> P2L. Perform (S18). When P1L> P2L and P1R> P2L (S18: Yes), the collision position estimation unit 62 estimates that a collision of an object such as a pedestrian has occurred in the vehicle width direction central portion A of the bumper cover 8 (S19). ). In addition, when P1L> P2L and P1R> P2L are not satisfied (S18: No), the collision position estimation unit 62 collides an object such as a pedestrian between the vehicle width direction central portion A and the corner portion C of the bumper cover 8. Is estimated to have occurred (S20). Then, after S19 or S20, the threshold value changing unit 64 sets the collision determination threshold value to the first threshold value (S21). This completes the “collision determination threshold setting process” and returns to the “collision determination process”.
 続いて、衝突判定部63は、有効質量は衝突判定閾値(第1閾値又は第2閾値)以上か否かの判定を行う(S6)。衝突判定部63は、有効質量が衝突判定閾値の場合(S6:Yes)、車両の歩行者等との衝突が発生したものと判定し(S7)、歩行者保護装置10を作動させる制御信号を出力して、歩行者保護装置10を作動させる(S8)。これにより、衝突に伴う歩行者への衝撃を低減させる。なお、有効質量が設定された衝突判定閾値未満の場合(S6:No)、S1に戻る。 Subsequently, the collision determination unit 63 determines whether the effective mass is equal to or greater than the collision determination threshold (first threshold or second threshold) (S6). When the effective mass is the collision determination threshold value (S6: Yes), the collision determination unit 63 determines that a collision with a pedestrian or the like of the vehicle has occurred (S7), and generates a control signal for operating the pedestrian protection device 10. It outputs and the pedestrian protection apparatus 10 is operated (S8). Thereby, the impact to the pedestrian accompanying a collision is reduced. When the effective mass is less than the set collision determination threshold (S6: No), the process returns to S1.
 以上説明したように、本実施形態の車両用衝突検知装置1は、車両のバンパ7内においてバンパレインフォースメント9の車両前方側に配設されたバンパアブソーバ2と、バンパアブソーバ2に車幅方向に沿って形成された溝部2aに装着される内部に中空部3aが形成された検出用チューブ部材3と、検出用チューブ部材3の中空部3a内の圧力を検出する圧力センサ4L,4Rとを有し、圧力センサ4L,4Rによる圧力検出結果に基づいてバンパ7への物体(即ち、歩行者)の衝突発生を検知する。 As described above, the vehicle collision detection device 1 of the present embodiment includes the bumper absorber 2 disposed on the front side of the bumper reinforcement 9 in the bumper 7 of the vehicle, and the bumper absorber 2 in the vehicle width direction. The detection tube member 3 in which the hollow portion 3a is formed and the pressure sensors 4L and 4R for detecting the pressure in the hollow portion 3a of the detection tube member 3 are attached to the groove portion 2a formed along And the occurrence of collision of an object (ie, a pedestrian) with the bumper 7 is detected based on the pressure detection result by the pressure sensors 4L and 4R.
 圧力センサ4L,4Rは、検出用チューブ部材3の車幅方向左側端部に接続される左圧力センサ4Lと、検出用チューブ部材3の車幅方向右側端部に接続される右圧力センサ4Rとを有して構成される。そして、バンパ7への物体の衝突発生に伴って左圧力センサ4Lにより検出される圧力波形の複数のピーク値P1L,P2L及び右圧力センサ4Rにより検出される圧力波形の複数のピーク値P1R,P2Rを検出するピーク値検出部と、ピーク値検出部61により検出された各圧力波形のピーク値P1L,P1R,P2L,P2Rに基づいて、バンパ7の車幅方向における物体の衝突位置を推定する衝突位置推定部とを備える。 The pressure sensors 4L and 4R are a left pressure sensor 4L connected to the left end of the detection tube member 3 in the vehicle width direction, and a right pressure sensor 4R connected to the right end of the detection tube member 3 in the vehicle width direction. It is comprised. A plurality of peak values P1L and P2L of the pressure waveform detected by the left pressure sensor 4L and a plurality of peak values P1R and P2R of the pressure waveform detected by the right pressure sensor 4R as the object collides with the bumper 7 occur. A peak value detection unit that detects the collision, and a collision that estimates the collision position of the object in the vehicle width direction of the bumper 7 based on the peak values P1L, P1R, P2L, and P2R of each pressure waveform detected by the peak value detection unit 61 A position estimation unit.
 この構成によれば、左右の圧力センサ4L,4Rにより検出用チューブ部材3の車幅方向左右両端部における中空部3a内の圧力を検出し、ピーク値検出部61により左右の圧力センサ4L,4Rで検出された各圧力波形のピーク値P1L,P1R,P2L,P2Rを検出した後、衝突位置推定部62によって、各圧力波形のピーク値P1L,P1R,P2L,P2Rに基づいてバンパ7の車幅方向における物体の衝突位置を推定することができる。これにより、簡易な構成でバンパ7の車幅方向における衝突位置を推定でき、衝突位置に応じた適切な衝突判定を行うことができる。従って、バンパ7への物体(即ち、歩行者)の衝突判定を正確に行うことができ、簡易な構成で車両用衝突検知装置1の衝突検知精度を向上させることができる。 According to this configuration, the left and right pressure sensors 4L and 4R detect the pressure in the hollow portion 3a at the left and right ends in the vehicle width direction of the detection tube member 3, and the peak value detection unit 61 detects the left and right pressure sensors 4L and 4R. After detecting the peak values P1L, P1R, P2L, and P2R of each pressure waveform detected in step 1, the vehicle position of the bumper 7 is detected by the collision position estimation unit 62 based on the peak values P1L, P1R, P2L, and P2R of each pressure waveform. The collision position of the object in the direction can be estimated. Thereby, the collision position in the vehicle width direction of the bumper 7 can be estimated with a simple configuration, and an appropriate collision determination according to the collision position can be performed. Therefore, the collision determination of the object (that is, the pedestrian) to the bumper 7 can be accurately performed, and the collision detection accuracy of the vehicle collision detection apparatus 1 can be improved with a simple configuration.
 また、ピーク値検出部は、左圧力センサ4L及び右圧力センサ4Rによりそれぞれ検出される各圧力波形において最初にピークとなる第1ピーク値P1L,P1Rと、第1ピーク値P1L,P1Rより遅れてピークとなる第2ピーク値P2L,P2Rとを検出する。衝突位置推定部62は、第2ピーク値P2L,P2Rに基づいて、バンパ7の車幅方向における物体の衝突位置を推定する。具体的には、衝突位置推定部は、左圧力センサ4Lにより検出された圧力波形の第2ピーク値P2Lと、右圧力センサ4Rにより検出された圧力波形の第2ピーク値P2Rとの差分の絶対値|ΔP2|が所定値ΔP2th以上の場合に、バンパ7の車幅方向端部から中央側へ所定長さにわたるコーナ部Cで衝突が発生したものと推定する。 Further, the peak value detection unit is delayed from the first peak values P1L and P1R and the first peak values P1L and P1R that first peak in each pressure waveform detected by the left pressure sensor 4L and the right pressure sensor 4R, respectively. Second peak values P2L and P2R that are peaks are detected. The collision position estimation unit 62 estimates the collision position of the object in the vehicle width direction of the bumper 7 based on the second peak values P2L and P2R. Specifically, the collision position estimation unit calculates the absolute difference between the second peak value P2L of the pressure waveform detected by the left pressure sensor 4L and the second peak value P2R of the pressure waveform detected by the right pressure sensor 4R. When the value | ΔP2 | is equal to or greater than the predetermined value ΔP2th, it is estimated that a collision has occurred in the corner portion C extending from the vehicle width direction end portion of the bumper 7 to the center side over a predetermined length.
 この構成によれば、ピーク値検出部61により左右の圧力センサ4L,4Rで検出された各圧力波形の第1ピーク値P1L,P1Rと第2ピーク値P2L,P2Rとを検出し、衝突位置推定部62によって、左右の圧力センサ4L,4Rの第2ピーク値P2LとP2Rとの差分の絶対値|ΔP2|が所定値ΔP2th以上であるか否かを判定することで、コーナ部Cで物体の衝突が発生したことを確実に推定することができる。 According to this configuration, the peak value detector 61 detects the first peak values P1L and P1R and the second peak values P2L and P2R of the pressure waveforms detected by the left and right pressure sensors 4L and 4R, and estimates the collision position. By determining whether or not the absolute value | ΔP2 | of the difference between the second peak values P2L and P2R of the left and right pressure sensors 4L and 4R is equal to or greater than a predetermined value ΔP2th by the unit 62, the corner C It can be reliably estimated that a collision has occurred.
 また、衝突位置推定部は、左圧力センサ4Lにより検出された圧力波形の第2ピーク値P2Lが右圧力センサ4Rにより検出された圧力波形の第2ピーク値P2Rよりも小さい場合には車幅方向左側のコーナ部で衝突が発生したものと推定し、左圧力センサ4Lにより検出された圧力波形の第2ピーク値P2Lが右圧力センサ4Rにより検出された圧力波形の第2ピーク値P2Rよりも大きい場合には、車幅方向右側のコーナ部Cで衝突が発生したものと推定する。 Further, the collision position estimation unit determines the vehicle width direction when the second peak value P2L of the pressure waveform detected by the left pressure sensor 4L is smaller than the second peak value P2R of the pressure waveform detected by the right pressure sensor 4R. It is estimated that a collision has occurred at the left corner, and the second peak value P2L of the pressure waveform detected by the left pressure sensor 4L is larger than the second peak value P2R of the pressure waveform detected by the right pressure sensor 4R. In this case, it is estimated that a collision has occurred at the corner C on the right side in the vehicle width direction.
 この構成によれば、衝突位置推定部62により、左圧力センサ4Lにより検出された圧力波形の第2ピーク値P2Lと、右圧力センサ4Rにより検出された圧力波形の第2ピーク値P2Rとの大小を比較することで、左コーナ部か右コーナ部のいずれかで物体の衝突が発生したのかを確実に推定することができる。 According to this configuration, the magnitude of the second peak value P2L of the pressure waveform detected by the left pressure sensor 4L and the second peak value P2R of the pressure waveform detected by the right pressure sensor 4R is detected by the collision position estimation unit 62. Thus, it is possible to reliably estimate whether an object collision has occurred in either the left corner portion or the right corner portion.
 また、衝突位置推定部は、左圧力センサ4Lにより検出された圧力波形の第1ピーク値P1Lが第2ピーク値P2Lよりも大きく、且つ、右圧力センサ4Rにより検出された圧力波形の第1ピーク値P1Rが第2ピーク値P2Rよりも大きい場合に、バンパ7における車幅方向中央部Aで物体の衝突が発生したものと推定する。 Further, the collision position estimation unit has the first peak value P1L of the pressure waveform detected by the left pressure sensor 4L larger than the second peak value P2L, and the first peak of the pressure waveform detected by the right pressure sensor 4R. When the value P1R is larger than the second peak value P2R, it is estimated that an object collision has occurred in the vehicle width direction central portion A of the bumper 7.
 この構成によれば、衝突位置推定部62により、左圧力センサ4Lにより検出された圧力波形の第1ピーク値P1Lと第2ピーク値P2Lとの大小、右圧力センサ4Rにより検出された圧力波形の第1ピーク値P1Rと第2ピーク値P2Rとの大小をそれぞれ比較することで、バンパ7の車幅方向中央部Aにおいて物体の衝突が発生したことを確実に判定できる。 According to this configuration, the magnitude of the first peak value P1L and the second peak value P2L of the pressure waveform detected by the left pressure sensor 4L by the collision position estimation unit 62, the pressure waveform detected by the right pressure sensor 4R, and so on. By comparing the magnitudes of the first peak value P1R and the second peak value P2R, it is possible to reliably determine that an object collision has occurred in the central portion A of the bumper 7 in the vehicle width direction.
 また、左圧力センサ4L及び右圧力センサ4Rによる圧力検出結果が所定の衝突判定閾値以上である場合に、バンパ7への衝突発生を判定する衝突判定部と、衝突判定部63により衝突発生を判定する前に、衝突位置推定部62により推定された衝突位置に応じて衝突判定閾値を変更する閾値変更部とを備える。 In addition, when the pressure detection results by the left pressure sensor 4L and the right pressure sensor 4R are equal to or greater than a predetermined collision determination threshold, a collision determination unit that determines the occurrence of a collision with the bumper 7 and the collision determination unit 63 determine the occurrence of the collision. A threshold change unit that changes the collision determination threshold according to the collision position estimated by the collision position estimation unit 62.
 この構成によれば、衝突位置推定部62により推定された衝突位置に応じて、閾値変更部64が衝突判定閾値を変更した後に、衝突判定部63による衝突発生の判定を行うので、衝突位置に応じて衝突判定閾値を変更させることで、衝突判定部63による衝突発生の判定を正確に行うことができる。 According to this configuration, after the threshold change unit 64 changes the collision determination threshold according to the collision position estimated by the collision position estimation unit 62, the collision determination unit 63 determines the collision occurrence. By changing the collision determination threshold accordingly, the collision determination unit 63 can accurately determine the occurrence of the collision.
 具体的には、閾値変更部(64,S17,S21)は、衝突位置推定部62によりコーナ部C以外で衝突が発生したものと推定された場合に第1閾値を衝突判定閾値として設定し、衝突位置推定部62によりコーナ部Cで衝突が発生したものと推定された場合に第1閾値とは異なる第2閾値を衝突判定閾値として設定する。 Specifically, the threshold value changing unit (64, S17, S21) sets the first threshold value as the collision determination threshold value when it is estimated by the collision position estimation unit 62 that a collision has occurred outside the corner portion C, When the collision position estimation unit 62 estimates that a collision has occurred in the corner portion C, a second threshold value different from the first threshold value is set as the collision determination threshold value.
 この構成によれば、閾値変更部64によって、衝突位置推定部62により推定された物体(即ち、歩行者)の衝突位置に基づいて、コーナ部C以外で衝突が発生した場合とコーナ部Cで衝突が発生した場合とで、衝突判定閾値を異なるものとすることで、車幅方向位置で出力値が異なる圧力センサ4L,4Rの衝突判定閾値を、衝突位置に応じて適切に設定することができる。これにより、車両用衝突検知装置1の衝突検知精度を効果的に向上させることができ、バンパ7の車幅方向全体に亘って歩行者の衝突検知をより正確に行うことができる。 According to this configuration, when a collision occurs in a portion other than the corner portion C based on the collision position of the object (that is, a pedestrian) estimated by the collision position estimating portion 62 by the threshold value changing portion 64 and in the corner portion C, By setting the collision determination threshold value to be different when a collision occurs, the collision determination threshold value of the pressure sensors 4L and 4R having different output values at the vehicle width direction position can be appropriately set according to the collision position. it can. Thereby, the collision detection accuracy of the vehicle collision detection device 1 can be effectively improved, and a pedestrian can be detected more accurately over the entire vehicle width direction of the bumper 7.
 また、第2閾値は、第1閾値よりも小さい値であることを特徴とする。この構成によれば、コーナ部Cの衝突判定閾値である第2閾値を、車幅方向中央部Aの衝突判定閾値である第1閾値よりも小さい値とすることで、バンパ7の車幅方向位置に拘わらず高精度に衝突検知を行うことができる。即ち、コーナ部Cではバンパカバー8が車両前後方向に傾斜した構造となっているため、衝突時に加わる外力が車両側方へ逃げることにより、車幅方向中央部Aよりも圧力センサ4L,4Rの圧力検出値が小さくなることがある。そこで、コーナ部Cの衝突判定閾値を車幅方向中央部の衝突判定閾値よりも小さい値とすることで、バンパ7の車幅方向位置において圧力センサ4L,4Rの圧力の出力がばらつくことによる衝突検知精度の低下を抑止できる。 Further, the second threshold value is smaller than the first threshold value. According to this configuration, the second threshold value that is the collision determination threshold value of the corner portion C is set to a value that is smaller than the first threshold value that is the collision determination threshold value of the center portion A in the vehicle width direction. Collision detection can be performed with high accuracy regardless of the position. That is, since the bumper cover 8 is inclined in the vehicle front-rear direction at the corner portion C, the external force applied at the time of collision escapes to the vehicle side, so that the pressure sensors 4L, 4R The pressure detection value may be small. Therefore, by setting the collision determination threshold value of the corner portion C to a value smaller than the collision determination threshold value in the center portion in the vehicle width direction, the collision caused by variations in the pressure outputs of the pressure sensors 4L and 4R at the vehicle width direction position of the bumper 7 Decrease in detection accuracy can be suppressed.
 本開示は、上記した実施形態に限定されるものではなく、本開示の主旨を逸脱しない範囲で種々の変形または拡張を施すことができる。例えば、上記実施形態では、衝突判定閾値として第1閾値と第2閾値との2つの閾値を用いるものとしたが、これに限られず、衝突判定閾値として3つ以上の閾値を用いてもよい。例えば、車幅方向中央部A、車幅方向中央部Aとコーナ部Cとの間、及びコーナ部Cの3つの区画に分け、それぞれ異なる衝突判定閾値を用いてもよい。この場合、車幅方向中央部Aとコーナ部Cとの間の区画では、図6に示す衝突判定閾値設定処理におけるS20の後に、第1の閾値及び第2の閾値とは異なる値である第3の閾値に衝突判定閾値を設定すればよい。また、各区画での衝突判定閾値の大小は、車両の構造や衝突検知性能に基づいて適宜設定されるものとする。 The present disclosure is not limited to the above-described embodiment, and various modifications or extensions can be made without departing from the gist of the present disclosure. For example, in the above embodiment, the two threshold values of the first threshold value and the second threshold value are used as the collision determination threshold value. However, the present invention is not limited to this, and three or more threshold values may be used as the collision determination threshold value. For example, it may be divided into three sections of the vehicle width direction central portion A, the vehicle width direction central portion A and the corner portion C, and the corner portion C, and different collision determination threshold values may be used. In this case, in the section between the vehicle width direction center portion A and the corner portion C, the first threshold value and the second threshold value are different values after S20 in the collision determination threshold value setting process shown in FIG. The collision determination threshold value may be set to the threshold value of 3. In addition, the size of the collision determination threshold in each section is appropriately set based on the structure of the vehicle and the collision detection performance.
 また、上記実施形態では、圧力検出結果に基づいて有効質量を算出し、衝突判定処理において有効質量が衝突判定閾値以上になった場合に、歩行者保護装置10の作動を要する歩行者との衝突が発生したと判定するものとしたが、これには限られない。即ち、圧力検出結果をそのまま用いてもよく、例えば、圧力値、圧力変化率等を用いてそれぞれの衝突判定閾値と比較し、衝突判定を行う構成としてもよい。 In the above embodiment, the effective mass is calculated based on the pressure detection result, and when the effective mass exceeds the collision determination threshold in the collision determination process, the collision with the pedestrian that requires the operation of the pedestrian protection device 10 is performed. However, the present invention is not limited to this. That is, the pressure detection result may be used as it is. For example, a configuration may be used in which the collision determination is performed by comparing the pressure detection result with the respective collision determination thresholds using a pressure value, a pressure change rate, or the like.
 ここで、この出願に記載されるフローチャート、あるいは、フローチャートの処理は、複数のセクション(あるいはステップと言及される)から構成され、各セクションは、たとえば、S1と表現される。さらに、各セクションは、複数のサブセクションに分割されることができる、一方、複数のセクションが合わさって一つのセクションにすることも可能である。さらに、このように構成される各セクションは、デバイス、モジュール、ミーンズとして言及されることができる。 Here, the flowchart described in this application or the processing of the flowchart is configured by a plurality of sections (or referred to as steps), and each section is expressed as, for example, S1. Further, each section can be divided into a plurality of subsections, while a plurality of sections can be combined into one section. Further, each section configured in this manner can be referred to as a device, module, or means.
 本開示は、実施例に準拠して記述されたが、本開示は当該実施例や構造に限定されるものではないと理解される。本開示は、様々な変形例や均等範囲内の変形をも包含する。加えて、様々な組み合わせや形態、さらには、それらに一要素のみ、それ以上、あるいはそれ以下、を含む他の組み合わせや形態をも、本開示の範疇や思想範囲に入るものである。 Although the present disclosure has been described based on the embodiments, it is understood that the present disclosure is not limited to the embodiments and structures. The present disclosure includes various modifications and modifications within the equivalent range. In addition, various combinations and forms, as well as other combinations and forms including only one element, more or less, are within the scope and spirit of the present disclosure.

Claims (8)

  1.  車両のバンパ(7)内においてバンパレインフォースメント(9)の車両前方側に配設されたバンパアブソーバ(2)と、前記バンパアブソーバに車幅方向に沿って形成された溝部(2a)に装着される内部に中空部(3a)が形成された検出用チューブ部材(3)と、前記検出用チューブ部材の前記中空部内の圧力を検出する圧力センサ(4L,4R)とを有し、前記圧力センサによる圧力検出結果に基づいて前記バンパへの物体の衝突発生を検知する車両用衝突検知装置(1)において、
     前記圧力センサは、前記検出用チューブ部材の車幅方向左側端部に接続される左圧力センサ(4L)と、前記検出用チューブ部材の車幅方向右側端部に接続される右圧力センサ(4R)とを有して構成され、
     前記バンパへの前記物体の衝突発生に伴って前記左圧力センサにより検出される第一圧力波形の複数のピーク値(P1L,P2L)及び前記右圧力センサにより検出される第二圧力波形の複数のピーク値(P1R,P2R)を検出するピーク値検出部(61,S11)と、
     前記ピーク値検出部により検出された前記第一圧力波形の複数のピーク値及び前記第二圧力波形の複数のピーク値に基づいて、前記バンパの車幅方向における前記物体の衝突位置を推定する衝突位置推定部(62,S13,S15,S16,S19,S20)と、
     を備える車両用衝突検知装置。
    A bumper reinforcement (2) disposed on the front side of the bumper reinforcement (9) in the vehicle bumper (7) and a groove (2a) formed in the bumper absorber along the vehicle width direction are mounted. A detection tube member (3) in which a hollow portion (3a) is formed, and a pressure sensor (4L, 4R) for detecting a pressure in the hollow portion of the detection tube member. In the vehicle collision detection device (1) for detecting occurrence of collision of an object with the bumper based on a pressure detection result by a sensor,
    The pressure sensor includes a left pressure sensor (4L) connected to the left end of the detection tube member in the vehicle width direction and a right pressure sensor (4R) connected to the right end of the detection tube member in the vehicle width direction. ), And
    A plurality of peak values (P1L, P2L) of the first pressure waveform detected by the left pressure sensor and a plurality of second pressure waveforms detected by the right pressure sensor as the object collides with the bumper. A peak value detector (61, S11) for detecting peak values (P1R, P2R);
    A collision for estimating the collision position of the object in the vehicle width direction of the bumper based on the plurality of peak values of the first pressure waveform and the plurality of peak values of the second pressure waveform detected by the peak value detection unit A position estimation unit (62, S13, S15, S16, S19, S20);
    A vehicle collision detection device.
  2.  前記ピーク値検出部は、前記左圧力センサ及び前記右圧力センサによりそれぞれ検出される前記第一圧力波形及び前記第二圧力波形の各々において一回目の極大値となる第1ピーク値(P1L,P1R)と、前記第1ピーク値より遅れて二回目の極大値となる第2ピーク値(P2L,P2R)とを検出し、
     前記衝突位置推定部は、前記第2ピーク値に基づいて、前記バンパの車幅方向における前記物体の衝突位置を推定する請求項1に記載の車両用衝突検知装置。
    The peak value detection unit includes first peak values (P1L, P1R) that are first maximum values in the first pressure waveform and the second pressure waveform respectively detected by the left pressure sensor and the right pressure sensor. ) And second peak values (P2L, P2R) that become the second maximum after the first peak value,
    The vehicle collision detection device according to claim 1, wherein the collision position estimation unit estimates a collision position of the object in a vehicle width direction of the bumper based on the second peak value.
  3.  前記ピーク値検出部は、前記左圧力センサ及び前記右圧力センサによりそれぞれ検出される前記第一圧力波形及び前記第二圧力波形の各々において一回目の極大値となる第1ピーク値(P1L,P1R)と、前記第1ピーク値より遅れて二回目の極大値となる第2ピーク値(P2L,P2R)とを検出し、
     前記衝突位置推定部(62,S13,S15,S16)は、前記左圧力センサにより検出された前記第一圧力波形の第2ピーク値(P2L)と、前記右圧力センサにより検出された前記第二圧力波形の第2ピーク値(P2R)との差分の絶対値(|ΔP2|)が所定値(ΔP2th)以上の場合に、前記バンパの車幅方向端部から中央側へ所定長さにわたるコーナ部(C)で衝突が発生したものと推定する請求項2に記載の車両用衝突検知装置。
    The peak value detection unit includes first peak values (P1L, P1R) that are first maximum values in the first pressure waveform and the second pressure waveform respectively detected by the left pressure sensor and the right pressure sensor. ) And second peak values (P2L, P2R) that become the second maximum after the first peak value,
    The collision position estimation unit (62, S13, S15, S16) includes a second peak value (P2L) of the first pressure waveform detected by the left pressure sensor and the second peak detected by the right pressure sensor. When the absolute value (| ΔP2 |) of the difference from the second peak value (P2R) of the pressure waveform is equal to or greater than a predetermined value (ΔP2th), a corner portion extending over a predetermined length from the vehicle width direction end portion to the center side of the bumper The vehicle collision detection apparatus according to claim 2, wherein it is estimated that a collision has occurred in (C).
  4.  前記衝突位置推定部(62,S15,S16)は、前記左圧力センサにより検出された前記第一圧力波形の第2ピーク値(P2L)が前記右圧力センサにより検出された前記第二圧力波形の第2ピーク値(P2R)よりも小さい場合には、車幅方向左側の前記コーナ部で衝突が発生したものと推定し、前記左圧力センサにより検出された前記第一圧力波形の第2ピーク値(P2L)が前記右圧力センサにより検出された前記第二圧力波形の第2ピーク値(P2R)よりも大きい場合には、車幅方向右側の前記コーナ部で衝突が発生したものと推定する請求項3に記載の車両用衝突検知装置。 The collision position estimator (62, S15, S16) is configured so that the second peak value (P2L) of the first pressure waveform detected by the left pressure sensor is detected by the right pressure sensor. If it is smaller than the second peak value (P2R), it is estimated that a collision has occurred at the left corner in the vehicle width direction, and the second peak value of the first pressure waveform detected by the left pressure sensor. When (P2L) is larger than the second peak value (P2R) of the second pressure waveform detected by the right pressure sensor, it is estimated that a collision has occurred in the corner portion on the right side in the vehicle width direction. Item 4. The vehicle collision detection device according to Item 3.
  5.  前記ピーク値検出部は、前記左圧力センサ及び前記右圧力センサによりそれぞれ検出される前記第一圧力波形及び前記第二圧力波形の各々において一回目の極大値となる第1ピーク値(P1L,P1R)と、前記第1ピーク値より遅れて二回目の極大値となる第2ピーク値(P2L,P2R)とを検出し、
     前記衝突位置推定部(62,S19)は、前記左圧力センサにより検出された前記第一圧力波形の第1ピーク値(P1L)が前記第一圧力波形の第2ピーク値(P2L)よりも大きく、且つ、前記右圧力センサにより検出された前記第二圧力波形の第1ピーク値(P1R)が前記第二圧力波形の第2ピーク値(P2R)よりも大きい場合に、前記バンパにおける車幅方向中央部(A)で前記物体の衝突が発生したものと推定する請求項1から4のいずれか一項に記載の車両用衝突検知装置。
    The peak value detection unit includes first peak values (P1L, P1R) that are first maximum values in the first pressure waveform and the second pressure waveform respectively detected by the left pressure sensor and the right pressure sensor. ) And second peak values (P2L, P2R) that become the second maximum after the first peak value,
    In the collision position estimation unit (62, S19), the first peak value (P1L) of the first pressure waveform detected by the left pressure sensor is larger than the second peak value (P2L) of the first pressure waveform. When the first peak value (P1R) of the second pressure waveform detected by the right pressure sensor is larger than the second peak value (P2R) of the second pressure waveform, the vehicle width direction in the bumper The vehicle collision detection device according to any one of claims 1 to 4, wherein it is estimated that a collision of the object has occurred in the central portion (A).
  6.  前記左圧力センサ及び前記右圧力センサによる圧力検出結果が所定の衝突判定閾値以上である場合に、前記バンパへの衝突発生を判定する衝突判定部(63,S7)と、
     前記衝突判定部により衝突発生を判定する前に、前記衝突位置推定部により推定された前記衝突位置に応じて前記衝突判定閾値を変更する閾値変更部(64,S5,S17,S21)と、
     を備える請求項5に記載の車両用衝突検知装置。
    A collision determination unit (63, S7) for determining occurrence of a collision with the bumper when a pressure detection result by the left pressure sensor and the right pressure sensor is equal to or greater than a predetermined collision determination threshold;
    A threshold value changing unit (64, S5, S17, S21) that changes the collision determination threshold value according to the collision position estimated by the collision position estimation unit before determining the occurrence of a collision by the collision determination unit;
    The vehicle collision detection device according to claim 5.
  7.  前記閾値変更部(64,S17,S21)は、前記衝突位置推定部により前記バンパの車幅方向端部から中央側へ所定長さにわたるコーナ部(C)以外で前記物体の衝突が発生したものと推定された場合に第1閾値を前記衝突判定閾値として設定し、前記衝突位置推定部により前記コーナ部で前記物体の衝突が発生したものと推定された場合に前記第1閾値とは異なる第2閾値を前記衝突判定閾値として設定する請求項6に記載の車両用衝突検知装置。 The threshold value changing unit (64, S17, S21) is the one in which the collision of the object has occurred except for the corner portion (C) extending a predetermined length from the vehicle width direction end of the bumper to the center side by the collision position estimation unit. A first threshold value is set as the collision determination threshold value, and the first threshold value is different from the first threshold value when the collision position estimation unit estimates that a collision of the object has occurred in the corner unit. The vehicle collision detection device according to claim 6, wherein two threshold values are set as the collision determination threshold value.
  8.  前記第2閾値は、前記第1閾値よりも小さい値である請求項7に記載の車両用衝突検知装置。 The vehicle collision detection device according to claim 7, wherein the second threshold value is smaller than the first threshold value.
PCT/JP2016/002089 2015-05-12 2016-04-19 Vehicular collision detection device WO2016181613A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112016002149.6T DE112016002149B4 (en) 2015-05-12 2016-04-19 VEHICLE COLLISION DETECTION DEVICE

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2015097554A JP6337832B2 (en) 2015-05-12 2015-05-12 Vehicle collision detection device
JP2015-097554 2015-05-12

Publications (1)

Publication Number Publication Date
WO2016181613A1 true WO2016181613A1 (en) 2016-11-17

Family

ID=57248221

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2016/002089 WO2016181613A1 (en) 2015-05-12 2016-04-19 Vehicular collision detection device

Country Status (3)

Country Link
JP (1) JP6337832B2 (en)
DE (1) DE112016002149B4 (en)
WO (1) WO2016181613A1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6806017B2 (en) 2017-09-25 2020-12-23 株式会社デンソー Protection control device
US20220144199A1 (en) * 2020-11-11 2022-05-12 Hyundai Mobis Co., Ltd. System method for determining collision of walker

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010064605A (en) * 2008-09-10 2010-03-25 Denso Corp Collision detection device for vehicle
JP2014101091A (en) * 2012-11-22 2014-06-05 Denso Corp Vehicular collision sensing unit
JP2016088456A (en) * 2014-11-11 2016-05-23 株式会社デンソー Vehicular collision sensing system

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004031575A1 (en) * 2004-06-29 2006-02-02 Daimlerchrysler Ag Motor vehicle collision detecting device, has two pressure sensors that are arranged at specific distance in hollow body, and run time differences for pressure signals of pressure surge between sensors are determined at impact place
KR101775382B1 (en) * 2011-02-22 2017-09-06 콘티넨탈 오토모티브 게엠베하 Crash sensor having an elastically deformable tube and at least one pressure sensor
DE102013201592B4 (en) * 2013-01-31 2022-04-28 Robert Bosch Gmbh Sensor unit for detecting an impact on a vehicle and exterior trim part for a vehicle

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010064605A (en) * 2008-09-10 2010-03-25 Denso Corp Collision detection device for vehicle
JP2014101091A (en) * 2012-11-22 2014-06-05 Denso Corp Vehicular collision sensing unit
JP2016088456A (en) * 2014-11-11 2016-05-23 株式会社デンソー Vehicular collision sensing system

Also Published As

Publication number Publication date
DE112016002149T5 (en) 2018-02-15
JP6337832B2 (en) 2018-06-06
DE112016002149B4 (en) 2020-10-15
JP2016210346A (en) 2016-12-15

Similar Documents

Publication Publication Date Title
JP6467355B2 (en) Vehicle collision detection device
JP6375978B2 (en) Vehicle collision detection device
WO2015194121A1 (en) Collision detection device for vehicle
WO2016088328A1 (en) Vehicle collision detection device
WO2016170733A1 (en) Collision detection device for vehicle
WO2016084362A1 (en) Vehicle collision sensing device
US10493933B2 (en) Collision detection device for vehicle
WO2016181613A1 (en) Vehicular collision detection device
WO2016136165A1 (en) Collision detection device for vehicle
WO2016038840A1 (en) Collision detection device for vehicle
WO2016147546A1 (en) Vehicular collision-sensing device
JP6432376B2 (en) Vehicle collision detection device
WO2016075926A1 (en) Vehicular collision sensing device
JP6323722B2 (en) Vehicle collision detection device
JP6447303B2 (en) Vehicle collision detection device
WO2016092793A1 (en) Vehicle collision detecting device
JP6443686B2 (en) Vehicle collision detection device
JP2016120867A (en) Collision detection device for vehicle
JP2011137743A (en) Device for detecting collision
JP6443272B2 (en) Vehicle collision detection device
WO2016157734A1 (en) Vehicle collision detection device

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 16792343

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 112016002149

Country of ref document: DE

122 Ep: pct application non-entry in european phase

Ref document number: 16792343

Country of ref document: EP

Kind code of ref document: A1