JP6897658B2 - Pedestrian protection device control method and protection control device - Google Patents

Description

The present invention relates to a protection control device configured to control the operation of the pedestrian protection device and a method of controlling the operation of the pedestrian protection device.

Vehicles may be equipped with occupant protection devices and pedestrian protection devices. The operation of the occupant protection device is controlled based on the output of the collision detection sensor for obstacles for detecting a collision with an obstacle such as another vehicle. The operation of the pedestrian protection device is controlled based on the output of a collision detection sensor for pedestrians for detecting a collision with a pedestrian or the like. "Pedestrians, etc." include two-wheeled vehicles with occupants. A "motorcycle" is typically, for example, a bicycle. As a conventional technique for disclosing this kind of configuration, for example, Patent Document 1 and the like are known.

JP-A-2009-12549

As described above, when the occupant protection device and the pedestrian protection device are mounted on the vehicle, it is necessary to appropriately activate each of them according to the collision mode. The present invention has been made in view of the circumstances exemplified above. That is, an object of the present invention is to optimize the operation control of the pedestrian protection device when the occupant protection device and the pedestrian protection device are mounted on the vehicle.

The protection control device (23) according to claim 1 is configured to control the operation of the pedestrian protection device (21). The pedestrian protection device protects the pedestrian or the protected object, which is the occupant, from the impact of the collision with the vehicle body (10) when a specific object including a pedestrian and a two-wheeled vehicle with a occupant collides with the vehicle (1). It is provided to do so.
This protection control device
A first collision determination unit (301) provided to determine the occurrence of a first-class collision that requires activation of the pedestrian protection device due to a collision between the specific object and the vehicle.
A second collision determination unit (302) provided to determine the occurrence of a second-class collision that requires activation of the occupant protection device (22) due to a collision between an obstacle different from the specific object and the vehicle. )When,
The second collision determination unit did not determine the occurrence of the second type collision between the time when the first collision determination unit determined the occurrence of the first type collision and the time when the predetermined delay time elapsed. On condition that, the activation signal generation unit (303) provided to generate the activation signal for activating the pedestrian protection device, and
Equipped with a,
The second collision determination unit is configured to determine the occurrence of the second type collision when the traveling speed of the vehicle is in the low speed region with a determination logic different from that in the high speed region .

The control method according to claim 8 has the following procedure.
It is determined whether or not the first-class collision, which is a collision between the specific object and the vehicle and requires activation of the pedestrian protection device, has occurred.
It is determined whether or not the second type collision, which is a collision between the vehicle and the obstacle different from the specific object and requires the activation of the occupant protection device, has occurred.
Between the time that determines the occurrence of the first type collision until the delay time has elapsed, the condition that did not determine the occurrence of said second type collision occurred the activation signal,
When the traveling speed of the vehicle is in the low speed range, the occurrence of the second type collision is determined by a determination logic different from that in the high speed range .

When each element is provided with a reference code in parentheses in each column of the application documents, the reference code simply corresponds to the corresponding relationship between the element and the specific configuration described in the embodiment described later. It shows an example. Therefore, the present invention is not limited to the description of the reference code.

It is a top view which shows the schematic structure of the vehicle which carries the occupant protection device and the pedestrian protection device. It is a block diagram which shows the 1st Embodiment of the functional structure of the protection control ECU shown in FIG. It is a graph for the operation explanation of the functional structure shown in FIG. It is a block diagram which shows the 2nd Embodiment of the functional structure of the protection control ECU shown in FIG. It is a block diagram which shows the 3rd Embodiment of the functional structure of the protection control ECU shown in FIG. It is a block diagram which shows the 4th Embodiment of the functional structure of the protection control ECU shown in FIG. 6 is a graph for explaining the operation of the functional configuration shown in FIG. 6 is a graph for explaining the operation of the functional configuration shown in FIG. It is a flowchart which shows the 5th Embodiment of the functional structure of the protection control ECU shown in FIG. It is a block diagram which shows the sixth embodiment of the functional structure of the protection control ECU shown in FIG. It is a block diagram which shows the 7th Embodiment of the functional structure of the protection control ECU shown in FIG.

(Embodiment)
Hereinafter, embodiments of the present invention will be described with reference to the drawings. It should be noted that, if various modifications applicable to one embodiment are inserted in the middle of a series of explanations relating to the embodiment, the understanding of the embodiment may be hindered. It will be described together after the explanation.

(Outline configuration of vehicle)
First, the schematic configuration of the vehicle 1 will be described with reference to FIG. For convenience of explanation, the concepts of "front", "rear", "left", and "right" in the vehicle 1 are defined as shown by arrows in FIG. Further, in the following description, the front-rear direction may be referred to as the "vehicle total length direction", and the left-right direction may be referred to as the "vehicle width direction".

Referring to FIG. 1, the vehicle 1 is a so-called automobile and has a box-shaped vehicle body 10. A front bumper 12 forming a part of the vehicle body 10 is provided on the front surface 11 of the vehicle 1. The front bumper 12 includes a bumper cover 13, a bumper reinforcing member 14, and a bumper absorber 16.

The bumper cover 13 forming the outermost shell of the front bumper 12 is made of a synthetic resin such as polypropylene. The bumper reinforcing member 14 and the bumper absorber 16 are provided inside the bumper cover 13.

The bumper reinforcing member 14 referred to as "bumper reinforcement" is a rod-shaped rigid member, and is arranged with the vehicle width direction as the longitudinal direction. Specifically, the bumper reinforcing member 14 is formed of a metal material such as an aluminum alloy. The bumper reinforcing member 14 is fixed to the front end portion of a pair of side members 15 extending along the overall length direction of the vehicle.

The bumper absorber 16 is arranged between the bumper cover 13 and the bumper reinforcing member 14. Specifically, the bumper absorber 16 is fixed to the front surface of the bumper reinforcing member 14, that is, the surface of the bumper reinforcing member 14 facing the back surface of the bumper cover 13. The bumper absorber 16 which is a shock absorbing member is formed of an effervescent synthetic resin such as expanded polypropylene.

A front hood 17, a front window 18, and a front pillar 19 are provided at the front of the vehicle body 10 and behind the front bumper 12. The front hood 17 is formed of a metal plate material such as a steel plate.

The front window 18 is a transparent plate material formed of glass or the like, and is arranged behind the front hood 17. The front pillar 19 is a rod-shaped member formed of a metal plate material such as a steel plate, and is provided on both sides of the front window 18 in the vehicle width direction. That is, the front pillars 19 are extended rearward and upward while supporting both ends of the front window 18 in the vehicle width direction.

(Configuration of protection system)
The vehicle 1 is equipped with a protection system 20. The protection system 20 is configured to protect a person who has collided with the vehicle 1.

The "human being who collided with the vehicle 1" includes, for example, a pedestrian who directly collided with the vehicle 1, and a occupant such as a two-wheeled vehicle or a wheelchair who collided with the vehicle 1. Two-wheeled vehicles include bicycles and motorcycles. For example, in a collision between a vehicle 1 and a two-wheeled vehicle with an occupant, the object that directly collides with the vehicle 1 may be a two-wheeled vehicle instead of an occupant. However, even in this case, it is possible that the occupant of the two-wheeled vehicle "indirectly" collided with the vehicle 1. The same applies to occupants such as wheelchairs.

That is, the protection system 20 is configured to protect the protection target from the impact caused by the collision with the vehicle body 10 when the vehicle 1 collides with a specific object. "Specific objects" include pedestrians, two-wheeled vehicles with occupants, wheelchairs with occupants, and the like. The "protected object" includes pedestrians in addition to the occupants of motorcycles with occupants. The "protected object" can also be referred to as the "vulnerable traffic".

Further, the protection system 20 is configured to protect the occupants of the vehicle 1 when the vehicle 1 collides with an "obstacle" different from the specific object. "Obstacles" include walls, pillars, other vehicles, and the like.

Specifically, the protection system 20 includes a pedestrian protection device 21, an occupant protection device 22, and a protection control device 23.

The pedestrian protection device 21 is provided so as to protect the protection target from the impact caused by the collision with the vehicle body 10 when the specific object collides with the vehicle 1. Specifically, the pedestrian protection device 21 is configured to protect the protection target from the impact caused by the secondary collision. The "secondary collision" means that after the "primary collision", a protected object such as a two-wheeled vehicle or a pedestrian collides with the vehicle body 10. The "primary collision" means that a specific object first collides with the vehicle body 10, that is, the front bumper 12.

In the present embodiment, the pedestrian protection device 21 is provided with a hood pop-up device 24 and a pedestrian airbag device 25. The hood pop-up device 24 is configured to raise the front hood 17 after the occurrence of the primary collision and before the occurrence of the secondary collision. Specifically, the hood pop-up device 24 is configured to push up the rear end portion of the front hood 17 when operated. The pedestrian airbag device 25 is configured to protect the protection target by deploying it on the vehicle body 10 after the occurrence of the primary collision and before the occurrence of the secondary collision. Since the specific configurations of the hood pop-up device 24 and the pedestrian airbag device 25 are already known or well-known at the time of filing the application of the present application, further description thereof will be omitted.

The occupant protection device 22 includes at least the front seat airbag 26. The front seat airbag 26 is configured to protect the front seat occupant by deploying it in front of the front seat occupant when the vehicle 1 collides with an obstacle in the front. Since the specific configuration of the occupant protection device 22 is already known or well known at the time of filing the application of the present application, further description thereof will be omitted.

(Configuration of protection control device)
The protection control device 23 is configured to control the operation of the pedestrian protection device 21 and the occupant protection device 22. That is, the protection control device 23 is configured to detect whether or not the specific object has collided with the front surface 11 of the vehicle 1 and to activate the pedestrian protection device 21 when the collision of the specific object is detected. Further, the protection control device 23 is configured to detect whether or not an obstacle has collided with the front surface 11 of the vehicle 1 and to activate the occupant protection device 22 when the collision of the obstacle is detected. Hereinafter, each part constituting the protection control device 23 will be described.

The protection control ECU 30 that constitutes the main part of the protection control device 23 is configured to control the overall operation of the protection system 20 based on various signals received from various sensors and the like. ECU is an abbreviation for Electronic Control Unit.

The protection control ECU 30 is a so-called in-vehicle microcomputer, and includes a CPU, ROM, RAM, and a non-volatile RAM (not shown). The non-volatile RAM is, for example, a flash ROM or the like. The CPU, ROM, RAM and non-volatile RAM of the protection control ECU 30 are hereinafter simply abbreviated as "CPU", "ROM", "RAM" and "non-volatile RAM".

The protection control ECU 30 is configured so that various control operations can be realized by the CPU reading a program from the ROM or the non-volatile RAM and executing the program. This program contains the corresponding routines described below. Further, various data used when executing the program are stored in advance in the ROM or the non-volatile RAM. Various types of data include, for example, initial values, look-up tables, maps, and the like. Details of the functional configuration of the protection control ECU 30 will be described later.

The protection control ECU 30 is provided behind the front bumper 12. Specifically, for example, the protection control ECU 30 is arranged below the rear end of the front hood 17 or in the vehicle interior. The floor G sensor 31 is mounted on the protection control ECU 30. The floor G sensor 31 is an acceleration sensor and is configured to generate an output (for example, a voltage) corresponding to acceleration in the front-rear direction. The acceleration sensor constituting the floor G sensor 31 may also be referred to as a "deceleration sensor".

A satellite G sensor 32 is mounted at a position on the tip side of each of the pair of side members 15. The satellite G sensor 32 is an acceleration sensor and is configured to generate an output (for example, a voltage) corresponding to acceleration in the front-rear direction and / or the left-right direction.

The front bumper 12 is provided with a collision sensor 33. The collision sensor 33 is configured to generate an output (for example, a voltage) corresponding to an impact applied to the front bumper 12 due to a collision between an object and the front surface 11 of the vehicle 1.

In the present embodiment, the collision sensor 33 is a long-shaped pressure tube type sensor having a longitudinal direction along the vehicle width direction, and is extended in the vehicle width direction along the bumper reinforcing member 14. ing. In the present embodiment, the collision sensor 33 has a tube member 33a and a pair of pressure sensors 33b.

The tube member 33a is a tubular member extending along the vehicle width direction, and is made of a synthetic resin such as synthetic rubber. Most of the tube member 33a in the vehicle width direction except for both ends is embedded in the bumper absorber 16.

Pressure sensors 33b are mounted on both ends of the tube member 33a in the vehicle width direction. The pressure sensor 33b is configured to generate an output (eg, voltage) corresponding to the pressure in the tube member 33a. Since the specific configuration and arrangement of the collision sensor 33, which is a pressure tube type sensor, is already known or well known at the time of filing the application of the present application, further description thereof will be omitted.

The collision prediction unit 34 is provided so as to detect a target existing around the vehicle 1. That is, the collision prediction unit 34 is configured to acquire the type of the target existing in front of the vehicle 1 and the possibility of collision with the target of the vehicle 1. Specifically, the collision prediction unit 34 is configured to recognizable the type of the object and acquire various parameters such as the distance to the object before the object collides with the front bumper 12. There is. The collision prediction unit 34 may also be referred to as a "preventive sensor".

More specifically, for example, the collision prediction unit 34 can be configured as a so-called stereo camera including two camera sensors. Alternatively, the collision prediction unit 34 may be configured as a so-called fusion sensor including a camera sensor and a millimeter wave radar sensor. Since the specific configuration and arrangement of such a collision prediction unit 34 are already known or well known at the time of filing the application of the present application, further description thereof will be omitted in the present specification.

The vehicle speed sensor 35 is configured to generate an output (for example, a voltage) corresponding to the traveling speed of the vehicle 1. The traveling speed of the vehicle 1 is hereinafter simply referred to as "vehicle speed".

The protection control ECU 30 is electrically connected to the pedestrian protection device 21, the occupant protection device 22, the satellite G sensor 32, and the collision sensor 33 via an in-vehicle communication line compatible with an in-vehicle LAN standard such as Safe-by-Wire. There is. Further, the protection control ECU 30 is electrically connected to the collision prediction unit 34 and the vehicle speed sensor 35 via an in-vehicle communication line corresponding to an in-vehicle LAN standard such as CAN. CAN is an abbreviation for Controller Area Network and is a registered trademark.

(First Embodiment)
Hereinafter, the first embodiment of the functional configuration of the protection control ECU 30 will be described with reference to FIG. That is, FIG. 2 shows a functional component portion of the protection control ECU 30 for activating the pedestrian protection device 21. Therefore, in FIG. 2, the functional configuration portion for activating the occupant protection device 22 is not shown. The same applies to the second and subsequent embodiments described later. Referring to FIG. 2, the protection control ECU 30 has a first collision determination unit 301, a second collision determination unit 302, and an activation signal generation unit 303 as functional configurations realized by the CPU. ..

The first collision determination unit 301 is provided so as to determine the occurrence of a first-class collision based on the output of the collision sensor 33. The "first-class collision" is a collision between the front surface 11 of the vehicle 1, that is, the front bumper 12, and a specific object, and is a collision that requires activation of the pedestrian protection device 21. That is, the first collision determination unit 301 outputs the logical value "0" when the determination condition for the occurrence of the first-class collision is not satisfied, and outputs the logical value "1" when the determination condition is satisfied. ing.

The second collision determination unit 302 is provided so as to determine the occurrence of a second-class collision based on the output of the floor G sensor 31. The "type 2 collision" is a collision between the front surface 11 of the vehicle 1 and an obstacle such as a wall, and is a collision that requires activation of the occupant protection device 22. That is, the second collision determination unit 302 outputs the logical value "0" when the determination condition for the occurrence of the second type collision is not satisfied, and outputs the logical value "1" when the determination condition is satisfied. ing.

The activation signal generation unit 303 is provided so that the first collision determination unit 301 determines the occurrence of a first-class collision and generates an activation signal to activate the pedestrian protection device 21 when a predetermined condition is satisfied. Has been done. The “predetermined condition” means that the second collision determination unit 302 did not determine the occurrence of the second type collision between the time of determination and the elapse of the predetermined delay time. The determination time point is a time point when the first collision determination unit 301 determines the occurrence of a first-class collision.

Specifically, in the present embodiment, the start signal generation unit 303 includes a delay unit 304, a signal holding unit 305, a signal inversion unit 306, and an arithmetic output unit 307.

The delay unit 304 is provided so as to execute the delay process on the output of the first collision determination unit 301. That is, when the first collision determination unit 301 determines the occurrence of the first-class collision and outputs the logic value "1" and receives such an output, the delay unit 304 is logical after the delay time elapses from the determination time. The value "1" is output. The delay unit 304 may be configured by, for example, a well-known digital delay circuit or the like.

The signal holding unit 305 is provided so as to execute a holding process on the output of the second collision determination unit 302. That is, the signal holding unit 305 outputs the logical value "1" when the second collision determination unit 302 determines the occurrence of the second type collision and outputs the logical value "1" and receives such an output. Is to be retained for a predetermined period. The signal holding unit 305 may be configured by, for example, a well-known latch circuit or the like.

The signal inversion unit 306 is provided so as to invert the output of the signal holding unit 305. That is, the signal inversion unit 306 outputs the logical value "1" when the output of the signal holding unit 305 is the logical value "0". Further, the signal inversion unit 306 is adapted to output the logical value "0" when the output of the signal holding unit 305 is the logical value "1". The signal inversion unit 306 may be configured by a well-known NOT gate, that is, an inverter or the like.

The calculation output unit 307 is provided so as to generate an activation signal based on the output of the delay unit 304 and the output of the signal inversion unit 306. Specifically, the arithmetic output unit 307 is a so-called two-input AND gate, and one of the pair of input terminals is connected to the output of the delay unit 304 and the other is connected to the output of the signal inversion unit 306. ing. That is, the arithmetic output unit 307 is configured so that the start signal is generated when both the output of the delay unit 304 and the output of the signal inversion unit 306 are "1", while the start signal is not generated in other cases. Has been done.

(Outline of operation)
Hereinafter, the operation according to the configuration of the present embodiment, that is, the outline of the control method of the pedestrian protection device 21 in the present embodiment will be described together with the effects produced by the same configuration and method.

Based on the output of the collision sensor 33, the first collision determination unit 301 determines whether or not a first-class collision occurs, which is a collision between the specific object and the vehicle 1 and requires activation of the pedestrian protection device 21. Based on the output of the floor G sensor 31, the second collision determination unit 302 causes a second-class collision that requires activation of the occupant protection device 22 due to a collision between an obstacle different from the specific object and the vehicle 1. Determine the presence or absence.

FIG. 3 is a graph comparing the passage of time of the sensor output between the case where the first-class collision occurs and the case where the second-class collision occurs. In FIG. 3, t0 indicates the time when the collision starts, the broken line indicates the output of the floor G sensor 31, and the solid line indicates the output of the collision sensor 33. Further, for convenience of explanation, by using the vertical axis E standardized so that the judgment threshold value of the first-class collision and the judgment threshold value of the second-class collision are both E0, the output of the floor G sensor 31 and the collision sensor are used. The illustration with the output of 33 is shared.

The floor G sensor 31 detects a type 2 collision in which a relatively large impact value is generated, that is, a collision between the vehicle 1 and a wall, another vehicle, or the like. Further, the floor G sensor 31 is arranged behind the collision sensor 33. On the other hand, the collision sensor 33 detects an impact at the time of a collision by a relatively lightweight specific object such as a pedestrian. Therefore, the collision sensor 33 has high sensitivity. Further, the collision sensor 33 is mounted on the front surface 11 of the vehicle body 10, that is, the front bumper 12.

Therefore, when a first-class collision occurs, the output of the collision sensor 33 rises relatively early and reaches the threshold value at time t1. Therefore, at time t1, the occurrence of the first-class collision is determined. The time t1 corresponds to the above-mentioned "determination time point". However, the output of the floor G sensor 31 does not reach the threshold value due to the impact caused by the first-class collision.

When a second-class collision occurs, an impact is applied to the collision sensor 33 as in the case of a first-class collision. Therefore, even when a second-class collision occurs, the output of the collision sensor 33 rises relatively early and reaches the threshold value at time t1. On the other hand, the output of the floor G sensor 31 rises later than the output of the collision sensor 33, and reaches the threshold value at time t2 after time t1.

As described above, the output of the collision sensor 33 rises relatively early and reaches the threshold value at time t1 regardless of whether the first-class collision occurs or the second-class collision occurs. Therefore, it is accurately determined which of the first-class collision and the second-class collision has occurred only by whether or not the output of the collision sensor 33 exceeds the predetermined threshold value corresponding to E0 in FIG. That is difficult. Therefore, in the prior art, for example, by analyzing the output waveform of the collision sensor 33 in detail, it is accurately determined which of the first-class collision and the second-class collision has occurred.

Further, when a second-class collision occurs, it is necessary to prohibit the activation of the pedestrian protection device 21 from the viewpoint of ensuring rigidity in the crushable zone at the front of the vehicle body 10. Therefore, it is ideal that the determination of the occurrence of the second-class collision is established before the determination of the occurrence of the first-class collision. However, as described above, the output of the collision sensor 33 rises earlier than the output of the floor G sensor 31. Therefore, in reality, the determination of the occurrence of the first-class collision is established before the determination of the occurrence of the second-class collision.

In this respect, in the configuration of the present embodiment, in consideration of the above circumstances, a delay unit 304 is provided in the start signal generation unit 303 to delay the occurrence of the effect of the first-class collision occurrence determination by the first collision determination unit 301. .. That is, the activation signal generation unit 303 waits for the generation of the activation signal from the determination time t1 when the first collision determination unit 301 determines the occurrence of the first-class collision until a predetermined delay time elapses. Then, the activation signal generation unit 303 generates an activation signal for activating the pedestrian protection device 21 on condition that the second collision determination unit 302 does not determine the occurrence of the second type collision.

As described above, according to the present embodiment, the first-class collision and the second-class collision are determined by a simple determination as to whether or not the output of the collision sensor 33 exceeds the predetermined threshold value corresponding to E0 in FIG. It is possible to accurately determine which of these has occurred. Further, it is possible to prohibit the activation of the pedestrian protection device 21 when a second-class collision occurs by a simple logic configuration and processing procedure. Therefore, according to such a configuration, it is possible to optimize the operation control of the pedestrian protection device 21 when the pedestrian protection device 21 and the occupant protection device 22 are mounted on the vehicle 1.

(Second Embodiment)
Hereinafter, a second embodiment of the functional configuration of the protection control ECU 30 will be described with reference to FIGS. 1 and 4. In the following description of the second embodiment, only the parts different from the above-mentioned first embodiment will be described. Further, in the first embodiment and the second embodiment, the same or equal parts are designated by the same reference numerals. The same applies to the third embodiment, the fourth embodiment, and the modified examples described later.

Therefore, in the following description of the second embodiment, the description in the first embodiment may be appropriately incorporated with respect to the components having the same reference numerals as those in the first embodiment, unless there is a technical contradiction or a special additional description. The same applies to the third embodiment, the fourth embodiment, and the modified examples described later.

When the relative speed between the vehicle 1 and the collision target is large, it is required to determine which of the first-class collision and the second-class collision has occurred earlier and more accurately. In this regard, when the relative speed between the vehicle 1 and the obstacle increases, the output of the floor G sensor 31 rises earlier. Therefore, in this case, the time t2 in FIG. 3 arrives earlier.

Therefore, in the present embodiment, the delay unit 304 provided in the start signal generation unit 303 includes a delay time setting unit 308. The delay time setting unit 308 is provided so as to set the delay time according to the traveling condition including the traveling state of the vehicle 1. Specifically, in the present embodiment, the delay time setting unit 308 sets the delay time according to the vehicle speed as the traveling state of the vehicle 1 detected by the vehicle speed sensor 35.

According to such a configuration, the delay time can be appropriately set according to the traveling state of the vehicle 1. That is, for example, the delay time is set shorter during high-speed running than during low-speed running. Therefore, according to such a configuration, it is possible to determine which of the first-class collision and the second-class collision has occurred earlier and more accurately.

(Third Embodiment)
Hereinafter, a third embodiment of the functional configuration of the protection control ECU 30 will be described with reference to FIGS. 1 and 5. This embodiment is a partial modification of the above-mentioned second embodiment.

That is, as shown in FIG. 5, the delay unit 304 also includes the delay time setting unit 308 in this embodiment as well. However, in the present embodiment, the delay time setting unit 308 is provided so as to set the delay time according to the relative speed detected by the collision prediction unit 34. Specifically, the delay time setting unit 308 sets the delay time shorter when the relative speed is large than when the relative speed between the vehicle 1 and the collision object is small. That is, the delay time setting unit 308 shortens the delay time when the relative speed between the vehicle 1 and the collision object is large.

Further, the collision prediction unit 34 detects the target, that is, the type of the collision target object immediately before the collision with the vehicle 1. Therefore, when the type of the collision target object is a specific object, the collision between the specific object and the vehicle 1 is certain. Therefore, in this case, it is necessary to reliably operate the pedestrian protection device 21.

On the other hand, when the type of the collision target object is an obstacle such as another vehicle, the collision between the obstacle and the vehicle 1 is certain. Therefore, in this case, it is necessary to surely operate the occupant protection device 22 and surely prohibit the activation of the pedestrian protection device 21.

Therefore, in the present embodiment, the delay time setting unit 308 sets the delay time according to the acquisition result by the collision prediction unit 34, that is, the prediction result. Specifically, for example, the delay time setting unit 308 sets the delay time longer when the type of the collision target object is an obstacle than when the type is a specific object. That is, the delay time setting unit 308 shortens the delay time when the type of the collision object is a specific object.

According to such a configuration, the delay time can be appropriately set according to the traveling condition of the vehicle 1. The "running condition" may include the possibility of a collision between an object around the vehicle 1 and the vehicle 1 in addition to the running state of the vehicle 1. Therefore, according to such a configuration, it is possible to determine which of the first-class collision and the second-class collision has occurred earlier and more accurately.

By the way, there may be a case where the occurrence of the first-class collision between the specific object and the vehicle 1 is certain. In this case, it is not necessary to prohibit the activation of the pedestrian protection device 21 based on the determination result by the second collision determination unit 302. That is, when determining the activation of the pedestrian protection device 21, it is not necessary to wait for the determination result to be determined by the second collision determination unit 302.

Therefore, the start signal generation unit 303 may be configured to invalidate the determination of the second collision determination unit 302 when the collision prediction unit 34 predicts the occurrence of the first-class collision. Specifically, as shown in FIG. 5, the start signal generation unit 303 may further include a prohibition release unit 309.

The prohibition release unit 309 is a two-input OR gate, and is provided between the signal inversion unit 306 and the calculation output unit 307. The acquisition result by the collision prediction unit 34 is input to one of the pair of input terminals in the prohibition release unit 309. The output of the signal inversion unit 306 is input to the other of the pair of input terminals in the prohibition release unit 309. That is, when the collision prediction unit 34 predicts the occurrence of a first-class collision and a logical value "1" is input to one of the pair of input terminals, the prohibition release unit 309 is involved in the other input. Instead, the logical value "1" is output.

Similar to each of the above embodiments, one of the pair of input terminals in the calculation output unit 307 is configured to input the output of the delay unit 304. On the other hand, in the present embodiment, the output of the prohibition release unit 309 is input to the other of the pair of input terminals in the calculation output unit 307. That is, in the present embodiment, the calculation output unit 307 generates an activation signal when both the output of the delay unit 304 and the output of the prohibition release unit 309 are "1", while the activation signal is otherwise. Is not generated.

In such a configuration, when the collision prediction unit 34 predicts the occurrence of a first-class collision, the logical value "1" is input to one of the pair of input terminals in the prohibition release unit 309. In this case, the prohibition release unit 309 outputs the logical value "1" regardless of the output of the signal inversion unit 306, that is, the determination result by the second collision determination unit 302. Therefore, when the collision prediction unit 34 predicts the occurrence of a first-class collision, the calculation output unit 307 accompanies the output of the logical value "1" by the delay unit 304 regardless of the determination result by the second collision determination unit 302. And output the start signal.

According to such a configuration, when the collision prediction unit 34 predicts the occurrence of a first-class collision between the specific object and the vehicle 1, the determination of the second collision determination unit 302 is invalidated. That is, the prohibition of activation of the pedestrian protection device 21 by the determination of the second collision determination unit 302 is released. Therefore, it is possible to operate the pedestrian protection device 21 even more quickly and reliably when a collision with the specific object actually occurs in a traveling situation where the collision risk between the vehicle 1 and the specific object is high. ..

(Fourth Embodiment)
Hereinafter, a fourth embodiment of the functional configuration of the protection control ECU 30 will be described with reference to FIGS. 1 and 6 to 8. This embodiment is a partial modification of the above-mentioned first embodiment.

That is, as shown in FIG. 6, in the present embodiment, the second collision determination unit 302 is provided so as to determine the occurrence of the second type collision based on the output of the collision sensor 33. .. Specifically, the second collision determination unit 302 determines the occurrence of a second-class collision when the output of the collision sensor 33 has reached a predetermined value for a predetermined time. More specifically, the second collision determination unit 302 determines the occurrence of a second-class collision when the integrated value of the output of the collision sensor 33 exceeds the threshold value.

FIG. 7 is a graph comparing the time lapse of the output of the collision sensor 33 between the case where the first-class collision occurs and the case where the second-class collision occurs. In FIG. 7, the vertical axis P indicates the pressure value corresponding to the output of the collision sensor 33, the solid line indicates the case of the first-class collision, and the broken line indicates the case of the second-class collision.

FIG. 8 is a graph comparing the time lapse of the integrated value of the output of the collision sensor 33 between the case where the first-class collision occurs and the case where the second-class collision occurs. In FIG. 8, the vertical axis SP shows the integrated value of the pressure value corresponding to the output of the collision sensor 33, the solid line shows the case of the first-class collision, and the broken line shows the case of the second-class collision. For reference, the time t2 shown in FIG. 3 is also shown in FIGS. 7 and 8.

As described above, even when a type 2 collision occurs, an impact is applied to the collision sensor 33 in the same manner as when a type 1 collision occurs. Therefore, even when a second-class collision occurs, the output of the collision sensor 33 rises relatively early and reaches the threshold value Pth at time t1. Therefore, regarding whether or not the output of the collision sensor 33 has reached the threshold value Pth, there is no difference between the case where the first-class collision occurs and the case where the second-class collision occurs.

Further, as described above, the collision sensor 33 has high sensitivity because it detects an impact at the time of a collision by a relatively lightweight specific object such as a pedestrian. Therefore, even when a type 2 collision occurs, the output of the collision sensor 33 reaches the peak value Pmax after reaching the threshold value Pth, as in the case where the type 1 collision occurs. The peak value Pmax corresponds to the maximum value in the dynamic range of the output of the collision sensor 33. Therefore, there is no difference in whether or not the output of the collision sensor 33 reaches the peak value Pmax between the case where the first-class collision occurs and the case where the second-class collision occurs.

However, when a type 2 collision occurs, the time during which the output of the collision sensor 33 reaches the peak value Pmax continues for a longer time than when the type 1 collision occurs. Specifically, when a first-class collision occurs, the output of the collision sensor 33 decreases immediately after reaching the peak value Pmax. Therefore, the state where the peak value Pmax is reached is almost instantaneous. On the other hand, when a second-class collision occurs, the output of the collision sensor 33 continues to reach the peak value Pmax for a predetermined time. Therefore, as shown in FIG. 8, when the type 2 collision occurs, the integrated value SP exceeds the predetermined value SPth near the time t2. On the other hand, when a first-class collision occurs, the integrated value SP becomes less than the predetermined value SPth. As described above, regarding the integrated value SP, there is a difference between the case where the first-class collision occurs and the case where the second-class collision occurs.

Therefore, in the present embodiment, the second collision determination unit 302 has an integral value calculation unit 321 and a determination output unit 322. The integral value calculation unit 321 is provided so as to calculate the integral value of the output of the collision sensor 33. Specifically, the integration value calculation unit 321 calculates the interval integration value in a predetermined time interval. The predetermined time interval is, for example, a time interval from the time when the output of the collision sensor 33 reaches the threshold value Pth to the time when the output of the collision sensor 33 starts to decrease from the peak value Pmax. The determination output unit 322 is provided so as to determine whether or not the integrated value exceeds the threshold value SPth and output the determination result to the signal holding unit 305.

According to such a configuration, it is not necessary to use the output of the floor G sensor 31 for determining whether or not the occupant protection device 22 is activated in the logic configuration for determining whether or not the pedestrian protection device 21 is activated. That is, it is possible to distinguish between the logic configuration for determining whether or not the pedestrian protection device 21 is activated and the logic configuration for determining whether or not the occupant protection device 22 is activated. Therefore, the complexity of the logic configuration in the protection control device 23 can be satisfactorily avoided.

(Fifth Embodiment)
For example, an attempt may be made to improve the structure or function of the protection system 20 by acquiring and analyzing a large amount of information on the actual accident occurrence situation of the vehicle 1. In particular, for example, the vehicle 1 may collide with a specific object such as a pedestrian after colliding with an obstacle such as a utility pole. A collision of this aspect is referred to as a "composite collision". Information on the occurrence of such compound collisions is extremely useful for improving the structure or function of the protection system 20. Further, the information on the collision occurrence situation when the activation of the pedestrian protection device 21 is prohibited by the determination of the second collision determination unit 302 is also extremely useful for improving the structure or function of the protection system 20.

In view of the above circumstances and the like, the protection control ECU 30 is adapted to execute the information holding operation in a predetermined case. The "predetermined case" is a case where the activation of the pedestrian protection device 21 is prohibited by the determination of the second collision determination unit 302, or a case where both the pedestrian protection device 21 and the occupant protection device 22 are activated. ..

The information holding operation is an operation of holding driving environment information before and after the collision. The traveling environment information is information corresponding to the traveling environment of the vehicle 1. The "traveling environment" includes at least the traveling state of the vehicle 1, that is, the vehicle speed, the steering angle, and the like. The steering angle and the like can be acquired by the protection control ECU 30 via the in-vehicle communication line. Further, the "traveling environment" includes the environment around the vehicle 1, specifically, the existence state of the target in the surroundings of the vehicle 1. The information corresponding to the environment around the vehicle 1 is, for example, image information around the vehicle 1 acquired by the collision prediction unit 34.

Specifically, the protection control ECU 30 holds running state information such as vehicle speed and image information around the vehicle 1 before and after the collision in the above-mentioned predetermined cases. That is, the protection control ECU 30 acquires the traveling environment information such as the vehicle speed and the image information before the collision occurs in order to control the activation of the pedestrian protection device 21. The acquired driving environment information is stored in a non-volatile RAM in a predetermined amount from the latest in chronological order in order to acquire the type of the target existing in front of the vehicle 1 and the possibility of collision with the target of the vehicle 1. Will be done. Therefore, in the above-mentioned predetermined case, the protection control ECU 30 holds the traveling environment information for a predetermined time from before the collision occurrence to after the collision occurrence in the non-volatile RAM.

FIG. 9 is a flowchart illustrating the above operation. In FIG. 9, "step" is abbreviated as "S".

When the ignition switch of the vehicle 1 is turned on, the CPU of the protection control ECU 30 repeatedly starts the routine shown in FIG. 9 at predetermined intervals. When such a routine is activated, first, in step 901, the CPU determines whether or not the vehicle 1 has collided with any object. Specifically, for example, the CPU determines whether or not the output of the floor G sensor 31 exceeds a predetermined value. The "predetermined value" in this case is, for example, a value slightly smaller than the collision determination threshold value E0 in FIG.

When the vehicle 1 does not collide with any object (that is, step 901 = NO), the CPU skips all the processes after step 902 and temporarily ends this routine. Therefore, the description of this routine will be continued below assuming that the vehicle 1 has collided with some object (that is, step 901 = YES).

If the determination in step 901 is "YES", the CPU advances the process to step 902. In step 902, the CPU determines whether or not the activation of the pedestrian protection device 21 is prohibited by the determination of the second collision determination unit 302. Specifically, in the above-mentioned first embodiment or the like, when the second collision determination unit 302 determines the occurrence of the second type collision, the activation of the pedestrian protection device 21 is prohibited. In this case, the determination in step 902 is "YES".

If the determination in step 902 is "YES", the CPU proceeds to step 903 and then ends this routine. In step 903, the CPU executes the information holding operation. That is, the CPU holds the running environment information for a predetermined time from before the collision occurrence to after the collision occurrence in the non-volatile RAM of the protection control ECU 30.

If the determination in step 902 is "NO", the CPU advances the process to step 904. In step 904, the CPU determines whether or not the pedestrian protection device 21 has been activated in this collision.

If the pedestrian protection device 21 is not activated in this collision (that is, step 904 = NO), the CPU skips the process of step 905 and ends this routine. On the other hand, when the pedestrian protection device 21 is activated in this collision (that is, step 904 = YES), the CPU advances the process to step 905.

In step 905, the CPU determines whether or not the occupant protection device 22 has been activated in this collision. If the occupant protection device 22 is not activated in this collision (that is, step 905 = NO), the CPU ends this routine. On the other hand, when the occupant protection device 22 is activated in this collision (that is, step 905 = YES), the CPU proceeds to step 903 and then ends this routine.

(Sixth Embodiment)
Hereinafter, the sixth embodiment of the functional configuration of the protection control ECU 30 will be described with reference to FIGS. 1 and 10. As shown in FIG. 10, in this embodiment as well, the delay unit 304 includes a delay time setting unit 308. The delay time setting unit 308 sets the delay time according to the relative speed detected by the collision prediction unit 34. Further, the delay time setting unit 308 sets the delay time according to the acquisition result by the collision prediction unit 34, that is, the prediction result.

This embodiment is a partial modification of the above-mentioned third embodiment. The usage mode of the type determination result of the collision object by the collision prediction unit 34 is different between the present embodiment and the third embodiment described above. That is, the relationship between the collision target type determination result by the collision prediction unit 34 and the determination output of the second collision determination unit 302 is different between the present embodiment and the third embodiment.

In the third embodiment, as shown in FIG. 5, the start signal generation unit 303 invalidates the determination of the second collision determination unit 302 when the collision prediction unit 34 predicts the occurrence of a first-class collision. The prohibition release unit 309 is provided so as to be used. The acquisition result by the collision prediction unit 34 is input to one of the pair of input terminals in the prohibition release unit 309, which is a two-input OR gate. The output of the signal inversion unit 306 is input to the other of the pair of input terminals in the prohibition release unit 309.

On the other hand, in the present embodiment, the activation signal generation unit 303 has a prohibition setting unit 323 as shown in FIG. 10 instead of the prohibition release unit 309 shown in FIG. The prohibition setting unit 323 is a two-input OR gate, and is provided between the second collision determination unit 302 and the signal holding unit 305. The output terminal in the prohibition setting unit 323 outputs a signal to the signal holding unit 305.

The acquisition result by the collision prediction unit 34 is input to one of the pair of input terminals in the prohibition setting unit 323. The output of the second collision determination unit 302 is input to the other of the pair of input terminals in the prohibition setting unit 323. That is, when the collision prediction unit 34 predicts the occurrence of a second-class collision and a logical value "1" is input to one of the pair of input terminals, the prohibition setting unit 323 is involved in the other input. Instead, the logical value "1" is output to the signal holding unit 305.

In such a configuration, when the collision prediction unit 34 predicts the occurrence of a second-class collision such as a front collision, the activation of the pedestrian protection device 21 is prohibited. That is, the start signal generation unit 303 invalidates the determination of the first collision determination unit 301 when the collision prediction unit 34 predicts the occurrence of the second type collision. As a result, when a second-class collision occurs, the effect of ensuring rigidity in the crushable zone at the front of the vehicle body 10 can be satisfactorily achieved.

(Seventh Embodiment)
Hereinafter, the sixth embodiment of the functional configuration of the protection control ECU 30 will be described mainly with reference to FIG. This embodiment embodies or transforms the functional configuration of the second collision determination unit 302 in each of the above embodiments. Therefore, the functional configuration of the second collision determination unit 302 in this embodiment can be satisfactorily applied to other embodiments shown in FIG. 2 and the like as long as there is no technical contradiction.

In the first to third embodiments described above, the determination of the occurrence of the second type collision by the second collision determination unit 302 is performed based on the output of the floor G sensor 31. As will be described later, the determination of the occurrence of the second type collision by the second collision determination unit 302 can also be performed using the output of the satellite G sensor 32. The output of the floor G sensor 31 and the satellite G sensor 32 is less likely to rise as the vehicle speed decreases. Therefore, the determination of the occurrence of the second-class collision based on the output of the floor G sensor 31 and / or the satellite G sensor 32 is delayed as the vehicle speed becomes lower.

On the other hand, as described in another embodiment corresponding to FIG. 2 and the like, the activation signal generation unit 303 waits for the determination result of the determination result by the second collision determination unit 302 when the activation determination of the pedestrian protection device 21 is performed. Therefore, when the vehicle speed is in the low speed range, the delay in determining the occurrence of a second-class collision based on the output of the floor G sensor 31 and / or the satellite G sensor 32 can be a problem.

In this respect, the collision sensor 33 is provided on the front bumper 12. Therefore, regardless of the type of collision, such as a first-class collision such as an interpersonal collision or a second-class collision such as a frontal collision, the output of the collision sensor 33 rises early even when the vehicle speed is in the low speed range. On the other hand, in the low speed region, there is a large difference in the output of the collision sensor 33 between the case of the first-class collision and the case of the second-class collision.

Therefore, in the present embodiment, the second collision determination unit 302 is configured to determine the occurrence of the second type collision when the vehicle speed is in the low speed range with a determination logic different from that in the high speed range. There is. Specifically, the second collision determination unit 302 includes a high-speed determination unit 324, a low-speed determination unit 325, a first integration unit 326, a second integration unit 327, and a determination result output unit 328. ing.

The high-speed determination unit 324 is provided so as to determine the occurrence of a second-class collision based on the acceleration acting on the vehicle 1, that is, the output of the floor G sensor 31 when the vehicle speed is in the high-speed range. On the other hand, the low-speed determination unit 325 is provided so as to determine the occurrence of a second-class collision based on the output of the collision sensor 33 when the vehicle speed is in the low-speed range. In order to prevent control hunting, the high-speed range and the low-speed range are set so that the upper limit range of the low-speed range and the lower limit range of the high-speed range overlap each other.

In the present embodiment, as in the fourth embodiment described above, the high-speed determination unit 324 indicates that the state in which the output of the collision sensor 33 has reached a predetermined value continues for a predetermined time to cause a second-class collision. It is a judgment condition. That is, in the present embodiment, the high-speed determination unit 324 sets the following conditions H1, H2, and H3 as the determination conditions for the occurrence of the second type collision.
Condition H1: The vehicle speed is in the predetermined high speed range.
Condition H2: The output of the floor G sensor 31 and / or its integral value has reached a predetermined threshold value.
Condition H3: The state in which the output of the collision sensor 33 has reached a predetermined value has continued for a predetermined time.

In the present embodiment, the low-speed determination unit 325 uses that the state in which the output of the collision sensor 33 has reached a predetermined value continues for a predetermined time as a condition for determining the occurrence of a second-class collision. That is, in the present embodiment, the low-speed determination unit 325 sets the following conditions L1, L2, and L3 as the determination conditions for the occurrence of the second-class collision.
Condition L1: The vehicle speed is in a predetermined low speed range.
Condition L2: The output of the collision sensor 33 and / or its integral value has reached a predetermined threshold value.
Condition L3: The state in which the output of the collision sensor 33 has reached a predetermined value has continued for a predetermined time.

Therefore, the high-speed determination unit 324 and the low-speed determination unit 325 are provided so as to input the outputs of the floor G sensor 31, the collision sensor 33, and the vehicle speed sensor 35, respectively. Further, the high-speed determination unit 324 and the low-speed determination unit 325 are provided in parallel. The output of the high-speed determination unit 324 and the output of the low-speed determination unit 325 are input to different input terminals in the first integrated unit 326, which is a two-input OR gate, respectively. That is, the output of the high-speed determination unit 324 is input to one of the pair of input terminals in the first integrated unit 326. Further, the output of the low speed determination unit 325 is input to the other of the pair of input terminals in the first integrated unit 326.

The second integrated unit 327 is a two-input OR gate, and is provided between the first integrated unit 326 and the determination result output unit 328. The output of the first integrated unit 326 is input to one of the pair of input terminals in the second integrated unit 327. Further, the other of the pair of input terminals in the second integrated unit 327 is adapted to input the operating state of the occupant protection device 22. That is, in the present embodiment, the second collision determination unit 302 determines the occurrence of a second-class collision when the occupant protection device 22 is activated, regardless of the output of the first integration unit 326.

The determination result output unit 328 is provided so as to generate the output of the second collision determination unit 302 based on the output of the second integration unit 327. Specifically, the determination result output unit 328 is a two-input AND gate and has a pair of input terminals. The output of the second integrated unit 327 is input to one of the pair of input terminals in the determination result output unit 328. The other of the pair of input terminals in the determination result output unit 328 is adapted to input the diagnosis result of the occupant protection device 22. That is, in the present embodiment, the second collision determination unit 302 sets that the occupant protection device 22 is normal as a condition for determining the occurrence of the second type collision.

In such a configuration, the second collision determination unit 302 determines the occurrence of the second type collision when the vehicle speed is in the low speed region with a determination logic different from that in the case where the vehicle speed is in the high speed region. Specifically, when the vehicle speed is in the high speed range, the second collision determination unit 302 determines the occurrence of the second type collision by using the high speed determination unit 324. On the other hand, when the vehicle speed is in the low speed range, the second collision determination unit 302 determines the occurrence of the second type collision by using the low speed determination unit 325.

When the vehicle speed is in the high speed range, the second collision determination unit 302 determines the occurrence of the second type collision by using the output of the floor G sensor 31. Further, the second collision determination unit 302 considers the output state of the collision sensor 33 when determining the occurrence of the second type collision. That is, the high-speed determination unit 324 outputs the logical value "1" when the above conditions H1, H2, and H3 are satisfied.

On the other hand, when the vehicle speed is in the low speed range, the second collision determination unit 302 uses the output of the collision sensor 33 instead of the output of the floor G sensor 31 to determine the occurrence of a second-class collision. As described above, the output of the collision sensor 33 rises early regardless of the collision type. Further, in the low speed region, there is a large difference in the output of the collision sensor 33 between the case of a first-class collision such as an interpersonal collision and the case of a second-class collision such as a frontal collision. Therefore, the low speed determination unit 325 outputs the logical value "1" when the above conditions L1, L2, and L3 are satisfied.

When one of the high-speed determination unit 324 and the low-speed determination unit 325 outputs the logical value "1", the determination result output unit 328 shall output the logical value "1" unless an abnormality has occurred in the occupant protection device 22. 1 ”is output. That is, the second collision determination unit 302 determines the occurrence of the second type collision.

Further, when the occupant protection device 22 is activated, unless an abnormality has occurred in the occupant protection device 22, the determination result output unit 328 is logical regardless of the outputs of the high speed determination unit 324 and the low speed determination unit 325. The value "1" is output. That is, the second collision determination unit 302 determines the occurrence of the second type collision.

In the configuration of the present embodiment, the occurrence of the type 2 collision is determined at an early stage even in the low speed region. Therefore, according to the present embodiment, it is possible to further optimize the operation control of the pedestrian protection device 21 regardless of the vehicle speed range.

(Modification example)
The present invention is not limited to the above embodiment. Therefore, the above embodiment can be changed as appropriate. A typical modification will be described below. In the following description of the modified example, the differences from the above-described embodiment will be mainly described.

The present invention is not limited to the specific device configuration shown in the above embodiment. Specifically, for example, the configurations of the pedestrian protection device 21 and the occupant protection device 22 are not limited to the specific examples shown in FIG. That is, for example, as the pedestrian protection device 21, only one of the hood pop-up device 24 and the pedestrian airbag device 25 may be provided.

The protection control ECU 30 may be configured as a so-called ASIC. ASIC is an abbreviation for Application Specific Integrated Circuit.

The number and arrangement of satellite G sensors 32 are not limited to the specific examples shown in FIG.

The configuration of the collision sensor 33 is not limited to the above specific example. That is, for example, the collision sensor 33 may be an optical fiber type sensor or a piezoelectric film type sensor instead of the pressure chamber type sensor. The piezoelectric film type sensor is formed by a piezoelectric polymer film element, and is configured to generate an output (for example, a voltage) corresponding to the applied stress. Since the specific configuration and arrangement of the piezoelectric film type collision sensor 33 is already known or well known at the time of filing the application of the present application, further description thereof will be omitted.

The configuration of the collision prediction unit 34 is not limited to the above specific example. That is, the collision prediction unit 34 may be configured to include one or more or one or more well-known sensors selected from a camera sensor, a laser radar sensor, a millimeter wave radar sensor, an ultrasonic sensor, and the like.

It is possible that the collision prediction unit 34 has only a camera sensor. In this case, the front bumper 12 may be provided with a distance measuring sensor. A distance measuring sensor is a well-known sensor selected from a laser radar sensor, a millimeter wave radar sensor, an ultrasonic sensor, and the like, and is configured to generate an output corresponding to a distance from a target. ..

The vehicle 1 is usually equipped with sensors other than the vehicle speed sensor 35, such as an outside air temperature sensor, a raindrop sensor, and a yaw rate sensor. Therefore, the protection control device 23 may be configured to control the operation of the pedestrian protection device 21 and the like by using the outputs of these other sensors.

The present invention is not limited to the specific functional configuration, operation example, and processing mode shown in the above embodiment. For example, in FIG. 2, the first collision determination unit 301 may determine the occurrence of a first-class collision based on the output of the collision sensor 33 and the acquisition result by the collision prediction unit 34. The same applies to FIGS. 4 to 6.

The acquisition result by the collision prediction unit 34 may include, for example, the type of collision object predicted to collide with the front surface 11 of the vehicle 1 and the possibility of collision. The collision possibility may include, for example, information on whether or not the collision margin time TTC is less than a predetermined value. TTC is an abbreviation for Time To Collision. Collision margin time The collision margin distance may be used in place of or in combination with the TTC. The collision margin time TTC and the collision margin distance are included in the above-mentioned various parameters acquired by the collision prediction unit 34.

In FIG. 2, the second collision determination unit 302 may determine the occurrence of a second-class collision in place of or in combination with the output of the floor G sensor 31 based on the output of the satellite G sensor 32. The same applies to FIGS. 4 to 6, 10 and 11. Alternatively, the second collision determination unit 302 may determine the occurrence of a second-class collision based on the output of a sensor different from the floor G sensor 31, the satellite G sensor 32, and the collision sensor 33.

In FIG. 2, the acquisition result by the collision prediction unit 34 may be used for the determination of the occurrence of the second type collision in the second collision determination unit 302. Specifically, for example, the second collision determination unit 302 may determine the occurrence of a second-class collision based on whether or not the collision margin time TTC is less than a predetermined value. The same applies to FIGS. 4 to 6, 10 and 11.

In FIG. 5, the result of the collision prediction unit 34 predicting the occurrence of the first-class collision was input to both the delay time setting unit 308 and the prohibition release unit 309, but may be input to only one of them. That is, in FIG. 5, either one of the delay time setting unit 308 and the prohibition release unit 309 may be omitted.

In FIG. 5, the prohibition release unit 309 may be an AND gate. In such a configuration, if the collision prediction unit 34 does not predict the occurrence of a first-class collision, the activation of the pedestrian protection device 21 is prohibited. As a result, the occurrence of problems such as malfunction while traveling on a rough road can be satisfactorily suppressed.

In FIG. 6, the integral value calculation unit 321 may be omitted. In this case, the second collision determination unit 302 determines the occurrence of a second-class collision when the output of the collision sensor 33 has reached a predetermined value, that is, the peak value Pmax, continues for a predetermined time. "Continuation for a predetermined time" can be determined using a timer or a counter.

In step 901 in FIG. 9, the CPU may determine whether or not the collision margin time TTC is less than a predetermined value.

In FIG. 9, step 901 may be omitted.

In step 903 of FIG. 9, the CPU may transmit the traveling environment information to an external device provided outside the vehicle 1, for example, an external server wirelessly connected to the vehicle 1.

With reference to FIG. 11, the condition H3 in the determination condition of the high-speed determination unit 324 may be omitted. That is, the second collision determination unit 302 may be configured to switch the sensor used for determining the occurrence of the second type collision according to the speed range. Specifically, the second collision determination unit 302 uses the output of the floor G sensor 31 and / or the satellite G sensor 32 in the high speed range, while using the output of the collision sensor 33 in the low speed range. May be good.

One of the conditions L2 and L3 in the determination condition of the low speed determination unit 325 may be omitted.

The second integration unit 327 and / or the determination result output unit 328 may be omitted. That is, for example, the output of the first integration unit 326 may be the output of the second collision determination unit 302. Alternatively, for example, the output of the second integration unit 327 may be the output of the second collision determination unit 302. Alternatively, for example, the AND condition between the output of the first integrated unit 326 and the diagnosis result of the occupant protection device 22 may be the output of the second collision determination unit 302.

The acquisition of image information around the vehicle 1 is not limited to the mode by the collision prediction unit 34. That is, other cameras that can be mounted on the vehicle body 10, such as a front view camera, a side view camera, and a rear view camera, can also be used.

At the time of filing the application of the present application, a large number of well-known methods for determining the presence or absence of a first-class collision by the first collision determination unit 301, that is, a method for determining the presence or absence of a collision that requires activation of the pedestrian protection device 21 There is a known technique. See, for example, U.S. Pat. Nos. 7,541,917, 7,721,838, 8,935,087, and the like. Therefore, these well-known or known techniques can be appropriately used for the configuration and method for determining the presence or absence of a first-class collision by the first collision determination unit 301. The same applies to the judgment conditions for the occurrence of a first-class collision.

At the time of filing the application of the present application, a large number of well-known or publicly known methods for determining the presence or absence of a type 2 collision by the second collision determination unit 302, that is, a method for determining the presence or absence of a collision that requires activation of the occupant protection device 22 Technology exists. For example, U.S. Pat. Nos. 6,167,335, 7,092,806, 7,286,920, 7,930,080, U.S. Patent Application Publication 2003 / 0114972, etc. Therefore, these well-known or known techniques can be appropriately used for the configuration and method for determining the presence or absence of the second-class collision by the second collision determination unit 302. The same applies to the conditions for determining the occurrence of a Type 2 collision.

In FIG. 4 and the like, the delay time setting unit 308 may be provided outside the delay unit 304.

The parts of each element made up of digital circuits can be replaced by analog circuits.

The expression "acquisition" can be replaced with other terms such as "estimation", "detection", "detection", "calculation", "generation", "reception", depending on the content, that is, within a technically consistent range. ..

The inequality sign in each determination process may have an equal sign or no equal sign. That is, "above the threshold" and "exceed the threshold" can be replaced with each other. Similarly, "below the threshold" and "below the threshold" can be replaced with each other.

It goes without saying that the elements constituting the above-described embodiment are not necessarily essential except when it is clearly stated that they are essential and when they are clearly considered to be essential in principle. In addition, when numerical values such as the number, numerical value, quantity, and range of components are mentioned, unless it is clearly stated that they are indispensable, or when the number is clearly limited to a specific number in principle, the specification is specified. The present invention is not limited to the number of. Similarly, except when the shape, direction, positional relationship, etc. of the constituent elements are mentioned, when it is clearly stated that it is particularly essential, or when it is limited to a specific shape, direction, positional relationship, etc. in principle. The present invention is not limited to the shape, direction, positional relationship, and the like.

Modifications are also not limited to the above examples. For example, multiple embodiments can be combined with each other. Also, a plurality of variants can be combined with each other. Further, all or part of the above embodiments and all or part of the modifications may be combined with each other.

1 Vehicle 10 Body 21 Pedestrian protection device 22 Crew protection device 23 Protection control device 33 Collision sensor 34 Collision prediction unit 301 First collision detection unit 302 Second collision detection unit 303 Start signal generation unit

Claims (14)

A pedestrian provided to protect the pedestrian or the protected object, which is the occupant, from the impact of the collision with the vehicle body (10) when a specific object including a pedestrian and a two-wheeled vehicle with a occupant collides with the vehicle (1). A protection control device (23) configured to control the operation of the protection device (21).
A first collision determination unit (301) provided to determine the occurrence of a first-class collision that requires activation of the pedestrian protection device due to a collision between the specific object and the vehicle.
A second collision determination unit (302) provided to determine the occurrence of a second-class collision that requires activation of the occupant protection device (22) due to a collision between an obstacle different from the specific object and the vehicle. )When,
The second collision determination unit did not determine the occurrence of the second type collision between the time when the first collision determination unit determined the occurrence of the first type collision and the time when the predetermined delay time elapsed. On condition that, the activation signal generation unit (303) provided to generate the activation signal for activating the pedestrian protection device, and
Equipped with a,
The second collision determination unit is configured to determine the occurrence of the second type collision when the traveling speed of the vehicle is in the low speed region with a determination logic different from that in the high speed region.
Protection controller. The start signal generation unit includes a delay time setting unit (308) provided so as to set the delay time according to a traveling condition including a traveling state of the vehicle.
The protection control device according to claim 1. The delay time setting unit is provided so as to set the delay time according to the traveling speed of the vehicle or the relative speed between the vehicle and the collision object.
The protection control device according to claim 2. The delay time setting unit determines the delay time according to the acquisition result by the collision prediction unit (34) that acquires the type of the target existing in front of the vehicle and the possibility of collision with the target of the vehicle. Provided to set,
The protection control device according to claim 2 or 3. In the activation signal generation unit, the collision prediction unit (34), which acquires the type of the target existing in front of the vehicle and the possibility of collision with the target of the vehicle, predicts the occurrence of the first-class collision. In that case, it is configured to invalidate the determination of the second collision determination unit.
The protection control device according to any one of claims 1 to 4. The first collision determination unit is provided on a front bumper (12) forming a part of the vehicle body, and a collision that generates an output corresponding to an impact applied to the front bumper due to a collision between an object and the vehicle. It is provided so as to determine the occurrence of the first-class collision based on the output of the sensor (33).
The second collision detection unit
A high-speed determination unit (324) provided so as to determine the occurrence of the second-class collision based on the acceleration acting on the vehicle when the traveling speed is in the high-speed range.
A low-speed determination unit (325) provided so as to determine the occurrence of the second-class collision based on the output of the collision sensor when the traveling speed is in the low-speed range.
Have,
The protection control device according to any one of claims 1 to 5. Information corresponding to the driving environment including the traveling state of the vehicle before and after the collision when the activation of the pedestrian protection device is prohibited, or when both the pedestrian protection device and the occupant protection device are activated. The information holding operation unit (30) provided to execute the information holding operation for holding the above is further provided.
The protection control device according to any one of claims 1 to 6. A pedestrian provided to protect the pedestrian or the protected object, which is the occupant, from the impact of the collision with the vehicle body (10) when a specific object including a pedestrian and a two-wheeled vehicle with a occupant collides with the vehicle (1). A method of controlling the operation of the protection device (21).
It is determined whether or not a first-class collision that requires activation of the pedestrian protection device has occurred due to a collision between the specific object and the vehicle.
It is determined whether or not a second-class collision, which is a collision between an obstacle different from the specific object and the vehicle and requires activation of the occupant protection device (22), has occurred.
Activation to activate the pedestrian protection device on condition that the occurrence of the second-class collision is not determined between the time when the occurrence of the first-class collision is determined and the predetermined delay time elapses. It occurred a signal,
When the traveling speed of the vehicle is in the low speed range, the occurrence of the second type collision is determined by a determination logic different from that in the high speed range.
How to control a pedestrian protection device. The delay time is set according to the traveling condition including the traveling condition of the vehicle.
The method for controlling a pedestrian protection device according to claim 8. The delay time is set according to the traveling speed of the vehicle or the relative speed between the vehicle and the collision object.
The method for controlling a pedestrian protection device according to claim 9. The delay time is set according to the acquisition result by the collision prediction unit (34) that acquires the type of the target existing in front of the vehicle and the possibility of collision with the target of the vehicle.
The method for controlling a pedestrian protection device according to claim 9 or 10. When the collision prediction unit (34) that acquires the type of the target existing in front of the vehicle and the possibility of collision with the target of the vehicle predicts the occurrence of the first-class collision, the second Disable seed collision determination,
The method for controlling a pedestrian protection device according to any one of claims 8 to 11. To the output of the collision sensor (33), which is provided on the front bumper (12) forming a part of the vehicle body and generates an output according to the impact applied to the front bumper due to the collision between the object and the vehicle. Based on this, the occurrence of the first-class collision is determined, and
When the traveling speed is in the high speed range, the occurrence of the second type collision is determined based on the acceleration acting on the vehicle.
When the traveling speed is in the low speed range, the occurrence of the second type collision is determined based on the output of the collision sensor.
The method for controlling a pedestrian protection device according to any one of claims 8 to 12. Information corresponding to the driving environment including the traveling state of the vehicle before and after the collision when the activation of the pedestrian protection device is prohibited, or when both the pedestrian protection device and the occupant protection device are activated. Performs an information retention operation that retains
The method for controlling a pedestrian protection device according to any one of claims 8 to 13.

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