DE102005012357B4 - Pedestrian protection device - Google Patents

Pedestrian protection device Download PDF

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Publication number
DE102005012357B4
DE102005012357B4 DE102005012357.0A DE102005012357A DE102005012357B4 DE 102005012357 B4 DE102005012357 B4 DE 102005012357B4 DE 102005012357 A DE102005012357 A DE 102005012357A DE 102005012357 B4 DE102005012357 B4 DE 102005012357B4
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DE
Germany
Prior art keywords
vehicle
pedestrian
shock absorber
electronic control
control unit
Prior art date
Legal status (The legal status 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 status listed.)
Expired - Fee Related
Application number
DE102005012357.0A
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German (de)
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DE102005012357A1 (en
Inventor
Koji Ohtaka
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Denso Corp
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Denso Corp
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Filing date
Publication date
Priority to JP2004-78954 priority Critical
Priority to JP2004078954A priority patent/JP4200440B2/en
Application filed by Denso Corp filed Critical Denso Corp
Publication of DE102005012357A1 publication Critical patent/DE102005012357A1/en
Application granted granted Critical
Publication of DE102005012357B4 publication Critical patent/DE102005012357B4/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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    • 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
    • B60R21/0136Electrical 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 responsive to actual contact with an obstacle, e.g. to vehicle deformation, bumper displacement or bumper velocity relative to the vehicle
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0164Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during accelerating or braking
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/22Braking, stopping
    • B60G2800/222Braking, stopping during collision
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90System Controller type
    • B60G2800/91Suspension Control
    • B60G2800/914Height Control System
    • 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
    • B60R21/34Protecting non-occupants of a vehicle, e.g. pedestrians
    • B60R21/36Protecting non-occupants of a vehicle, e.g. pedestrians using airbags
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2422/00Indexing codes relating to the special location or mounting of sensors
    • B60W2422/90Indexing codes relating to the special location or mounting of sensors on bumper, e.g. collision sensor
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00Output or target parameters relating to a particular sub-units
    • B60W2710/22Suspension systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/085Taking automatic action to adjust vehicle attitude in preparation for collision, e.g. braking for nose dropping

Abstract

A pedestrian protection apparatus for a vehicle (100), the pedestrian protection apparatus comprising: a collision sensor (1) mounted on a front portion of the vehicle (100) for detecting a collision and generating a detection signal; and an electronic control unit (2) for detecting, in accordance with the detection signal, whether the vehicle (100) is colliding with a pedestrian, the electronic control unit (2) generating a pedestrian collision signal when the electronic control unit (2) detects that the vehicle (100) 100) collides with the pedestrian, and a height adjustment unit (5) connected to a shock absorber (63) of the vehicle (100) for lowering the front portion of the vehicle (100) by compressing the shock absorber (63) and a hydraulic cylinder (50) which is arranged parallel to the shock absorber (63) in the direction of a central axis of the shock absorber (63), wherein the hydraulic cylinder (50) is shortened or extended when the pedestrian collision signal by the electronic control unit (2) in the hydraulic cylinder ( 50) is entered; characterized in that the height adjustment unit (5) lowers at least a front portion of the vehicle (100) when the pedestrian collision signal is generated by the electronic control unit (2), and the pedestrian protection apparatus further comprises: a lifting unit (3) for mounting a hood (500); of the vehicle (100) when the pedestrian collision signal is generated by the electronic control unit (2), and the height adjustment unit (5) further comprises: an upper arm (51) having an end with an upper portion of the shock absorber (63), and the other end is connected to a lower portion of the hydraulic cylinder (50); and a lower arm (52) having one end connected to a lower portion of the shock absorber (63) and the other end connected to an upper portion of the hydraulic cylinder (50), and wherein the upper arm 51 and the lower arm 52 are one have a crank-like shape.

Description

  • The present invention relates to a pedestrian protection device for reducing the damage suffered by a pedestrian in the event of a collision with a vehicle.
  • In the event of a traffic accident, not only vehicle occupants but also persons (eg pedestrians) colliding or colliding with the vehicle must be protected against fatal damage. Preferably, a pedestrian protection device reduces pedestrian injury due to an impact against the vehicle (eg, the vehicle's front), whether the pedestrians are adults or children.
  • When a pedestrian collides with a moving vehicle so that it is thrown up, the pedestrian collides once again with a front flap of the vehicle (secondary collision). A pedestrian protection device is mounted on the vehicle such that the front hood is raised to absorb and dampen the secondary collision thereby reducing damage to the pedestrian (see, for example, US Pat JP H11-28994 A ).
  • The in the JP H11-28994 A However, described pedestrian protection device does not take into account different front heights of different vehicles and different sizes or heights of pedestrians. When a short pedestrian (eg, a customer) collides with a high vehicle such as an SUV, the pedestrian can not be steered to fall on the front hood so that the pedestrian can not be protected.
  • From the prior art pedestrian protection devices also the following writings are known:
    The DE 103 52 212 A1 describes a vehicle, in particular a motor vehicle, with a suspension for each vehicle wheel for suspending the respectively associated vehicle wheel with a respectively arranged between the suspension of a vehicle wheel and a vehicle body suspension and damping device. A sensor device detects predetermined accident parameters, in particular predetermined collision parameters of a potential collision opponent, as an accident signal in advance of a possible accident, in particular a possible collision with the collision opponent. A control device processes an accident signal detected by the sensor device as a function of the detected accident parameters into a control signal to which the vehicle body can be raised and / or lowered if necessary to an optimal accident position. According to the invention, in addition to the suspension and damping device, at least one lifting device that can be acted upon by the control signal of the control device is provided, by means of which the vehicle body can be raised and / or lowered in the optimum accident position.
  • The DE 198 03 165 A1 describes a safety device for a motor vehicle, in which the airbag after its deployment covers a frame around a windshield on the outer surface of the motor vehicle. Before unfolding, the airbag is invisibly attached to the motor vehicle from the outside.
  • The DE 103 37 620 A1 describes a motor vehicle, in particular a passenger car, with a pre-safe system, which has at least one vehicle environment recognition device and a suspension and damping device. The suspension and damping device is arranged between a chassis and a body and can be controlled as a function of the signals recorded by the vehicle environment recognition device and evaluated in a data evaluation device. The data evaluation device of the vehicle environment recognition device is linked to a control device of an active suspension control activating the suspension and damping device, by means of which a vehicle level adjustment predefined for the respective impact situation is performed.
  • The DE 30 13 022 C2 describes a safety device on a vehicle for the protection of pedestrians and cyclists with a reaching across the entire width of the vehicle front part collecting device in the manner of a Bahnräumers, which is pivotable in case of need in the operative position in which its leading edge is located close to the road. The safety device is characterized in that the about 200 mm wide and 5 to 10 mm thick collecting part is covered with a gas bag designed as a film, by the inflation of the collecting device is pivotally on the one hand in the operative position and the other serves as a padding, and that the inflation the gas bag is effected by means of a compressed gas stored in a container, wherein between the gas bag and compressed gas container is arranged an automatically and / or operable by the driver and passenger valve.
  • In view of the above-described problem, it is an object of the present invention to provide a pedestrian protection apparatus for protecting a pedestrian in a collision with a traveling vehicle by lowering a front portion of the vehicle and guiding the pedestrian to a front hood of the vehicle becomes.
  • This object is achieved by the pedestrian protection device with the features according to claim 1. A further advantageous embodiment is the subject of the subsequent claim. 2
  • According to the present invention, the pedestrian protection apparatus includes a collision sensor mounted on the front portion of the vehicle, an electronic control unit, and a height adjustment unit. The collision sensor detects the collision and sends a detection signal to the electronic control unit. According to the detection signal, the electronic control unit determines whether or not the vehicle has collided with a pedestrian. When it is determined that the vehicle has collided with a pedestrian, the electronic control unit sends a pedestrian collision signal to the height adjustment unit. Then the height adjustment unit lowers at least the front portion of the vehicle.
  • The pedestrian protection apparatus further includes a lift unit to lift the front cover when the pedestrian collision signal is input to the lift unit. The front hood is a vehicle part to cover a front trunk or an engine compartment in front of a passenger compartment of the vehicle.
  • The pedestrian protection device is intended to protect the pedestrian colliding with the front portion of the vehicle. When the pedestrian collides with the bonnet, the bonnet is deformed to sink near an engine in the engine compartment. In this case, the bonnet is lifted (lifted) by the lifting unit, so that a distance between the bonnet and the engine is increased. Accordingly, the pedestrian does not strike the engine having high rigidity. In addition, since the distance between the bonnet and the engine is increased with high rigidity, the bonnet is easily deformed. As a result, more of the kinetic energy of the pedestrian falling on the front hood can be absorbed by the front hood, which has a higher ductility, whereby a collision of the pedestrian is damped.
  • As the bonnet is raised, the front portion of the vehicle is lowered and slides under the pedestrian. Thereby, the pedestrian is guided to fall on the front hood, which is lifted by the lifting unit, to reduce injury to the pedestrian by a secondary collision. Accordingly, the pedestrian protection device can be effectively used to protect a pedestrian colliding with a high vehicle (eg, a RV vehicle or an SUV vehicle).
  • The front portion of the vehicle is lowered by squeezing a shock absorber of a vehicle suspension system in a direction of a major elastic deformation axis (eg, a center axis) of the shock absorber. Thereby, the height adjustment unit can lower the vehicle without damaging the shock absorber, so that driving the vehicle after this collision is not affected.
  • The above, as well as other objects, features and advantages of the present invention will become more apparent from the following detailed description made with reference to the accompanying drawings. The drawings show in:
  • 1 a schematic representation of a pedestrian protection device according to a preferred embodiment of the present invention, as is commonly used in a station wagon;
  • 2 a schematic representation of a height adjustment unit according to the preferred embodiment, which is mounted on a vehicle suspension system; and
  • 3 a flow chart of a signal transmission of the pedestrian protection device according to the preferred embodiment.
  • Hereinafter, the preferred embodiment will be described with reference to the attached drawings.
  • [preferred embodiment]
  • A preferred embodiment of the present invention will be described with reference to FIGS 1 to 3 described.
  • A pedestrian protection device is as in 1 represented with a collision sensor 1 , an electronic control unit 2 , a lifting unit 3 , an airbag 4 and a multiple height adjustment units 5 fitted. This pedestrian protection device is usually in a station wagon (vehicle 100 ) used in this embodiment. An engine room 400 is in a front section of the vehicle 100 arranged and a hood 500 is over the engine compartment 400 arranged to the engine compartment 400 cover. In the 1 pictured front-rear direction agrees with a longitudinal direction of the vehicle 100 match.
  • The collision sensor 1 is in a vehicle bumper 200 on the front of the engine compartment 400 attached to detect any collision and output a detection signal. The bumper 200 is formed with a bumper reinforcement member (not shown) attached to a front side member (not shown) of the vehicle 100 is appropriate. The collision sensor 1 is attached to the front of the bumper reinforcement member. Moreover, a cushioning member made of a flexible material such as a synthetic resin foam or the like is provided in front of the collision sensor 1 attached to dampen a collision. In addition, a bumper cover is provided to the bumper 200 cover.
  • The collision sensor 1 is with the electronic control unit 2 connected, in which the detection signal is input. According to the detection signal (s), the electronic control unit recognizes 2 whether the vehicle 100 has collided with a human being (eg, a pedestrian) or not, for example, by detecting the detection signal from the collision sensor 1 and a detection signal of a speed sensor (not shown) attached to a wheel 300 of the vehicle 100 is appropriate to be analyzed. If it is detected that the vehicle 100 has collided with a pedestrian, gives the electronic control unit 2 a pedestrian collision signal off.
  • The lifting unit 3 connected to the electronic control unit 2 connected, is provided that the hood 500 is raised when the pedestrian collision signal in the lifting unit 3 is entered. In this case, an end portion of the hood 500 on the side of the passenger compartment 800 of the vehicle 100 through the lifting unit 3 raised (lifted).
  • The airbag 4 is on one of the front pillars 600 of the vehicle 100 appropriate. The front pillars 600 are each on the left and right sides of a windshield 700 in the front of the vehicle 100 appropriate. From the hood 500 , the front pillars 600 and a lower surface of the windshield 700 , the airbag becomes 4 at least on one of the front pillars 600 and the lower surface of the windshield 700 unfolds to a pedestrian on the hood 500 to protect when the pedestrian collision signal through the electronic control unit 2 in the airbag 4 is entered.
  • The multiple height adjustment units 5 are on a vehicle suspension system 6 attached, that a front portion and a rear portion (front vehicle suspension system 6 and rear vehicle suspension system 6 ) to each front and rear wheels 300 the vehicle 100 to wear.
  • 2 shows that the height adjustment unit 5 on the left side of the front vehicle suspension system 6 which is the left front wheel 300 carries, is mounted. The height adjustment unit 5 pushes and stretches a shock absorber 63 (described below) to adjust the height of a left vehicle front section. Similarly, the height of a right vehicle front section is changed by the height adjustment unit 5 set on the right side of the front vehicle suspension system 6 is mounted, which, as in 2 shown, is symmetrical to the left side. This adjusts the height of the front section of the vehicle. In the 2 displayed left-right orientation is correct with a width orientation of the vehicle 100 match.
  • As in 2 shown has the left side of the vehicle front suspension system 6 a shock absorber 63 , a lower coil spring 64 , which are coaxial with the shock absorber 63 lies, a lower suspension arm 62 and an upper suspension arm 61 which the left front wheel 300 wear. A steering knuckle 65 that with the vehicle body by a carrier 101 is connected to the upper suspension arm 61 and the lower suspension arm 62 connect to. The upper and lower sections of the shock absorber 63 are each with the vehicle body and the lower suspension arm 62 connected.
  • Each of the height adjustment units 5 includes a hydraulic cylinder 50 which is essentially parallel to the shock absorber 63 , in a direction of a center axis thereof, is arranged an upper arm 51 and a lower arm 52 both of which have a substantially crank-like shape. A piston 53 protrudes from a drum of the hydraulic cylinder 50 out to a lower section of the hydraulic cylinder 50 to rest.
  • An end of the upper arm 51 is with the upper section of the shock absorber 63 connected, and the other end of the upper arm is connected to a tip portion of the piston 53 connected, which protrudes from the drum. The coil spring 64 is arranged so that it coaxial with the shock absorber 63 at an upper portion thereof, so that the upper end of the coil spring 64 one end of the upper arm 51 touched. An end of the lower arm 52 is with the lower section of the shock absorber 63 connected, and the other end of the lower arm 52 is with the upper section of the hydraulic cylinder 50 connected.
  • The height adjustment units 5 are connected to the electronic control unit. When the pedestrian collision signal enters the altitude adjustment unit 5 from the electronic control unit 2 is entered, the hydraulic cylinder 51 driven to the piston 53 to press down. This lowers the upper arm 51 that with the piston 53 is connected to the upper section of the shock absorber 63 and the coil spring 64 which produces a downward pressure on the lower portion of the shock absorber 63 transfers pressure. As a result, the upper portion of the shock absorber moves 63 down, with the shock absorber 63 is compressed. Accordingly, the height of the vehicle front portion is reduced.
  • In contrast, when the piston 53 along the drum of the hydraulic cylinder 50 retracting, that means that the hydraulic cylinder 50 shortened, the shock absorber 63 stretched, so that the height of the vehicle front portion is again made to be the same as before the collision. Accordingly, hardly if the hydraulic cylinder 50 is arranged in advance such that the piston 53 protruding from the drum section with a predetermined length, the vehicle height can be easily changed without the shock absorber 63 is damaged.
  • Hereinafter, operations of the pedestrian protection device will be described with reference to FIG 3 comprising steps S1 to S5 in accordance with 1 shows described.
  • In step S1, the collision sensor detects 1 in the bumper 200 on the front of the engine compartment 400 when the front section of the vehicle 100 collides with a certain obstacle, the collision and sends the detection signal to the electronic control unit 2 ,
  • The electronic control unit 2 detects in step S2, for example, by analyzing the detection signal from the collision sensor 1 and the speed sensor (not shown), which is on the wheel 300 attached is whether the vehicle 100 collided with a human being (eg a pedestrian) or not. If it is determined that the vehicle 100 collided with a pedestrian, the electronic control unit sends the pedestrian collision signal.
  • Of the multiple multiple height adjustment units 5 the pedestrian collision signal is at least in the height adjustment units 5 entered, which at the front vehicle suspension system 6 are mounted to lower the vehicle front section in step S5. When the pedestrian collision signal is input, the piston becomes 53 of the hydraulic cylinder 50 extended along a drum. That means the hydraulic cylinder 50 is extended. This moves the upper arm 51 down to a pressure on the upper section of the shock absorber 63 exercise. This will make the shock absorber 63 compressed, so that the height of the vehicle front section is reduced. As a result, a lower half (e.g., feet) of the pedestrian is hit by the vehicle front section to reach the hood 500 of the vehicle 100 to fall.
  • In addition, the pedestrian collision signal from the electronic control unit 2 to the lifting unit 3 Posted. When the pedestrian on the hood 500 falls to the hood 500 collapse (secondary collision), the hood becomes 500 deformed to near the engine (not shown) in the engine compartment 400 decrease. In this case, in step S3, the lifting unit 3 get the pedestrian collision signal and lift the hood 500 so that the distance between the hood 500 and the engine is increased. This hits the pedestrian when he hits the hood 500 falls, not the engine, which has a high rigidity. In addition, since the distance between the hood 500 and the engine having high rigidity is increased, the hood is more easily deformed due to the secondary collision. This may, due to a higher deformability of the hood 500 , more kinetic energy of the hood 500 falling pedestrian are absorbed. Accordingly, the impact force on the pedestrian in the secondary collision can be reduced.
  • When a pedestrian collides with the vehicle front section so as to be thrown up in a substantially vertical direction, the lowered vehicle front section slides under the pedestrian. As a result, the pedestrian falls on the hood 500 which by the lifting unit 3 was raised. As described above, the hood 500 deformed to dampen the impact of the pedestrian.
  • In addition, the pedestrian collision signal from the electronic control unit 2 to the airbag 4 Posted. Thereby, in step S4, the airbag 4 on at least one of the lower surface of the windshield 700 and the front pillar 600 deployed, the airbag 4 also on the hood 500 can be deployed. As the airbag 4 is spread on the vehicle front portion, the secondary collision between the head of the pedestrian and the windshield 700 , the front pillar 600 or the hood 500 be steamed.
  • In this embodiment, the pedestrian recognition device lowers the vehicle front section with that of the vehicle 100 colliding pedestrians on the robbery 500 to steer. At the same time the hood 500 raised to reduce the impact force acting on the pedestrian. In addition, the airbag 4 on the hood 500 spread out to further protect the pedestrian. Accordingly, the pedestrian recognition device can be the pedestrian associated with the vehicle 100 colliding, satisfactorily slitting.
  • In this embodiment, the height of the vehicle rear portion is not changed while the vehicle front portion is lowered. This will make the whole vehicle 100 tilted forward, leaving the hood 500 on the side of the passenger compartment 800 is raised. As a result, the head of the pedestrian hits the hood in a shorter time 500 (shorter distance), and has less kinetic energy. As a result, the injury to the pedestrian can be alleviated.
  • [other embodiments]
  • In the preferred embodiment described above, the pedestrian protection device is typically used in a station wagon. However, the present invention is not limited to this use. The pedestrian protection device can also be used in other vehicles that have a hood.
  • Further, while the vehicle front portion is lowered, the height of the vehicle rear portion may also be increased by the height adjustment units 5 be lowered, which at the front and rear vehicle suspension system 6 are attached. This will be the focus of the whole vehicle 100 lowered to improve the stability of the vehicle immediately after the collision.
  • In the preferred embodiment, the height of the vehicle 100 by squeezing the shock absorber 63 of the vehicle suspension system 6 reduced. The vehicle 100 however, may also be achieved by removing dampers (not shown) of the vehicle suspension system, or by relieving air pressure in the tires of the wheels 300 be lowered.
  • In addition, in the preferred embodiment, the coil spring 64 pressed the shock absorber 63 compress. In the case where a vehicle has an air suspension system, the air in the air suspension system may be used to compress the shock absorber.
  • In addition, if the collision sensor 1 is designed to detect only a collision with a pedestrian, the electronic control unit 2 be trained or programmed to detect if different protection devices 3 . 4 and 5 to be activated with respect to other parameters such as vehicle speed.

Claims (2)

  1. A pedestrian protection device for a vehicle ( 100 ), the pedestrian protection device comprising: a collision sensor ( 1 ) located at a front portion of the vehicle ( 100 ) to detect a collision and generate a detection signal; and an electronic control unit ( 2 ) to detect in accordance with the detection signal whether the vehicle ( 100 ) collides with a pedestrian, the electronic control unit ( 2 ) generates a pedestrian collision signal when the electronic control unit ( 2 ) recognizes that the vehicle ( 100 ) collides with the pedestrian, and a height adjustment unit ( 5 ) fitted with a shock absorber ( 63 ) of the vehicle ( 100 ) is connected to the front portion of the vehicle ( 100 ) by compressing the shock absorber ( 63 ) and a hydraulic cylinder ( 50 ) parallel to the shock absorber ( 63 ) in the direction of a central axis of the shock absorber ( 63 ), wherein the hydraulic cylinder ( 50 ) is shortened or extended when the pedestrian collision signal is transmitted through the electronic control unit ( 2 ) in the hydraulic cylinder ( 50 ) is entered; characterized in that the height adjustment unit ( 5 ) at least one front portion of the vehicle ( 100 ) when the pedestrian collision signal is transmitted through the electronic control unit ( 2 ), and the pedestrian protection device further comprises: a lifting unit ( 3 ) to a hood ( 500 ) of the vehicle ( 100 ) when the pedestrian collision signal from the electronic control unit ( 2 ) and the height adjustment unit ( 5 ) further comprises: an upper arm ( 51 ), one end having an upper portion of the shock absorber ( 63 ), and the other end with a lower portion of the hydraulic cylinder ( 50 ) connected is; and a lower arm ( 52 ), one end having a lower portion of the shock absorber ( 63 ), and the other end with an upper portion of the hydraulic cylinder ( 50 ), and wherein the upper arm 51 and the lower arm 52 have a crank-like shape.
  2. Pedestrian protection device according to claim 1 further comprising: an airbag ( 4 ) mounted on a front pillar ( 600 ) of the vehicle ( 100 ) is attached, wherein the airbag ( 4 ) at least on the front pillar ( 600 ) or on a lower surface of the windshield ( 700 ) is deployed when the pedestrian collision signal from the electronic control unit ( 2 ) is produced.
DE102005012357.0A 2004-03-18 2005-03-17 Pedestrian protection device Expired - Fee Related DE102005012357B4 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2004-78954 2004-03-18
JP2004078954A JP4200440B2 (en) 2004-03-18 2004-03-18 Pedestrian protection device

Publications (2)

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DE102005012357A1 DE102005012357A1 (en) 2005-10-06
DE102005012357B4 true DE102005012357B4 (en) 2016-02-04

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CN (1) CN1315675C (en)
DE (1) DE102005012357B4 (en)

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CN1315675C (en) 2007-05-16
JP2005263036A (en) 2005-09-29

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