JP2008007059A - Method and device of presuming colliding object for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a method and a device of presuming a colliding object for a vehicle capable of presuming whether the colliding object is a low-height pedestrian or a high-height pedestrian highly accurately and speedily. <P>SOLUTION: The contact of a bumper face 16 to the colliding object S is monitored by a first sensor 31 arranged at almost the same height as that of a bumper beam. The collision of a vehicle front part with the colliding object S is monitored by a second sensor arranged at a position lower than that of the first sensor 31. The vehicle speed of a vehicle 11 is monitored by a vehicle speed sensor 34. When the contact to the colliding object S is detected by the first sensor 31, the wave shape of an impact acceleration signal from the second sensor 32 has a plurality of peak values satisfying a preset large and small relationship, and a time from a point of a time of the collision to a point of a time of the generation of the prescribed numbered peak value is at or below a threshold for presuming the body build type of the pedestrian preset corresponding to the number of the peak values and the vehicle speed, the colliding object S is presumed to be a low-height pedestrian such as a child, and when it exceeds the threshold, the colliding object S is presumed to be a high-height pedestrian such as an adult. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a collision target estimation method for a vehicle for estimating the type of collision target with which the vehicle collides, in particular, whether the collision target is a short stature pedestrian such as a child or a high stature pedestrian such as an adult, and a vehicle collision for implementing the same. The present invention relates to an object estimation apparatus.

  In recent years, in vehicles, as a pedestrian protection device, at the time of a pedestrian collision, in order to absorb and relieve the impact caused by a secondary collision when the pedestrian is flipped up and falls on the hood, Depending on whether you are a tall pedestrian or an adult, such as an adult, you can protect the pedestrian by controlling the amount of hood jumping, the hood jumping start time from the point of collision, or the hood jumping speed. A vehicle equipped with a secondary collision countermeasure device for a vehicle is known.

  Also, in a two-stage bumper structure that has a low bumper for pedestrian protection that projects forward from the high bumper below the regular high bumper, the amount of forward protrusion of the low bumper is directed from the center toward the left and right sides. The height of the lower bumper is adjusted according to whether the pedestrian who collided is an adult or a child, and even if the pedestrian collides with the left or right side of the lower bumper, the pedestrian is placed on the hood. By allowing the lower bumper to fall into the center part with low rigidity in the left-right direction, and making the lower bumper advance and retreat by the stroke type shock absorbing member, and reducing the movement resistance of the stroke type shock absorbing member in the case of children There is also known a device equipped with a pedestrian protection bumper device that prevents an excessive impact from being applied to a child who has collided (see, for example, Patent Document 1).

  In a vehicle equipped with such a pedestrian protection device such as a secondary collision countermeasure device for vehicles or a bumper device for protecting pedestrians, the pedestrian that the vehicle collides with is a short stature pedestrian such as a child or a tall stature pedestrian such as an adult. It is necessary to estimate whether it is a person. As an estimation method thereof, Patent Document 1 discloses that a low-height stature before a vehicle actually collides using an image recognition method using a CCD sensor or a triangulation range remote detection sensor using a scanning laser range finder. It is possible to estimate whether it is a pedestrian or a tall pedestrian, or to detect the vehicle speed and impact impact force and calculate the mass of the impact target, and to estimate whether it is a short pedestrian or a tall pedestrian from that mass. It is disclosed.

JP 2003-260994 A

  However, as disclosed in Patent Document 1, when estimating a short stature pedestrian or a high stature pedestrian using an image recognition method or a triangulation method using a remote collision detection sensor, An obstacle that looks similar to a pedestrian may be erroneously estimated as a pedestrian, and it is difficult to obtain sufficient estimation accuracy.

  Also, when calculating the impact target mass from the detected vehicle speed and impact impact force to estimate whether it is a short stature pedestrian or a high stature pedestrian, if the impact target mass is an obstacle similar to a pedestrian May be erroneously estimated as a pedestrian, and it is still difficult to obtain sufficient estimation accuracy.

  For this reason, in the pedestrian protection countermeasure bumper device disclosed in Patent Document 1, the height of the low bumper is adjusted or the collision target is not a short stature pedestrian even though the collision target is not a pedestrian. Nevertheless, there is a possibility that the malfunction of the movement resistance of the stroke type impact absorbing member may be weakened, and there is a concern that the reliability of the apparatus is impaired.

  Further, when the above-described estimation method is employed to control the driving of the above-described vehicle secondary collision countermeasure device, the vehicle secondary collision countermeasure device operates even though the collision target is not a pedestrian. There is also a concern that the reliability of the apparatus may be impaired.

  Accordingly, an object of the present invention made in view of such circumstances is to be able to quickly and accurately estimate whether a collision target is a short stature pedestrian or a high stature pedestrian, and a pedestrian protection countermeasure bumper device or a vehicle secondary collision countermeasure An object of the present invention is to provide a vehicle collision target estimation method and apparatus that can be employed in a pedestrian protection apparatus such as an apparatus to improve the reliability of the apparatus.

  The invention according to claim 1, which achieves the above object, is a vehicle collision object estimation method for estimating the type of collision object with which a vehicle has collided, and is substantially the same height as the bumper beam of the bumper face covering the bumper beam at the front of the vehicle. The first sensor is placed at a position to monitor the contact of the front part of the vehicle with the collision target, and the second sensor is placed at a position below the bumper beam at the front part of the vehicle. The impact acceleration due to the collision with the target is monitored, the vehicle speed sensor is arranged on the vehicle, the vehicle speed of the vehicle is monitored from the output, and the first sensor detects the contact of the collision target and outputs from the second sensor. When the impact acceleration signal waveform to be generated has a plurality of peak values satisfying a preset magnitude relationship, and from the time when the first sensor detects the collision target to the time when the predetermined peak value occurs Is less than a preset threshold for estimating the pedestrian type according to the number of peak values and the vehicle speed at the time of contact detection of the collision target by the first sensor, the collision target is estimated to be a short stature pedestrian, and the pedestrian When the physique type estimation threshold is exceeded, the collision target is estimated as a tall pedestrian.

  According to a second aspect of the present invention, in the vehicle collision target estimation method according to the first aspect, the third sensor is arranged at substantially the same height as the bumper beam at the front part of the vehicle, and the output from the third sensor to the collision target at the front part of the vehicle. When the impact acceleration due to the collision of the first sensor is monitored and only the second sensor detects the impact acceleration, the collision target is estimated as a small obstacle lower than the installation height of the first sensor, and the second sensor While detecting the acceleration, the first sensor detects the contact of the collision target, and the initial impact acceleration detected by the second sensor is detected by the vehicle speed and the third sensor at the time of the contact detection of the collision target by the first sensor. When the threshold value for pedestrian estimation set in advance according to the initial impact acceleration is exceeded, the collision target is estimated as a low center of gravity obstacle, and when it is equal to or less than the threshold value for pedestrian estimation, the impact acceleration output from the second sensor signal Peak number and magnitude of the form, and based on pedestrian physique type estimation threshold, the collision object and estimates whether short stature pedestrian or tall pedestrian.

  Furthermore, the invention according to claim 3, which achieves the above object, is a vehicle collision object estimation device for estimating the type of collision object with which the vehicle collides, and is substantially the same height as the bumper beam of the bumper face that covers the bumper beam at the front of the vehicle. A first sensor that detects the contact of the bumper face with the collision target and a second sensor that is disposed at a position lower than the bumper beam and detects the impact acceleration associated with the collision of the front of the vehicle with the collision target A vehicle speed sensor for detecting the vehicle speed of the vehicle, and for estimating the pedestrian physique type preset according to the number of peak values of the impact acceleration signal waveform output from the second sensor and the vehicle speed detected from the output of the vehicle speed sensor. The storage means for storing the threshold value, the outputs of the first sensor, the second sensor, and the vehicle speed sensor are monitored, and the first sensor detects the collision target contact, and from the second sensor The applied impact acceleration signal waveform has a plurality of peak values satisfying a preset magnitude relationship, and the time from the contact detection time of the collision target by the first sensor to the occurrence time of the predetermined peak value is a peak. If the threshold is less than the threshold for estimating the pedestrian physique type stored in the storage unit according to the number of values and the vehicle speed at the time of contact detection of the collision target by the first sensor, the collision target is estimated as a short stature pedestrian, and the pedestrian When it exceeds the threshold for physique type estimation, it has an estimation means for estimating a collision target as a tall pedestrian.

  According to a fourth aspect of the present invention, there is provided the vehicle collision target estimating apparatus according to the third aspect, wherein the impact acceleration caused by the collision of the front of the vehicle with the collision target is arranged at substantially the same height as the bumper beam of the front of the vehicle. A third sensor for detection, and the storage means further stores in advance a pedestrian estimation threshold set in accordance with the vehicle speed detected by the vehicle speed sensor and the initial impact acceleration detected by the third sensor; When only the second sensor detects the impact acceleration, the estimation means estimates the collision target as a small obstacle having a height lower than the installation height of the first sensor, and the second sensor detects the impact acceleration. The first sensor detects the collision target contact, and the initial impact acceleration detected from the second sensor is the vehicle speed at the time of the collision target contact detection by the first sensor and the initial impact acceleration detected from the third sensor. Memory according When the pedestrian estimation threshold stored in the stage is exceeded, the collision target is estimated as a low center of gravity obstacle, and when the pedestrian estimation threshold is less than or equal to the threshold, the peak value of the impact acceleration signal waveform output from the second sensor It is characterized in that it is estimated whether the collision target is a short stature pedestrian or a high stature pedestrian based on the number and the magnitude relationship thereof and the threshold for estimating the pedestrian physique type stored in the storage means.

  According to a fifth aspect of the present invention, in the vehicle collision target estimation device according to the third or fourth aspect, the vehicle collision target estimation device further includes an estimation signal output unit that outputs an estimation signal based on an estimation result of the estimation unit.

  According to the first aspect of the present invention, the contact of the front part of the vehicle with the collision target is monitored by the first sensor provided at substantially the same height as the bumper beam of the bumper face, and the second sensor provided below the bumper beam. The impact acceleration associated with the collision of the front part of the vehicle with the collision target is monitored by the sensor, the vehicle speed is monitored by the vehicle speed sensor, and the first sensor detects the contact of the front part of the vehicle with the collision target. When the impact acceleration signal waveform output from the second sensor due to the collision with the front collision target has a plurality of peak values satisfying a predetermined magnitude relationship, the generation time point of the predetermined peak value from the collision time point When the time until the time is equal to or less than the preset threshold for estimating the pedestrian type according to the number of peak values and the vehicle speed at the time of the collision, the collision target is estimated as a short stature pedestrian and is used for estimating the pedestrian type Estimates the collision object and the tall pedestrian when more than value.

  According to this, since the second sensor is provided at a position below the bumper beam, for example, even if the collision target is a short stature pedestrian whose leg is positioned below the bumper beam, such as a child, It is possible to detect the impact acceleration accompanying the collision of the front part of the vehicle with the leg, and to reliably obtain the impact acceleration signal waveform having a plurality of peak values satisfying a preset magnitude relationship.

  And since a short stair pedestrian has a narrower distance between the left and right legs than a tall stair pedestrian, the shock acceleration signal waveform output from the second sensor has three or two peak values. In any of these cases, if the vehicle speed at the time of the collision is the same, the time from the time of the collision to the time when the last peak value occurs is longer in the case of a tall pedestrian. Accordingly, the time from the collision point to the time when the last peak value occurs is set in advance according to the number of peak values of the impact acceleration signal waveform output from the second sensor and the vehicle speed as a pedestrian physique type estimation threshold, By comparing the time from the time when the first sensor detects the contact of the collision target S to the time when the last peak value of the impact acceleration signal waveform output from the second sensor is generated, the time required for the pedestrian type When it is less than the estimation threshold, it is estimated that the pedestrian is short, and when it exceeds the threshold for estimating the pedestrian physique type, it can be estimated that the pedestrian is tall. Therefore, it is possible to estimate whether the collision target is a short stature pedestrian or a high stature pedestrian with high accuracy and speed. For example, in a pedestrian protection device such as a pedestrian protection measures bumper device or a secondary collision measures device for vehicles. When employed, the reliability of the device can be improved.

  The invention according to claim 2 is the addition of monitoring of the impact acceleration accompanying the collision of the front of the vehicle with the collision target by the third sensor disposed at substantially the same height as the bumper beam at the front of the vehicle.

  According to this, when the collision target is a small obstacle whose height is lower than the bumper beam, the collision target does not collide with the bumper beam at the front part of the vehicle body and is positioned below the bumper beam. The vehicle collides with the lower part of the front portion of the vehicle, and as a result, is caught under the vehicle, and the contact of the front portion of the vehicle with the collision target is not detected by the first sensor. Therefore, when the second sensor detects impact acceleration without detecting the contact of the front part of the vehicle with the first sensor, the small obstacle whose height is lower than the installation height of the first sensor is detected. Can be estimated.

  If the collision target is an obstacle with a low center of gravity that is higher than the installation height of the first sensor and has a low center of gravity, the collision target collides with the front of the vehicle at the same height position as the bumper beam, then falls down and It will be caught down. Therefore, the first sensor detects contact with the collision target at the front of the vehicle, and the second sensor and the third sensor output a shock acceleration signal waveform associated with the impact on the collision target at the front of the vehicle, In particular, the initial impact acceleration of the impact acceleration signal waveform output from the second sensor is relatively large.

  On the other hand, when the collision target is a pedestrian, the collision target collides with the front part of the vehicle at almost the same height as the bumper beam, and then jumps up and rides on the hood of the vehicle. Therefore, the first sensor detects contact with the collision target at the front of the vehicle, and the second sensor and the third sensor output the impact acceleration signal waveform associated with the collision with the collision target at the front of the vehicle, In particular, the initial impact acceleration of the impact acceleration signal waveform output from the second sensor is relatively small.

  Therefore, the second sensor detects the impact acceleration, the first sensor detects the collision target contact, and the initial impact acceleration detected from the second sensor is the vehicle speed at the time of the collision target contact detection by the first sensor. And the initial impact acceleration detected by the third sensor exceeds a preset pedestrian estimation threshold, the collision target can be estimated as a low center of gravity obstacle, and is below the pedestrian estimation threshold Can estimate the collision target as a pedestrian.

  As in the first aspect of the invention, based on the number of peak values of the impact acceleration signal waveform output from the second sensor and the magnitude relationship thereof, and the threshold for estimating the pedestrian physique type, the collision target is a short stature. It can be estimated whether a pedestrian or a tall pedestrian.

  Therefore, in addition to estimating whether the colliding pedestrian is a short stature pedestrian or a high stature pedestrian, small obstacles and low center of gravity obstacles can be distinguished and estimated with high accuracy.

  According to the invention of claim 3, the contact of the front part of the vehicle with the collision target is monitored by the first sensor provided at substantially the same height as the bumper beam of the bumper face, and the second sensor provided at a position below the bumper beam. The impact acceleration associated with the collision of the front part of the vehicle with the collision target is monitored by the sensor, the vehicle speed is monitored by the vehicle speed sensor, and the first sensor detects the contact of the front part of the vehicle with the collision target. When the impact acceleration signal waveform output from the second sensor due to the collision with the front collision target has a plurality of peak values satisfying a predetermined magnitude relationship, the first sensor detects contact with the collision target. The time from a certain collision point to the occurrence point of the predetermined peak value is less than or equal to the threshold for estimating the pedestrian type stored in the storage means according to the number of peak values and the vehicle speed at the point of collision. Is a collision object estimated that short stature pedestrian, when more than pedestrian physique type estimation threshold estimates the collision target tall pedestrian.

  According to this, since the second sensor is provided at a position below the bumper beam, for example, even if the collision target is a short stature pedestrian whose leg is positioned below the bumper beam, such as a child, It is possible to detect the impact acceleration accompanying the collision of the front part of the vehicle with the leg, and to reliably obtain the impact acceleration signal waveform having a plurality of peak values satisfying a preset magnitude relationship.

  And since a short stair pedestrian has a narrower distance between the left and right legs than a tall stair pedestrian, the shock acceleration signal waveform output from the second sensor has three or two peak values. In any of these cases, if the vehicle speed at the time of the collision is the same, the time from the time of the collision to the time when the last peak value occurs is longer in the case of a tall pedestrian. Accordingly, the time from the collision point to the time when the last peak value occurs is set in advance according to the number of peak values of the impact acceleration signal waveform output from the second sensor and the vehicle speed as a pedestrian physique type estimation threshold, By comparing the time from the time when the first sensor detects the contact of the collision target S to the time when the last peak value of the impact acceleration signal waveform output from the second sensor is generated, the time required for the pedestrian type When it is less than the estimation threshold, it is estimated that the pedestrian is short, and when it exceeds the threshold for estimating the pedestrian physique type, it can be estimated that the pedestrian is tall. Therefore, it is possible to estimate whether the collision target is a short stature pedestrian or a high stature pedestrian with high accuracy and speed. For example, in a pedestrian protection device such as a pedestrian protection measures bumper device or a secondary collision measures device for vehicles. When employed, the reliability of the device can be improved.

  According to a fourth aspect of the present invention, a third sensor for monitoring the impact acceleration accompanying the collision of the front part of the vehicle with the collision target is added at substantially the same height as the bumper beam in the front part of the vehicle.

  According to this, when the collision target is a small obstacle whose height is lower than the bumper beam, the collision target does not collide with the bumper beam at the front part of the vehicle body and is positioned below the bumper beam. The vehicle collides with the lower part of the front portion of the vehicle, and as a result, is caught under the vehicle, and the contact of the front portion of the vehicle with the collision target is not detected by the first sensor. Therefore, when the second sensor detects impact acceleration without detecting the contact of the front part of the vehicle with the first sensor, the small obstacle whose height is lower than the installation height of the first sensor is detected. Can be estimated.

  If the collision target is an obstacle with a low center of gravity that is higher than the installation height of the first sensor and has a low center of gravity, the collision target collides with the front of the vehicle at the same height position as the bumper beam, then falls down and It will be caught down. Therefore, the first sensor detects contact with the collision target at the front of the vehicle, and the second sensor and the third sensor output a shock acceleration signal waveform associated with the impact on the collision target at the front of the vehicle, In particular, the initial impact acceleration of the impact acceleration signal waveform output from the second sensor is relatively large.

  On the other hand, when the collision target is a pedestrian, the collision target collides with the front part of the vehicle at almost the same height as the bumper beam, and then jumps up and rides on the hood of the vehicle. Therefore, the first sensor detects contact with the collision target at the front of the vehicle, and the second sensor and the third sensor output the impact acceleration signal waveform associated with the collision with the collision target at the front of the vehicle, In particular, the initial impact acceleration of the impact acceleration signal waveform output from the second sensor is relatively small.

  Therefore, the second sensor detects the impact acceleration, the first sensor detects the collision target contact, and the initial impact acceleration detected from the second sensor is the vehicle speed at the time of the collision target contact detection by the first sensor. And the initial impact acceleration detected by the third sensor exceeds a preset pedestrian estimation threshold, the collision target can be estimated as a low center of gravity obstacle, and is below the pedestrian estimation threshold Can estimate the collision target as a pedestrian.

  As in the first aspect of the invention, based on the number of peak values of the impact acceleration signal waveform output from the second sensor and the magnitude relationship thereof, and the threshold for estimating the pedestrian physique type, the collision target is a short stature. It can be estimated whether a pedestrian or a tall pedestrian.

  Therefore, in addition to estimating whether the colliding pedestrian is a short stature pedestrian or a high stature pedestrian, small obstacles and low center of gravity obstacles can be distinguished and estimated with high accuracy.

  According to the invention of claim 5, since the estimated signal according to the estimation result of whether the pedestrian colliding from the estimated signal output means is a short stature pedestrian or a high stature pedestrian can be output, based on the estimated signal Pedestrian protection devices such as a vehicle secondary collision countermeasure device and a pedestrian protection countermeasure bumper device can be appropriately operated to reliably protect pedestrians.

  Embodiments of a vehicle collision target estimation method and apparatus according to the present invention will be described below with reference to the drawings.

(First embodiment)
FIG. 1 to FIG. 8 show a first embodiment of the present invention. FIG. 1 is a conceptual diagram showing a schematic configuration of a secondary collision countermeasure device for a vehicle including a pedestrian estimation device for a vehicle, and FIG. FIG. 3 is a waveform diagram showing an impact acceleration signal obtained when the collision target is a low center of gravity obstacle, and FIG. 4 is a waveform diagram showing the impact acceleration signal obtained when the collision target is a low obstacle. FIG. 5 is a waveform diagram showing an impact acceleration signal obtained when the collision target is a low-height pedestrian such as a child, and FIG. 6 is a tall figure such as an adult. FIG. 7 is a diagram showing a vehicle collision mode in the case of a pedestrian, FIG. 7 is a waveform diagram showing an impact acceleration signal obtained when a collision target is a tall pedestrian such as an adult, and FIG. 8 is a vehicle pedestrian estimation shown in FIG. It is a flowchart for demonstrating operation | movement of an apparatus.

  In FIG. 1, a vehicle 11 is provided with an engine room 12 at a front portion, and a front-opening hood 13 is provided so as to close an upper opening of the engine room 12 so as to be freely opened and closed. In addition, a bumper beam 15 is provided at the front portion of the vehicle 11, and a bumper face 16 is provided so as to cover the bumper beam 15.

  The bumper face 16 is made of, for example, a resin product, and is deformed according to an impact force when the vehicle 11 hits the collision target S. And the bumper upper part 16a of the bumper face 16 has a dimensional shape protruding forward of the vehicle rather than the bumper lower part 16b. Further, between the bumper upper portion 16a of the bumper face 16 and the bumper beam 15, and between the bumper lower portion 16b of the bumper face 16 and a radiator panel lower (hereinafter, this radiator panel lower 17 is abbreviated as a radiator panel lower) 17 is provided. In each case, an impact absorbing member such as a foam is interposed to constitute a pedestrian protection measure structure.

  The vehicular secondary collision countermeasure apparatus 20 includes a hood holding mechanism 21 provided at the rear part of the hood 13 so as to be separated from each other on the left and right sides, and the rear part of the hood 13 via the left and right hood holding mechanisms 21. Left and right actuators 22 that jump up by a predetermined amount depending on whether the pedestrian is a short pedestrian such as an adult or a high pedestrian such as an adult. In FIG. 1, only the left hood holding mechanism 21 and actuator 22 are shown.

  The hood holding mechanism 21 normally functions as a hinge that opens and closes the hood 13, and when the rear part of the hood 13 is flipped up, the hinge that also serves as a connecting link mechanism that determines the highest rising position of the rear part of the hood 13 with an extended link. It has become. The actuator 22 receives a drive command signal that is an estimation signal from a vehicle collision target estimation device 30 to be described later, ignites a gas generating agent by an ignition device (not shown), and the piston 23 is rapidly boosted by the gas. Is raised by a predetermined stroke according to whether the collision target is a short stature pedestrian or a high stature pedestrian, and the rear portion of the hood 13 is flipped up.

  The vehicle collision target estimation device 30 according to the present embodiment includes a first sensor 31, a second sensor 32, a vehicle speed sensor 34, and a control unit 35.

  The first sensor 31 is attached to the back side of the bumper face 16 positioned in front of the bumper beam 15 at a height position substantially the same as the height position of the bumper beam 15. For example, a pressure sensor is used to detect contact.

  The second sensor 32 is attached and fixed to the front surface of the radiator panel 17 located below the bumper beam 15 at the front portion of the vehicle 11 and detects the impact acceleration caused by the collision of the bumper lower portion 16b with the collision target S. For example, it consists of an acceleration sensor. The vehicle speed sensor 34 is provided on the axle, for example, and detects the vehicle speed of the vehicle 11.

  Moreover, the control part 35 inputs each output of the 1st sensor 31, the 2nd sensor 32, and the vehicle speed sensor 34, and when the collision object S is a pedestrian or a non-pedestrian, and also a pedestrian, the physique When the type, that is, a short stature pedestrian such as a child or a high stature pedestrian such as an adult is estimated and a short stature pedestrian or a high stature pedestrian is estimated, a short stature pedestrian or A drive command signal corresponding to a tall pedestrian is output.

  The control unit 35 is composed of, for example, a microcomputer, and is based on an estimation circuit 36 that is an estimation unit that estimates the collision target S, a memory 37 that is a storage unit that stores a predetermined threshold, and an estimation result by the estimation circuit 36. And a drive command signal generation circuit 38 which is an estimation signal output means for outputting a drive command signal as an estimation signal to the actuator 22 of the secondary collision countermeasure device 20 for a vehicle. In the estimation circuit 36, the first sensor 31, whether the collision target S that collided with the vehicle 11 according to a predetermined program is a pedestrian or a non-pedestrian, based on outputs of the second sensor 32 and the vehicle speed sensor 34 and a predetermined threshold stored in the memory 37, In the case of a pedestrian, it is estimated whether it is a short stature pedestrian or a high stature pedestrian. From 38 to the actuator 22, and outputs a drive command signal corresponding to short stature pedestrian or tall pedestrian.

  The first sensor 31 and the second sensor 32 may be one each, or a plurality of the first sensors 31 and the second sensors 32 may be arranged in the vehicle width direction, and the control unit 35 may calculate the average value of the plurality of detection signals, The actuator 22 may be controlled by selecting a detection signal.

  Further, in the memory 37, when the collision target S is a pedestrian, in order to estimate whether the pedestrian type is a pedestrian or not, the first sensor 31 is used as a threshold for estimating the pedestrian type. The time from the collision point at which contact is detected to the time when the last peak value of the impact acceleration signal waveform output from the second sensor 32 occurs is mapped and stored according to the number of peak values appearing in the impact acceleration signal waveform and the vehicle speed. Keep it.

  As described above, the first sensor 31 is disposed on the back side of the bumper upper portion 16 a of the bumper face 16 at a height position substantially the same as the height position of the bumper beam 15. When the sensor 32 is disposed, the collision target S is a bumper upper portion 16a of the bumper face 16 when the collision target S is a small obstacle lower than the bumper beam 15 such as a sign board such as a pylon or a lane separation band. The first sensor 31 does not detect the contact of the collision target S because it collides with the bumper lower portion 16b without being collided with the vehicle, and is consequently caught under the vehicle 11. In contrast, the second sensor 32 outputs an impact acceleration signal having a large initial impact acceleration as shown by a solid line in FIG.

  Further, when the collision target S is a low center of gravity obstacle having a height higher than that of the bumper beam 15 such as a cardboard box or a trash box containing a load therein and having a low center of gravity, the collision target S is the bumper face 16. After colliding with the bumper upper portion 16a, it falls down and is caught under the vehicle 11, so that the contact of the collision target S is detected by the first sensor 31, and the second sensor 32 shows a solid line in FIG. An impact acceleration signal having a large initial impact acceleration as shown in FIG.

  On the other hand, when the collision target S is a short stature pedestrian such as a child and is facing the direction crossing the front of the vehicle as shown in FIG. 4, the bumper upper portion 16a of the bumper face 16 is positioned on the left ( Right) Since the collision occurs around the thigh, the contact of the collision target S is detected by the first sensor 31.

  When the left and right legs of the short stature pedestrian at the time of the collision are aligned in the vehicle traveling direction, the vehicle 11 has the bumper face 16 with the bumper upper portion 16a of the left (right) leg thigh. The left (right) leg thigh is moved to cause the left (right) leg knee to interfere with the right (left) leg knee as it progresses. The upper part 16a collides with the thigh of the right (left) leg, and jumps up the short stature pedestrian. Therefore, as shown by the solid line in FIG. 5, the impact acceleration signal output from the second sensor 32 is the next when the bumper lower portion 16b of the bumper face 16 first collides with the lower knee of the left (right) leg. In addition, the peak value R1, which is remarkable at three time points, that is, the time point when the knees of the left and right legs interfere with each other and the time point when the bumper lower part 16b collides with the lower knee part of the right (left) leg on the opposite side. The second peak value R2 at the time when the left and right knees interfere with each other is smaller than the first peak value R1 and the third peak value R3, and the second peak value R2 and The generation time of the third peak value R3 is earlier in proportion to the vehicle speed.

  In addition, when the left and right legs of the short pedestrian at the time of the collision are opened in the front-rear direction of the pedestrian walking direction, in other words, when the left and right legs are opened in the vehicle width direction of the vehicle, the bumper After the bumper upper part 16a of the face 16 collides with the thigh of the left (right) leg, it collides with the thigh of the right (left) leg and jumps up. Do not interfere with each other. Accordingly, the impact acceleration signal output from the second sensor 32 is obtained when the bumper lower portion 16b of the bumper face 16 first collides with the lower knee of the left (right) leg, and thereafter, on the opposite right (left) leg. The waveform has significant peak values R1 and R2 at two points of time when it collides with the lower part of the knee, and the second peak value R2 becomes larger than the first peak value R1, and this second peak The generation time of the value R2 is also increased in proportion to the vehicle speed.

  On the other hand, when the collision target S is a tall pedestrian such as an adult and is facing the direction crossing the front of the vehicle as shown in FIG. 6, the bumper upper portion 16a of the bumper face 16 is positioned on the left ( Right) Since the collision occurs around the knee of the leg, the first sensor 31 detects the contact of the collision target S.

  When the left and right legs of the tall pedestrian at the time of the collision are aligned in the vehicle traveling direction, the vehicle 11 has the bumper upper portion 16a of the bumper face 16 below the knee of the left (right) leg of the adult. After the collision, the left (right) leg knee is moved to interfere with the right (left) leg knee on the opposite side, and then the right (left) leg below the knee It will collide with the part and jump up a tall pedestrian. Therefore, in this case, the impact acceleration signal output from the second sensor 32 is the same as that of the short stature pedestrian, as shown by the solid line in FIG. ) When it collided with the lower knee part of the leg, then when both knee parts of the left and right legs interfered, and then the bumper lower part 16b collided with the lower knee part of the right (left) leg part on the opposite side The waveform has remarkable peak values R1, R2, and R3 at three time points, and the second peak value R2 at the time when both knees of the left and right legs interfere with each other is the first peak value R1 and the third peak value. The generation time of the second peak value R2 and the third peak value R3 becomes earlier in proportion to the vehicle speed.

  On the other hand, when the left and right legs of the tall pedestrian at the time of the collision are open in the front-rear direction of the walking direction of the pedestrian, the bumper upper portion 16b of the bumper face 16 is placed on the knee of the left (right) leg. After the collision, it collides with the knee of the right (left) leg on the opposite side and jumps up, so that the knees of the left and right legs do not interfere with each other. Therefore, the impact acceleration signal output from the second sensor 32 is obtained when the bumper lower portion 16b of the bumper face 16 first collides with the knee of the left (right) leg, and thereafter, the right (left) leg on the opposite side. The waveform has significant peak values R1 and R2 at two points of time when it has collided with the knee of the part, and the second peak value R2 becomes larger than the first peak value R1, and this second peak The generation time of the value R2 is also increased in proportion to the vehicle speed.

  In addition, even when the collision target S is a tall pedestrian or a short pedestrian and the impact acceleration signal waveform obtained from the second sensor 32 has three peak values, the collision target S The initial impact acceleration (first peak value R1) in the initial stage is smaller than that in the case of the low center of gravity obstacle shown in FIG.

  Here, when the impact acceleration signal output from the second sensor 32 is compared between the case where the collision target S is a short stature pedestrian and the case of a high stature pedestrian, the short stature pedestrian is usually walked short. The distance between the left and right legs is wider than that of the person, so in either case where there are three or two peak values, if the vehicle speed at the time of the collision is the same, the last peak value will be The time until the point of occurrence is longer in the case of a tall pedestrian.

  Therefore, the time from the collision time point for distinguishing the short stature pedestrian from the high stature pedestrian until the last peak value is generated is the peak of the impact acceleration signal obtained from the second sensor 32 by various experiments using a dummy. If the map is made for each value number and each vehicle speed and stored in the memory 37 in advance as a pedestrian physique type estimation threshold value, the impact acceleration signal waveform obtained from the second sensor 32 at the time of an actual collision has a predetermined magnitude relationship. When the collision target S is a pedestrian, the time from the contact detection time of the collision target S by the first sensor 31 to the generation time of the last peak value By comparing the pedestrian physique type estimation threshold corresponding to the number of peak values and the vehicle speed stored in the memory 37, the pedestrian can be a short stature pedestrian such as a child or an adult It is possible to estimate how long pedestrian.

  In particular, since the second sensor 32 is provided at a position below the bumper beam 15, even if the collision target is a short pedestrian whose leg is positioned below the bumper beam, such as a child, the bumper lower portion 16b The impact acceleration accompanying the collision with the leg can be detected, and an impact acceleration signal waveform having a plurality of peak values satisfying a preset magnitude relationship can be obtained with certainty. Therefore, it is possible to accurately and quickly estimate whether the collision target is a short stature pedestrian or a high stature pedestrian.

  2, 3, 5, and 7 are shock acceleration signal waveforms when the vehicle 11 collides with the collision target S at a speed of 40 km / h, with the vertical axis representing acceleration (G) and the horizontal axis representing time. 2 and 3 show a case where the collision target S is a box shape, FIG. 5 shows a case where the collision target S is a 6-year-old dummy (a child who is a short stature pedestrian), and FIG. The case where S is an AM 50% dummy (adult who is a tall pedestrian) is shown.

  Hereinafter, the operation of the vehicle collision target estimation device 30 according to the present embodiment will be described with reference to the flowchart shown in FIG.

  In the estimation circuit 36 of the control unit 35, the outputs of the first sensor 31 and the second sensor 32 are monitored and the vehicle speed signal from the vehicle speed sensor 34 is monitored. It is determined whether or not the collision target S has collided with the bumper face 16 (step S1). When the first sensor 31 is turned on, the impact acceleration output from the second sensor 32 from that point in time is determined. The signal is processed to determine whether there are three significant peak values in the impact acceleration signal waveform (step S2).

  As a result, if there are three peak values (Yes in step S2), then whether or not the second peak value of the three peak values is minimum, that is, whether or not the collision target S is a pedestrian. Judgment is made (step S3).

  As a result, when it is determined that the second peak value is minimum (Yes in step S3), it is determined that the collision target S is a pedestrian. Then, the pedestrian physique type estimation threshold value corresponding to the three peak value numbers and the vehicle speed by the vehicle speed sensor 34 at the time when the output of the first sensor 31 is turned on is read from the memory 37, and the first sensor 31. The time from the time when the output is turned on to the time when the last peak value (in this case, the third peak value) of the impact acceleration signal actually obtained by the second sensor 32 occurs is the pedestrian that has been read It is determined whether or not the physique type estimation threshold or less (step S4).

  As a result, when it is determined that the pedestrian physique type is less than or equal to the threshold for estimating the pedestrian type (Yes in step S4), it is estimated that the pedestrian is a short stature pedestrian such as a child, and the drive command signal generation circuit 38 is immediately used. To output a drive command signal corresponding to a short pedestrian to the actuator 22 of the vehicle secondary collision countermeasure device 20 (step S5), and the process is terminated. As a result, the actuator 22 is actuated, and the rear portion of the hood 13 is flipped up corresponding to the short stature pedestrian as shown by the phantom line, and a predetermined space portion is formed between the hood 13 and the engine room 12. Then, the impact caused by the secondary collision when the short stature pedestrian jumps up on the hood 13 and falls down is absorbed and relaxed.

  On the other hand, when it is determined that the time from when the output of the first sensor 31 is turned on to when the last peak value is generated by the second sensor 32 is longer than the read threshold for estimating the pedestrian type (The determination result in step S4 is No), the pedestrian is presumed to be a tall pedestrian such as an adult, and immediately from the drive command signal generation circuit 38 to the actuator 22 of the secondary collision countermeasure device 20 for vehicles. A drive command signal corresponding to a tall pedestrian is output (step S6), and the process ends. As a result, the actuator 22 is activated, the rear portion of the hood 13 is flipped up corresponding to the tall pedestrian, a predetermined space is formed between the hood 13 and the engine room 12, and the tall pedestrian The impact caused by the secondary collision in the case of the hood 13 jumping up and falling down is absorbed and relaxed.

  On the other hand, if the determination result in step S2 is No, that is, if the impact acceleration signal waveform output from the second sensor 32 does not have three significant peak values, then there are two significant peak values. And it is judged whether the 2nd peak value is larger than the 1st peak value (Step S7).

  As a result, in the case of No, that is, when there are no two peak values or when there are two peak values and the second peak value is smaller than the first peak value, the collision target S is not a pedestrian. The process is terminated without outputting the drive command signal from the drive command signal generation circuit 38 to the actuator 22 of the vehicle secondary collision countermeasure device 20.

  On the other hand, when the determination result in Step S7 is Yes, it is determined that the collision target S is a pedestrian, the process proceeds to Step S4, and it is estimated whether the short stature pedestrian or the high stature pedestrian. Depending on the estimation result, the same processing as in step S5 or step S6 is performed.

  However, in the estimation process of the short stature pedestrian or the high stature pedestrian in step S4 in this case, since the number of peak values of the impact acceleration signal waveform output from the second sensor 32 is two, from the memory 37, The threshold for estimating the pedestrian type corresponding to the two peak values and the vehicle speed by the vehicle speed sensor 34 when the output of the first sensor 31 is turned on is read, and the output of the first sensor 31 is turned on. It is determined whether the time from the time point when the last peak value actually obtained by the second sensor 32 (in this case, the second peak value) occurs is equal to or less than the read threshold value for estimating the pedestrian type Then, it is estimated whether it is a short stature pedestrian or a high stature pedestrian.

  If the determination result in step S3 is No, that is, it is determined in step S2 that the impact acceleration signal waveform from the second sensor 32 has three peak values, but the second peak value is not the minimum. Thus, the collision target S is estimated to be other than a pedestrian, and the process is terminated without outputting a drive command signal from the drive command signal generation circuit 38 to the actuator 22 of the vehicular secondary collision countermeasure device 20.

  As described above, in the present embodiment, the first sensor 31 that detects contact of the bumper face 16 with the collision target S is provided on the back surface side of the bumper face 16 at substantially the same height as the bumper beam 15. A second sensor 32 that detects impact acceleration associated with the collision of the bumper lower portion 16b with the collision target S is provided in the lower radial panel 17 and the first sensor 31 detects the contact of the collision target S, and the second sensor When the impact acceleration signal waveform output from 32 has three significant peak values and the second peak value is the smallest, or has two significant peak values and the second peak value is the first When the collision target S is larger than the peak value, the collision target S is determined to be a pedestrian, and the time of occurrence of the last peak value from the collision point is the peak of the impact acceleration signal waveform obtained from the second sensor 32. The pedestrian is estimated to be a short stature pedestrian when the number is below the threshold for estimating the pedestrian type corresponding to the number of values and the vehicle speed at the time of the collision. Since the person is estimated to be a tall pedestrian, it is possible to accurately and quickly estimate whether the collision target S is a short pedestrian or a tall pedestrian with a simple and inexpensive configuration. Moreover, when it is estimated that the pedestrian is a short pedestrian or a tall pedestrian, the drive command signal generation circuit 38 corresponds to the short pedestrian or the tall pedestrian with respect to the actuator 22 of the vehicle secondary collision countermeasure device 20. Since the drive command signal is output, the impact caused by the secondary collision when the pedestrian jumps up and falls down on the hood 13 is surely absorbed and reduced according to the short stature pedestrian or the high stature pedestrian. Thus, the reliability of the secondary collision countermeasure device 20 for a vehicle can be improved.

(Second Embodiment)
9 and 10 show a second embodiment of the present invention. FIG. 9 is a conceptual diagram showing a schematic configuration of a vehicle secondary collision countermeasure device including a vehicle collision target estimation device, and FIG. It is a flowchart for demonstrating operation | movement of the collision object estimation apparatus for vehicles shown in FIG.

  In the present embodiment, in the first embodiment, a third sensor 33 made of, for example, an acceleration sensor for detecting the impact acceleration of the bumper beam 15 is added on the bumper beam 15 so that the collision target S is smaller than the bumper beam 15. Whether an obstacle, a low center of gravity obstacle higher than the bumper beam 15 and having a low center of gravity, a short stature pedestrian, or a high stature pedestrian is estimated.

  Thus, when the third sensor 33 is provided, from the third sensor 33, depending on whether the collision target S is a small obstacle, a low center of gravity obstacle, a low stature pedestrian, or a high stature pedestrian, Impact acceleration signal waveforms as shown by broken lines in FIGS. 2, 3, 5, and 7 are obtained.

  Here, since the collision target S does not collide with the bumper beam 15 when the collision target S is a small obstacle, the change in the impact acceleration signal obtained from the third sensor 33 is gentle as shown in FIG. However, in the case of a low center of gravity obstacle in which the collision target S collides with the bumper beam 15, a short stature pedestrian, or a high stature pedestrian, as shown in FIG. 3, FIG. 5, and FIG. Becomes steep. Moreover, when the collision target S is a short stature pedestrian or a high stature pedestrian, it is obtained from the third sensor 33 immediately before the initial impact acceleration (first peak value R1) output from the second sensor 32. Where the peak value B of the impact acceleration signal is greater than the first peak value R1, the magnitude relationship is reversed when the collision target S is a low center of gravity obstacle.

  Therefore, in the present embodiment, in addition to the pedestrian physique type estimation threshold described in the first embodiment, whether the collision target S is a short stature pedestrian or a high stature pedestrian or a low center of gravity obstacle is stored in the memory 37. In order to distinguish between them, as a threshold for the initial impact acceleration obtained from the second sensor 32, a threshold for pedestrian estimation that is mapped for each speed and associated with the output of the third sensor 33 is stored in advance.

  Hereinafter, the operation of the vehicle collision target estimation apparatus 30 according to the present embodiment will be described with reference to the flowchart shown in FIG.

  The estimation circuit 36 of the control unit 35 first monitors the outputs of the first sensor 31, the second sensor 32, and the third sensor 33 and monitors the vehicle speed signal from the vehicle speed sensor 34. It is determined whether or not the impact acceleration is detected (step S11).

  As a result, when the second sensor 32 detects the impact acceleration (Yes in step S11), it is next determined whether or not the output of the first sensor 31 is on (step S12).

  Here, when the output of the first sensor 31 is off (No in step S12), the collision target S is estimated to be a small obstacle having a height lower than that of the bumper beam 15 (step S13), and a drive command is issued. The process ends without outputting a drive command signal from the signal generation circuit 38 to the actuator 22 of the vehicle secondary collision countermeasure device 20.

  On the other hand, when the output of the first sensor 31 is on (Yes in step S12), the vehicle speed by the vehicle speed sensor 34 when the output of the first sensor 31 is turned on, Based on the output of the three sensors 33, the corresponding threshold for estimating the pedestrian is read from the memory 37, and it is determined whether or not the initial impact acceleration detected by the second sensor 32 is smaller than the read threshold for estimating the pedestrian. Judgment is made (step S14).

  As a result, when it is determined that the initial impact acceleration detected by the second sensor 32 exceeds the pedestrian estimation threshold (No in step S14), the collision target S is estimated as a low center of gravity obstacle (step S14). S15), the process is terminated without outputting a drive command signal from the drive command signal generating circuit 38 to the actuator 22 of the vehicle secondary collision countermeasure device 20.

  On the other hand, when it is determined that the initial impact acceleration detected by the second sensor 32 is equal to or less than the pedestrian estimation threshold (Yes in step S14), the collision target S is estimated to be a pedestrian (step S16).

  Thereafter, in steps S17 to S22, the same processing as in steps S2 to S7 in the first embodiment is performed to estimate whether the pedestrian is a short stature pedestrian or a high stature pedestrian, and to the estimation result. Accordingly, a drive command signal corresponding to a short stature pedestrian or a high stature pedestrian is output from the drive command signal generation circuit 38 to the actuator 22 of the vehicle secondary collision countermeasure device 20, and the process is terminated. Note that step S17 in FIG. 10 corresponds to step S2 in FIG. 8, step S18 in FIG. 10 corresponds to step S3 in FIG. 8, step S19 in FIG. 10 corresponds to step S4 in FIG. Step S20 corresponds to step S5 in FIG. 8, step S21 in FIG. 10 corresponds to step S6 in FIG. 8, and step S22 in FIG. 10 corresponds to step S7 in FIG.

  Thus, according to the present embodiment, the collision target S is a small obstacle lower than the bumper beam 15 or the bumper beam 15 with a simple configuration in which the third sensor 33 is added to the configuration of the first embodiment. It is possible to distinguish whether it is a high-low-center-of-gravity obstacle, a low-height pedestrian such as a child, or a high-height pedestrian such as an adult. In the same manner as in the first embodiment, the driving command signal generation circuit 38 corresponds to the short pedestrian or the high pedestrian with respect to the actuator 22 of the vehicle secondary collision countermeasure device 20. Since the drive command signal is output, the impact caused by the secondary collision when the pedestrian jumps up and falls down on the hood 13 is surely absorbed and reduced according to the short stature pedestrian or the high stature pedestrian. Can be used for vehicles It is possible to improve the reliability of the next collision protection device 20.

  In addition, this invention is not limited to the said embodiment, A various change is possible in the range which does not deviate from the meaning of invention. For example, the second sensor is not limited to the case where the second sensor is provided on the radiator panel 17, but is located below the bumper beam 15 at the front portion of the vehicle 11 and receives other impact loads due to collisions with pedestrians or entanglement of obstacles. It can also be provided and attached to a vehicle member. Further, in the case where an impact acceleration signal waveform having three peak values is obtained from the second sensor 32, the threshold for estimating the pedestrian physique type for determining whether the collision target S is a short stature pedestrian or a high stature pedestrian is The time from the time when the output of the first sensor 31 is turned on to the time when the second peak value of the output from the second sensor 32 occurs can also be set. Furthermore, the vehicle secondary collision countermeasure device 20 that raises the hood 13 is not limited to the case where the amount of hood jumping is controlled depending on whether the colliding pedestrian is a short stature pedestrian or a high stature pedestrian. It is also possible to control the timing of starting the jumping 13 and the jumping operation speed of the hood 13. Further, the present invention is applied to a pedestrian protection countermeasure bumper device as disclosed in Patent Document 1, and the low level of the two-stage bumper structure is determined depending on whether the collision target is a low-height pedestrian or a high-height pedestrian. It is possible to control the height of the bumper, to control the movement resistance of the stroke type shock absorbing member for advancing and retracting the lower bumper, and to effectively apply to other pedestrian protection devices.

It is a conceptual diagram which shows schematic structure of the secondary collision countermeasure device for vehicles provided with the pedestrian estimation device for vehicles which concerns on 1st Embodiment of this invention. It is a wave form diagram which shows the impact acceleration signal obtained when a collision object is a small obstruction. Similarly, it is a waveform diagram showing an impact acceleration signal obtained when the collision target is a low center of gravity obstacle. It is a figure which shows the vehicle collision aspect in case a collision object is a short stature pedestrian, such as a child. Similarly, it is a waveform diagram showing an impact acceleration signal obtained when the collision target is a short stature pedestrian such as a child. It is a figure which shows the vehicle collision aspect in case a collision object is a tall pedestrian, such as an adult. Similarly, it is a waveform diagram showing an impact acceleration signal obtained when the collision target is a tall pedestrian such as an adult. It is a flowchart for demonstrating operation | movement of the pedestrian estimation apparatus for vehicles shown in FIG. It is a conceptual diagram which shows schematic structure of the secondary collision countermeasure apparatus for vehicles provided with the pedestrian estimation apparatus for vehicles which concerns on 2nd Embodiment of this invention. It is a flowchart for demonstrating operation | movement of the pedestrian estimation apparatus for vehicles shown in FIG.

Explanation of symbols

11 Vehicle 12 Engine Room 13 Hood 15 Bumper Beam 16 Bumper Face 17 Radiator Panel Lower (Radipanero)
DESCRIPTION OF SYMBOLS 20 Secondary collision countermeasure apparatus for vehicles 21 Hood holding mechanism 22 Actuator 23 Piston 30 Pedestrian estimation apparatus for vehicles 31 1st sensor 32 2nd sensor 33 3rd sensor 34 Vehicle speed sensor 35 Control part 36 Estimation circuit (estimation means)
37 Memory (storage means)
38 Drive command signal generation circuit (estimated signal output means)
S collision target

Claims (5)

In the vehicle collision target estimation method for estimating the type of collision target with which the vehicle collided,
A first sensor is disposed at substantially the same height as the bumper beam on the bumper face that covers the bumper beam at the front of the vehicle, and the contact from the output to the collision target at the front of the vehicle is monitored.
A second sensor is disposed at a position below the bumper beam at the front of the vehicle, and the impact acceleration associated with the collision of the vehicle front with the collision target is monitored from the output thereof,
Furthermore, a vehicle speed sensor is arranged on the vehicle, and the vehicle speed of the vehicle is monitored from the output,
The first sensor detects a collision target contact, and the impact acceleration signal waveform output from the second sensor has a plurality of peak values satisfying a preset magnitude relationship, and the collision by the first sensor. For estimating the pedestrian physique type that is set in advance according to the number of peak values and the vehicle speed at the time of contact detection of the collision target by the first sensor, from the time of detection of the target contact to the time of occurrence of the predetermined peak value When the vehicle is below a threshold, the collision target is estimated as a short stature pedestrian, and when the pedestrian physique type estimation threshold is exceeded, the collision target is estimated as a high stature pedestrian. Object estimation method. A third sensor is arranged at substantially the same height as the bumper beam at the front of the vehicle, and the impact acceleration accompanying a collision from the output to the collision target at the front of the vehicle is monitored.
When only the second sensor detects impact acceleration, the collision target is estimated as a small obstacle lower than the installation height of the first sensor,
The second sensor detects impact acceleration, the first sensor detects a collision target contact, and the initial impact acceleration detected from the second sensor is a collision target contact detection time point by the first sensor. When the threshold value for pedestrian estimation set in advance according to the vehicle speed and the initial impact acceleration detected by the third sensor is exceeded, the collision target is estimated as a low center of gravity obstacle, and is equal to or less than the pedestrian estimation threshold value. When the collision target is a short stature pedestrian or a high stature pedestrian based on the number of peak values of the impact acceleration signal waveform output from the second sensor and its magnitude relationship and the threshold for estimating the pedestrian physique type The vehicle collision target estimation method according to claim 1, wherein the vehicle collision target estimation method is estimated. In a vehicle collision target estimation device for estimating the type of collision target with which the vehicle collided,
A first sensor that is disposed at substantially the same height position as the bumper beam of the bumper face that covers the bumper beam at the front of the vehicle, and detects contact of the bumper face with a collision target;
A second sensor arranged at a position below the bumper beam to detect an impact acceleration accompanying a collision of the front portion of the vehicle with the collision target;
A vehicle speed sensor for detecting the vehicle speed of the vehicle;
Storage means for storing a pedestrian physique type estimation threshold set in advance according to the number of peak values of the impact acceleration signal waveform output from the second sensor and the vehicle speed detected from the output of the vehicle speed sensor;
The outputs of the first sensor, the second sensor, and the vehicle speed sensor are monitored, the first sensor detects a collision target contact, and the impact acceleration signal waveform output from the second sensor is set in advance. It has a plurality of peak values satisfying the magnitude relationship, and the time from the contact detection time of the collision target by the first sensor to the generation point of the predetermined peak value is the number of peak values and the collision target by the first sensor When the pedestrian physique type estimation threshold is less than or equal to the threshold for estimating the pedestrian physique stored in the storage means according to the vehicle speed at the time of the contact detection, the collision target is estimated as a short stature pedestrian, When exceeding, an estimation means for estimating the collision target as a tall pedestrian,
A collision object estimation device for a vehicle characterized by comprising: A third sensor that is disposed at substantially the same height as the bumper beam at the front of the vehicle and detects an impact acceleration associated with a collision of the front of the vehicle with the collision target;
The storage means further stores in advance a pedestrian estimation threshold value set in accordance with the vehicle speed detected by the vehicle speed sensor and the initial impact acceleration detected by the third sensor,
When only the second sensor detects the impact acceleration, the estimation means estimates the collision target as a small obstacle having a height lower than the installation height of the first sensor, and the second sensor detects the impact acceleration. , The first sensor detects the contact of the collision target, and the initial impact acceleration detected from the second sensor is the vehicle speed and the third sensor at the time of the contact detection of the collision target by the first sensor. When the pedestrian estimation threshold stored in the storage means is exceeded in accordance with the initial impact acceleration detected from the vehicle, the collision target is estimated as a low center of gravity obstacle, and when the pedestrian estimation threshold is less than or equal to Based on the number of peak values of the impact acceleration signal waveform output from the second sensor and the magnitude relationship thereof, and the threshold for estimating the pedestrian physique type stored in the storage means, the collision target has a short stature Vehicle collision object estimation apparatus according to claim 3, wherein the estimating whether ascetic or tall pedestrian. 5. The vehicle collision target estimation device according to claim 3, further comprising an estimation signal output unit that outputs an estimation signal based on an estimation result of the estimation unit.

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