JP2011137743A - Device for detecting collision - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accurately discriminate a collision object. <P>SOLUTION: A collision detection device includes a collision detection ECU 26 connecting to a pressure sensor 24 detecting an internal pressure of a pressure chamber 22, and a vehicle speed sensor 28 for detecting a vehicle speed. The collision detection ECU 26 obtains a conversion vehicle speed signal by subtracting a predetermined value α from a vehicle signal of the vehicle speed sensor 28, using a predetermined vehicle speed conversion map, or the like, and obtains an effective mass of the collision object based on the obtained conversion vehicle speed signal and an impulse signal obtained by time integration of a pressure signal detected by the pressure sensor 24. When the obtained effective mass exceeds a predetermined threshold, it is discriminated that the collision object is a pedestrian. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a collision detection apparatus, and more particularly to a collision detection apparatus that detects a collision based on a pressure change in a bumper of a vehicle.

  2. Description of the Related Art Conventionally, a collision detection apparatus that can determine whether or not a collision object that collides with a vehicle bumper is a pedestrian has been proposed.

For example, the technique described in Patent Document 1 includes a chamber member disposed in a vehicle bumper, a pressure sensor that detects a pressure in the chamber space, a vehicle speed sensor, and a controller. The absorption energy of the vehicle bumper is obtained using an approximate expression or table indicating the correlation between the maximum value of the pressure change detected by the sensor and the absorption energy of the vehicle bumper, and the equation M = 2E ₁ / V ² is obtained from the obtained absorption energy. It is proposed that the effective mass M of the colliding object is calculated by the above, and the type of the colliding object is determined to be a pedestrian when the effective mass M is not less than a predetermined threshold value or within a range.

  Further, in the technique described in Patent Document 2, the front end of a chamber member that is disposed on the vehicle front side of the bumper reinforcement in the vehicle bumper and in which the chamber space is formed is located in front of the vehicle of the bumper reinforcement in the vehicle bumper. It is arranged on the side and located on the rear side of the vehicle with respect to the front end of the absorber that is deformed and absorbs the impact, so that only the absorber is deformed at the time of a light collision that does not require activation of the pedestrian protection device. Since the chamber member is not deformed, it has been proposed to prevent a pressure change in the chamber space.

JP 2009-227087 A JP 2009-18734 A

  However, in the case of a structure in which the length of the absorber in the vehicle longitudinal direction of the absorber arranged in parallel vertically with respect to the chamber protrudes forward from the chamber as in the technique described in Patent Document 2, at the initial stage of the collision Only the absorber is deformed, the pressure in the chamber does not change, and there is a dead zone. Therefore, in the case of a low-speed collision, the effective mass becomes 0 (or a smaller mass than the actual mass) at the beginning of the collision, and the collision target cannot be accurately determined.

  The present invention has been made in consideration of the above-described facts, and an object thereof is to make it possible to accurately determine a collision target.

  In order to achieve the above object, a first aspect of the present invention provides a pressure detecting means for detecting the pressure of a pressure chamber disposed in a vehicle bumper, a vehicle speed detecting means for detecting a vehicle speed, and the pressure detecting means. Discriminant value calculating means for calculating a discriminant value for discriminating the type of the collision object based on the detection result and the detection result of the vehicle speed detecting means, and until the pressure chamber is deformed after the vehicle bumper surface is deformed by the collision. Correction means for correcting the discriminant value based on the energy required for the correction, and discriminating means for discriminating the type of the collision object based on the correction value corrected by the correction means.

  According to the first aspect of the present invention, the pressure detecting means detects the pressure of the pressure chamber disposed in the vehicle bumper, and the vehicle speed detecting means detects the vehicle speed.

  The discriminant value calculating means calculates a discriminant value for discriminating the type of the collision object based on the detection results of the pressure detecting means and the vehicle speed detecting means. The discriminant value calculation means may calculate the effective mass of the collision object as the discriminant value based on the detection result of the pressure detection means and the detection result of the vehicle speed detection means, for example, as in the invention described in claim 4. Good. That is, the effective mass of the collision object can be calculated as a discriminant value by utilizing the fact that the impulse generated by the collision is equal to the momentum.

  Further, the correction means corrects the discriminant value based on the energy required until the chamber space is deformed after the vehicle bumper surface is deformed by the collision.

  Then, the discrimination means discriminates the type of the collision object based on the discrimination value corrected by the correction means.

  That is, by correcting the discriminant value by the correcting unit, the dead zone of the pressure detecting unit due to the space existing between the bumper surface and the chamber member, the absorber, or the like is corrected, and the type of the collision object is determined using the corrected discriminant value. Therefore, it is possible to accurately determine the collision target.

  As in the invention described in claim 2, the correction means corrects the detection result of the vehicle speed detection means based on the energy required from the deformation of the vehicle bumper surface to the deformation of the pressure chamber. May be corrected. For example, the discriminant value is obtained by correcting the detection result of the vehicle speed detection means by subtracting a predetermined conversion vehicle speed from the actual vehicle speed based on the energy required from the deformation of the vehicle bumper surface to the deformation of the pressure chamber. It is possible to correct, and thus it is possible to accurately determine the collision target.

  Further, as in the invention described in claim 3, the correction means is discriminated by correcting the detection result of the pressure detection means based on the energy required from the deformation of the vehicle bumper surface to the deformation of the pressure chamber. The value may be corrected. For example, a predetermined impulse value based on the energy required from the deformation of the vehicle bumper surface to the deformation of the pressure chamber is added to the impulse value obtained from the actual pressure, and the detection result of the pressure detection means is obtained. By correcting, the discriminant value can be corrected, and thereby the collision target can be accurately discriminated.

  As described above, according to the present invention, it is possible to accurately determine the collision target by correcting the determination value for determining the type of the collision object and determining the type of the collision object. effective.

It is a figure which shows schematic structure of the collision detection apparatus concerning embodiment of this invention. (A) It is a figure which shows the case where only an absorber deform | transforms, (B) It is a figure which shows the case where a pressure chamber deform | transforms, (C) is a figure for demonstrating the dead zone of a pressure sensor. (A) is a functional block diagram which shows the function of collision detection ECU of the collision detection apparatus concerning embodiment of this invention, (B) is a figure which shows a vehicle speed conversion map. It is a flowchart which shows an example of the flow of the process performed by collision detection ECU of the collision detection apparatus concerning 1st Embodiment of this invention. It is a figure for demonstrating the discrimination | determination result of the collision object when not correcting a vehicle speed signal and when correcting a vehicle speed signal. (A) is a functional block diagram which shows the function of collision detection ECU in the collision detection apparatus concerning 2nd Embodiment of this invention, (B) is a figure which shows an impulse correction map. It is a flowchart which shows an example of the flow of the process performed by collision detection ECU of the collision detection apparatus concerning 2nd Embodiment of this invention. It is a figure for demonstrating the discrimination | determination result of the collision object when not correcting an impulse signal, and when correcting an impulse signal, (A) shows the case where an impulse signal is not corrected, (B) is force. It is a figure which shows the case where a product signal is correct | amended.

  Hereinafter, an example of an embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 is a diagram showing a schematic configuration of a collision detection apparatus according to an embodiment of the present invention. In the figure, an arrow FR indicates a forward direction in the vehicle longitudinal direction, and an arrow UP indicates an upward direction in the vehicle vertical direction.

  As shown in FIG. 1, a collision detection apparatus 10 according to an embodiment of the present invention discriminates a collision object to a front bumper 12 disposed at the front end of an automobile.

  The front bumper 12 includes a bumper reinforcement 14. The bumper reinforcement 14 is made of, for example, a metal (such as iron or aluminum) material, a resin material, or the like, and is formed as a skeleton member that is long in the vehicle width direction. The bumper reinforcement 14 is supported by the vehicle body across the front ends of a pair of left and right skeleton members on the vehicle body side (not shown).

  The front bumper 12 includes a bumper cover 16 that covers the bumper reinforcement 14 from the outside in the vehicle longitudinal direction, that is, from the front side. The bumper cover 16 is made of a resin material or the like, and is supported by the vehicle body at a portion (not shown) so that a space S is formed between the bumper cover 16 and the bumper reinforcement 14.

  In the space S between the bumper reinforcement 14 and the bumper cover 16 in the front bumper 12, a chamber member 18 and an absorber 20 as a buffer member are arranged. The chamber member 18 is provided on the upper front side of the bumper reinforcement 14, and the absorber 20 is provided on the lower front surface of the bumper reinforcement 14.

  The absorber 20 is provided along the bumper reinforcement 14 in the vehicle width direction, and is made of, for example, a foamed member (polypropylene foam or the like). The shape of the absorber 20 is not limited to the cross-sectional shape shown in FIG.

  The chamber member 18 constitutes a pressure chamber 22 having a hollow structure elongated in the vehicle width direction, and is fixed to the upper portion of the front surface of the bumper reinforcement 14.

  The chamber member 18 has a rigidity capable of maintaining its hollow shape (the shape of the pressure chamber 22) in a state where the chamber member 18 is fixed to the front surface of the bumper reinforcement 14 at the rear end portion.

  Further, the collision detection device 10 is provided with a pressure sensor 24 that outputs a signal corresponding to the pressure in the pressure chamber 22. A signal output from the pressure sensor 24 is output to the collision detection ECU 26.

  A vehicle speed sensor 28 that detects the vehicle speed is connected to the collision detection ECU 26, and a vehicle speed signal detected by the vehicle speed sensor 28 is input thereto.

  The collision detection ECU 26 calculates a determination value for determining the type of the collision object. Specifically, the collision object weight is estimated as a discriminant value based on the pressure signal from the pressure sensor 24 and the vehicle speed signal. More specifically, when the input load F, time: t, effective mass M, and vehicle speed V are set, the impulse and the momentum generated by the collision are equal, so the relationship of MV = Ft is obtained, and the effective mass M = Ft / V. That is, since the effective mass M can be obtained from the impulse and the vehicle speed V, the effective mass is calculated as a discrimination value. The impulse is obtained by integrating the pressure signal of the pressure sensor 22 over time because the load input by the collision corresponds to the pressure change in the pressure chamber 22.

  Further, the collision detection ECU 26 determines a collision object based on the effective mass M as a determination value. Specifically, the collision detection ECU 26 determines that the collision object is a pedestrian when the obtained effective mass M exceeds a predetermined threshold value. Thereby, in the collision detection apparatus 10, it can discriminate | determine whether the collision object to the front bumper 12 is a pedestrian or a fixed object on the road, such as a roadside marker pole.

  Furthermore, the collision detection ECU 26 outputs the determination result to a device such as a pedestrian protection device. And a pedestrian protection apparatus operates the apparatus for protecting a pedestrian, when a collision result is a pedestrian as a result of discrimination.

  Incidentally, as described above, the collision detection apparatus 10 according to the present embodiment discriminates the collision object based on the pressure change in the pressure chamber 22, but there is a space between the bumper cover 16 and the pressure chamber 22. Since the S and the absorber 20 are interposed, as shown in FIG. 2A, even if the collision object and the bumper cover 16 collide, only the absorber 20 is deformed and no pressure change occurs in the pressure chamber 22, and FIG. As shown in B), a pressure change occurs in the pressure chamber 22 when the collision object further enters. Therefore, as shown in FIG. 2C, the pressure sensor 22 has a dead zone, the output at low speed becomes small, the effective mass at the time of low speed collision becomes small, and it becomes difficult to discriminate that it is a pedestrian collision.

Therefore, the collision detection ECU 26 according to the present embodiment corrects the dead zone portion of the pressure sensor 22 based on the energy required from the deformation of the bumper cover 16 to the deformation of the pressure chamber 22 to detect the collision object. It is to be determined. Specific correction methods will be described in the following embodiments.
(First embodiment)
Here, a schematic configuration of the collision detection ECU 26 in the collision detection apparatus 10 according to the first embodiment of the present invention that corrects the dead zone portion of the pressure sensor 22 described above will be described. FIG. 3A is a functional block diagram showing functions of the collision detection ECU 26 of the collision detection apparatus 10 according to the embodiment of the present invention.

  In this embodiment, in order to correct the effective mass as the discriminant value for discriminating the collision object, the discriminant value is corrected by correcting the vehicle speed for obtaining the effective mass.

  The collision detection ECU 26 of this embodiment includes functions of a vehicle speed correction unit 30, an effective mass calculation unit 32, and a pedestrian determination unit 34.

  A vehicle speed signal detected by the vehicle speed sensor 28 is input to the vehicle speed correction unit 30. The vehicle speed correction unit 30 obtains a converted vehicle speed signal obtained by subtracting a predetermined value α from the vehicle speed signal of the vehicle speed sensor 28 using a predetermined vehicle speed conversion map or the like, and outputs the converted vehicle speed signal to the effective mass calculation unit 32. .

  The vehicle speed conversion map is for obtaining a converted vehicle speed obtained by subtracting a predetermined value from the vehicle speed signal detected by the vehicle speed sensor. For example, the vehicle speed conversion map shown in FIG. 3B can be applied. . The vehicle speed map may be a lookup table in which the converted vehicle speed for the vehicle speed signal detected by the vehicle speed sensor 28 is stored in advance, or a predetermined value α is subtracted from the vehicle speed signal detected by the vehicle speed sensor 28. An arithmetic expression may be used.

  In addition, a signal obtained by time-integrating the pressure signal detected by the pressure sensor 24 is input to the effective mass calculation unit 32 as an impulse signal, and a vehicle speed signal is input from the vehicle speed correction unit 30. The effective mass calculation unit 32 calculates the effective mass based on the input impulse signal and vehicle speed signal, and outputs the calculation result to the pedestrian determination unit 34. Specifically, the effective mass is calculated by effective mass [kg] = impact [N / s] / converted vehicle speed [km / h] × 3.6. 3.6 is a value obtained by unit conversion.

  The pedestrian determination unit 34 determines whether or not the effective mass calculated by the effective mass calculation unit 32 is equal to or greater than a predetermined threshold, and determines that the collision object is a pedestrian when the determination is positive. When the determination is negative, it is determined that the collision object is a fixed object on the road other than the pedestrian. And a discrimination | determination result is output to apparatuses, such as a pedestrian protection apparatus.

  Subsequently, a flow of processing performed by the collision detection ECU 26 of the collision detection apparatus 10 according to the first embodiment of the present invention configured as described above will be described. FIG. 4 is a flowchart showing an example of the flow of processing performed by the collision detection ECU 26 of the collision detection apparatus 10 according to the first embodiment of the present invention.

  First, in step 100, the pressure signal detected by the pressure sensor 24 is input to the collision detection ECU 26, and the process proceeds to step 102.

  In step 102, the collision detection ECU 26 determines whether or not there is a pressure change in the pressure chamber 22. The determination determines whether or not there is a change in the detection result of the pressure signal. If the determination is negative, the process returns to step 100 and the pressure in the pressure chamber 22 is detected again, and the determination is positive. Then, the process proceeds to step 104.

  In step 104, the time integration of the pressure signal is detected by the collision detection ECU 26, and the routine proceeds to step 106. That is, the impulse applied to the pressure chamber 22 is calculated.

  In step 106, the vehicle speed signal detected by the vehicle speed sensor 28 is input to the collision detection ECU 26, and the process proceeds to step 108.

  In step 108, the vehicle speed signal is corrected by the collision detection ECU 26, and the routine proceeds to step 110. That is, as described above, the converted vehicle speed signal obtained by subtracting a predetermined value from the vehicle speed signal detected by the vehicle speed sensor 28 is calculated by the vehicle speed correction unit 30.

  In step 110, the effective mass of the collision object is calculated by the collision detection ECU 26, and the process proceeds to step 112. That is, the effective mass of the collision object is calculated by the effective mass calculation unit 32 based on the vehicle speed signal corrected by the vehicle speed correction unit 30 and the impulse signal calculated in step 104.

  In step 112, it is determined by the pedestrian determination unit 34 whether or not the calculated effective mass is greater than or equal to a threshold value. If the determination is affirmative, the process proceeds to step 114. If the determination is negative, the process proceeds to step 116. .

  In step 114, it is determined that the collision object is a pedestrian, and the process proceeds to step 118. In step 116, it is determined that the collision object is a fixed object on the road other than the pedestrian, and the process proceeds to step 118. In step 116, the collision object is determined to be a fixed object on the road, but is not limited to a fixed object on the road, and may be determined to be an object other than a pedestrian.

  In step 118, the determination result is output to a device such as a pedestrian protection device, and the series of processing ends.

  That is, in this embodiment, the dead zone of the pressure sensor 24 due to the space S between the bumper cover 16 and the pressure chamber 22, the absorber 20 or the like is corrected by correcting the vehicle speed signal. This makes it possible to accurately determine a collision target such as a pedestrian.

  FIG. 5 is a diagram for explaining the collision object discrimination result when the vehicle speed signal is not corrected and when the vehicle speed signal is corrected.

  The actual vehicle speed indicated by the solid line in FIG. 5 represents the threshold value when the collision object is determined without correcting the vehicle speed signal, and the converted vehicle speed indicated by the dotted line represents the threshold value when the collision speed object is determined by correcting the vehicle speed signal. In addition, the plots and solid lines of vehicle speeds 25 [km / h], 40 [km / h], and 55 [km / h] in FIG. 5 evaluate the total variation of the vehicle. In addition, a region (on-collision output) indicated by a one-dot chain line in FIG. 5 is a region that is determined as a pedestrian, and (off-collision output) indicated by a dotted line is a region that is determined as a non-pedestrian.

As shown in FIG. 5, when the vehicle speed is not corrected, it is necessary to determine that the vehicle is a pedestrian depending on variations at vehicle speeds of 25 [km / h] and 40 [km / h]. However, it can be seen that the collision object can be accurately determined by correcting the vehicle speed, including variations.
(Second Embodiment)
Next, the collision detection ECU 26 of the collision detection apparatus according to the second embodiment of the present invention will be described. FIG. 6A is a functional block diagram showing functions of the collision detection ECU 26 in the collision detection apparatus 10 according to the second embodiment of the present invention.

  In the first embodiment, the vehicle speed is corrected as a method for correcting the discriminant value for discriminating the collision object. However, in this embodiment, the impulse is corrected, that is, the time integral value of the pressure signal is corrected. It is a thing. In addition, about the same structure as 1st Embodiment, the same code | symbol is attached | subjected and demonstrated.

  The collision detection ECU 26 of this embodiment includes functions of an impulse correction unit 36, an effective mass calculation unit 32, and a pedestrian determination unit 34.

  A signal obtained by integrating the pressure signal detected by the pressure sensor 24 with time is input to the impulse correction unit 36 as an impulse signal. The impulse correction unit 36 obtains an impulse correction signal obtained by adding a predetermined value to the impulse signal using a predetermined impulse correction map or the like, and outputs the impulse correction signal to the effective mass calculation unit 32. Yes.

  The impulse correction map is for obtaining an impulse correction signal obtained by adding a predetermined value to the impulse signal. For example, as shown in FIG. On the other hand, a map for obtaining an impulse correction signal indicated by a solid line can be applied. The impulse correction map may be a lookup table in which an impulse correction signal for the impulse signal is stored in advance, or an arithmetic expression for adding a predetermined value to the impulse signal.

  The effective mass calculation unit 32 receives an impulse correction signal from the impulse correction unit 36 and a vehicle speed signal detected by the vehicle speed sensor 28. The effective mass calculation unit 32 calculates the effective mass based on the input impulse correction signal and the vehicle speed signal, and outputs the calculation result to the pedestrian determination unit 34. Specifically, the effective mass is calculated by effective mass [kg] = impact correction value [N / s] / vehicle speed [km / h] × 3.6. 3.6 is a value obtained by unit conversion.

  The pedestrian determination unit 34 determines whether or not the effective mass calculated by the effective mass calculation unit 32 is equal to or greater than a predetermined threshold, and determines that the collision object is a pedestrian when the determination is positive. When the determination is negative, it is determined that the collision object is a fixed object on the road other than the pedestrian. And a discrimination | determination result is output to apparatuses, such as a pedestrian protection apparatus.

  Next, the flow of processing performed by the collision detection ECU 26 of the collision detection apparatus 10 according to the second embodiment of the present invention configured as described above will be described. FIG. 7 is a flowchart showing an example of the flow of processing performed by the collision detection ECU 26 of the collision detection apparatus 10 according to the second embodiment of the present invention. Note that the same processes as those in the first embodiment will be described with the same reference numerals.

  First, in step 100, the pressure signal detected by the pressure sensor 24 is input to the collision detection ECU 26, and the process proceeds to step 102.

  In step 102, the collision detection ECU 26 determines whether or not there is a pressure change in the pressure chamber 22. The determination determines whether or not there is a change in the detection result of the pressure signal. If the determination is negative, the process returns to step 100 and the pressure in the pressure chamber 22 is detected again, and the determination is positive. Then, the process proceeds to step 104.

  In step 104, the time integration of the pressure signal is detected by the collision detection ECU 26, and the process proceeds to step 105. That is, the impulse applied to the pressure chamber 22 is calculated.

  In step 105, the impulse signal is corrected by the collision detection ECU 26, and the routine proceeds to step 106. That is, as described above, the impulse correction signal obtained by adding a predetermined value to the impulse signal is calculated by the impulse correction unit 36.

  In step 106, the vehicle speed signal detected by the vehicle speed sensor 28 is input to the collision detection ECU 26, and the process proceeds to step 110.

  In step 110, the effective mass of the collision object is calculated by the collision detection ECU 26, and the process proceeds to step 112. In other words, the effective mass calculation unit 32 calculates the effective mass of the collision object based on the vehicle speed signal detected by the vehicle speed sensor 28 and the impulse correction signal corrected by the impulse correction unit 36.

  In step 112, it is determined by the pedestrian determination unit 34 whether or not the calculated effective mass is greater than or equal to a threshold value. If the determination is affirmative, the process proceeds to step 114. If the determination is negative, the process proceeds to step 116. .

  In step 114, it is determined that the collision object is a pedestrian, and the process proceeds to step 118. In step 116, it is determined that the collision object is a fixed object on the road other than the pedestrian, and the process proceeds to step 118. In step 116, the collision object is determined to be a fixed object on the road, but is not limited to a fixed object on the road, and may be determined to be an object other than a pedestrian.

  In step 118, the determination result is output to a device such as a pedestrian protection device, and the series of processing ends.

  That is, in this embodiment, the dead zone of the pressure sensor 24 due to the space S between the bumper cover 16 and the pressure chamber 22, the absorber 20, etc. is corrected by correcting the impulse signal. This makes it possible to accurately determine a collision target such as a pedestrian.

  FIG. 8 is a diagram for explaining a collision object discrimination result when the impulse signal is not corrected and when the impulse signal is corrected, and FIG. 8A shows a case where the impulse signal is not corrected. FIG. 8B shows a case where the impulse signal is corrected. In addition, the plots and solid lines of vehicle speeds 25 [km / h], 40 [km / h], and 55 [km / h] in FIG. 8 evaluate the total variation of the vehicle. Moreover, the area | region (on collision output) shown by the dashed-dotted line in FIG. 8 is an area | region which discriminate | determines from a pedestrian, and the area | region (off collision output) shown by a dotted line is an area | region discriminate | determining other than a pedestrian.

  When the impulse signal is not corrected, as shown in FIG. 8 (A), it is necessary to determine that the vehicle is a pedestrian due to variations at a vehicle speed of 25 [km / h]. there were. Moreover, although it is necessary to discriminate other than a pedestrian due to variations at a vehicle speed of 55 [km / h], there is a possibility of discriminating from a pedestrian.

  On the other hand, when the impulse is corrected, as shown in FIG. 8B, it can be seen that the collision object can be accurately discriminated including variation.

  In the above embodiment, the absorber 20 is deformed before the bumper cover 16 is deformed by the collision and the pressure chamber 22 is deformed. However, the structure of the front bumper 12 is not limited to this. Any space, absorber 20, or other member may be interposed between the cover 16 and the chamber member 18. For example, the shape of the absorber 20 may be L-shaped and disposed between the bumper cover 16 and the bumper reinforcement 14 and between the bumper cover 16 and the chamber member 18, or other shapes of the absorber 20 may be applied. Also good.

  In the above embodiment, the case where the effective mass is calculated as the discrimination value for discriminating the type of the collision object has been described as an example. However, the discrimination value is not limited to the effective mass. The type of the collision object may be determined using the impulse generated by the above as it is.

DESCRIPTION OF SYMBOLS 10 Collision detection apparatus 12 Front bumper 16 Bumper cover 18 Chamber member 20 Absorber 22 Pressure chamber 24 Pressure sensor 26 Collision detection ECU
28 Vehicle speed sensor 30 Vehicle speed correction unit 32 Effective mass calculation unit 34 Pedestrian determination unit 36 Product correction unit

Claims (4)

Pressure detecting means for detecting the pressure of a pressure chamber disposed in the vehicle bumper;
Vehicle speed detection means for detecting the vehicle speed;
A discriminant value calculating unit for calculating a discriminant value for discriminating the type of the collision object based on the detection result of the pressure detecting unit and the detection result of the vehicle speed detecting unit;
Correction means for correcting the discriminant value based on energy required until the pressure chamber is deformed after the vehicle bumper surface is deformed by a collision;
Discriminating means for discriminating the type of the collision object based on the correction value corrected by the correcting means;
A collision detection device.   The said correction | amendment means correct | amends the said discriminant value by correct | amending the detection result of a vehicle speed detection means based on energy required after a vehicle bumper surface deform | transforms until the said pressure chamber deform | transforms. Collision detection device.   The said correction | amendment means correct | amends the said discrimination | determination value by correct | amending the detection result of the said pressure detection means based on energy required after a vehicle bumper surface deform | transforms until the said pressure chamber deform | transforms. Collision detection device.   The said discriminant value calculation means calculates the effective mass of a collision object as said discriminant value based on the detection result of the said pressure detection means, and the detection result of the said vehicle speed detection means. Collision detection device.

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