JP2015042504A - Pedestrian detection device and pedestrian detection method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly discern pedestrian collision from non-pedestrian collision in the main.SOLUTION: A pedestrian detection device 23 comprises: a collision detection apparatus 24; and a collision determination unit 26 which determines collision by using a detection value 25 of the collision detection apparatus 24. The collision detection apparatus 24 is installed in a front bumper 28 of a vehicle 21 and operates as an acceleration sensor 33 which outputs acceleration data 31 and 32. The collision determination unit 26 discerns pedestrian collision from non-pedestrian collision on the basis of target discernible frequency components 31a and 32a which have different wave forms in pedestrian collision from the ones in non-pedestrian collision among various frequency components included in the acceleration data 31 and 32 output by the acceleration sensor 33.

Description

  The present invention relates to a pedestrian detection device and a pedestrian detection method.

  Vehicles such as automobiles are provided with various safety devices. Such safety devices include pedestrian protection devices for protecting pedestrians. And in order to operate this pedestrian protection apparatus, a pedestrian detection apparatus is provided (for example, refer patent document 1).

  As shown in FIG. 9, the pedestrian detection device 2 for operating the pedestrian protection device 1 is a pedestrian using a collision detector 3 for detecting a collision and a detection value 4 of the collision detector 3. A collision determination unit 5 that determines a collision.

  And the above-mentioned collision detector 3 is installed in the vehicle front part, and has the acceleration sensor 3a which outputs the acceleration data 4a as the detected value 4, and the pressure sensor 3b which outputs the pressure data 4b as the detected value 4. It is supposed to be something. Further, the above-described collision determination unit 5 inputs the acceleration data 4a from the acceleration sensor 3a and the pressure data 4b from the pressure sensor 3b, and each of these data is for pedestrian collision determination set in advance. When it becomes larger than the thresholds 6a and 6b, it is determined that a pedestrian collision is determined.

  And when the collision determination part 5 determines with a pedestrian collision, the collision determination part 5 sends the operation signal 7 to the above-mentioned pedestrian protection apparatus 1, operates the pedestrian protection apparatus 1, and the pedestrian protection apparatus 1 To protect pedestrians.

Japanese Patent No. 5077739

However, the pedestrian detection device 2 described in Patent Document 1 has the following problems.
That is, the pedestrian collision is determined by simple comparison between the acceleration data 4a from the acceleration sensor 3a and the pressure data 4b from the pressure sensor 3b, and the preset pedestrian collision determination thresholds 6a and 6b. Therefore, it is possible to clearly identify a pedestrian collision and a collision (hereinafter referred to as a non-pedestrian collision) with an obstacle on a road such as a stone (hereinafter referred to as a non-pedestrian collision). could not.

  Therefore, the main object of the present invention is to solve the above-described problems and to clearly distinguish between a pedestrian collision and a non-pedestrian collision.

In order to solve the above problems, the present invention provides:
A collision detector for detecting a collision installed in the vehicle;
In a pedestrian detection device having a collision determination unit that determines a collision using a detection value of the collision detector,
The collision detector is installed in a front bumper of a vehicle and is an acceleration sensor that outputs acceleration data as the detected value.
Among the various frequency components included in the acceleration data from the acceleration sensor, the collision determination unit,
The present invention is characterized in that pedestrian collisions and non-pedestrian collisions are identified based on target identifiable frequency components having different waveforms for pedestrian collisions and non-pedestrian collisions.
Moreover, the pedestrian detection method which distinguishes a pedestrian collision and a non-pedestrian collision using the said pedestrian detection apparatus is characterized.

  According to the present invention, it is possible to identify a pedestrian collision and a non-pedestrian collision based on the difference in the waveform of the target identifiable frequency component included in the acceleration data.

It is a control system diagram which shows the pedestrian detection apparatus figure concerning the Example of this invention. It is a graph which shows the acceleration data from an acceleration sensor. The vertical axis of this graph is acceleration (G), and the horizontal axis is time (Time (sec)). It is a graph which shows the acceleration data in the case of a pedestrian collision. The vertical axis of this graph is acceleration (G), and the horizontal axis is time (Time (sec)). It is the graph which made the acceleration data of the pedestrian collision of FIG. 3 three-dimensional. In this graph, the first horizontal axis (left axis) is frequency (Frequency (Hz)), the second horizontal axis (right axis) is time (Time (sec)), and the height axis is acceleration. (G). FIG. 4 is a graph in which the acceleration data of the pedestrian collision in FIG. 3 is subjected to frequency decomposition and the output is color-coded for each frequency (color distribution diagram). The vertical axis of this graph is frequency (Frequency (Hz)), and the horizontal axis is time (Time (sec)). It is a graph which shows the object identifiable frequency component contained in the acceleration data of the pedestrian collision frequency-resolved in FIG. The vertical axis of this graph is acceleration (G), and the horizontal axis is time (Time (sec)). FIG. 3 is a graph in which acceleration data of a non-pedestrian collision in FIG. 2 is frequency-resolved and output is color-coded for each frequency (color distribution diagram). The vertical axis of this graph is frequency (Frequency (Hz)), and the horizontal axis is time (Time (sec)). It is a graph which shows the object identifiable frequency component contained in the acceleration data of the non-pedestrian collision frequency-resolved in FIG. The vertical axis of this graph is acceleration (G), and the horizontal axis is time (Time (sec)). It is a control system diagram which shows the pedestrian detection apparatus concerning a prior art example.

Hereinafter, the present embodiment and examples embodying the present embodiment will be described in detail with reference to the drawings.
FIGS. 1-8 is for demonstrating the Example of this Embodiment, and its modification.

<Configuration> The configuration will be described below.
As shown in FIG. 1, a pedestrian protection device 22 for protecting a pedestrian is provided as a safety device for a vehicle 21 such as an automobile. Moreover, in order to operate this pedestrian protection apparatus 22, the pedestrian detection apparatus 23 is provided. And this pedestrian detection apparatus 23 and the said pedestrian protection apparatus 22 construct | assemble a pedestrian protection system.
The pedestrian detection device 23 includes a collision detector 24 installed on the vehicle 21 for detecting a collision, and a collision determination unit 26 that determines a collision using a detection value 25 of the collision detector 24. It is supposed to have.

  Here, a supplementary explanation of the above will be given. In addition, what is necessary is just to refer to supplementary explanation as needed.

  The above-described “vehicle 21” mainly targets the vehicle 21 such as an automobile. However, as long as the pedestrian protection device 22 and the pedestrian detection device 23 can be installed, the vehicle 21 other than the automobile can be included.

  The above-described “pedestrian protection device 22” is literally a device for protecting a pedestrian. As the pedestrian protection device 22, for example, a pedestrian airbag device or an engine hood lifting device is known. Among these, the “pedestrian airbag device” is a protective device that is provided in the front portion of the vehicle 21 and the like so that a pedestrian can be received by inflating a bag-like airbag. The “engine hood lifting device” is a protection device that can reduce the input to the pedestrian by lifting the required amount of the engine hood (or hood).

  The “pedestrian detection device 23” described above is a control device that detects the occurrence of a pedestrian collision and sends an operation signal 27 to the pedestrian protection device 22 to operate the pedestrian protection device 22.

  The above-described “collision detector 24” refers to sensors (collision detection means) that can be used to detect a collision. For the collision detector 24, an acceleration sensor or a pressure sensor is usually used. The collision detector 24 used in this embodiment will be described later.

  The above “detection value 25” is literally data detected by the collision detector 24. For example, in the case of the above-mentioned acceleration sensor, it becomes acceleration data, and in the case of the above-mentioned pressure sensor, it becomes pressure data.

  The above-described “collision determination unit 26” literally determines a collision, and can make a determination using, for example, a small computer such as a one-chip microcomputer. As the collision determination unit 26, one used for various control units mounted on the vehicle 21 can be used, or a substantially similar one can be used exclusively.

  And with respect to the above basic structures, in the pedestrian detection apparatus 23 of this Example, the following structures are provided.

(Configuration 1)
The collision detector 24 is installed on the front bumper 28 of the vehicle 21 and serves as an acceleration sensor 33 that outputs acceleration data 31 and 32 (see FIGS. 2 and 3) as the detection value 25.
In addition, the collision determination unit 26 includes various frequency components (see FIG. 4) included in the acceleration data 31 and 32 from the acceleration sensor 33.
Based on the object identifiable frequency components 31a and 32a having different waveforms in the case of a pedestrian collision (see FIGS. 5 and 6) and in the case of a non-pedestrian collision (see FIGS. 7 and 8), the A pedestrian collision is identified.

(Supplementary explanation 1)
Here, the above-mentioned “front bumper 28” is a shock absorber provided at the front portion of the vehicle 21. In this case, it is assumed that the front bumper 28 can include the front bumper 28 itself (inside or outside thereof) and a portion around the front bumper 28 of the vehicle 21.

  The above-mentioned “acceleration data 31, 32” is literally acceleration data detected by the collision detector 24. Among these, acceleration data 31 shown by a solid line in FIG. 2 is pedestrian collision data (see FIG. 3), and acceleration data 32 shown by a broken line in FIG. 2 is non-pedestrian collision data. When comparing the two, the acceleration data 31 of the pedestrian collision and the acceleration data 32 of the non-pedestrian collision are slightly different in phase, but the output size and waveform are almost similar. As you can say, it's not easy to tell if this is the case.

  Therefore, it is noted that these acceleration data 31 and 32 include various frequency components as shown in FIG. This is considered to be due to the fact that the natural frequencies of many parts constituting the vehicle 21 are different. The various frequency components included in the acceleration data 31 and 32 are within approximately 2000 Hz or less, and among them, an output having a magnitude suitable for use in control is obtained with approximately 300 Hz or less. It was found to be a frequency component.

  The above-described “acceleration sensor 33” is literally a sensor (detector) for detecting acceleration. There are various types of acceleration sensors 33. In this case, any sensor can be used as long as it can be used for detecting the collision of the vehicle 21. The acceleration sensor 33 is used as a target identification sensor for identifying a pedestrian collision and a non-pedestrian collision.

  The above-mentioned “target identifiable frequency components 31a, 32a” are specific frequency components used for identifying a pedestrian collision and a non-pedestrian collision. Among these, the target identifiable frequency component 31a shown in FIGS. 5 and 6 is a pedestrian collision, and the target identifiable frequency component 32a shown in FIGS. 7 and 8 is a non-pedestrian collision. The object identifiable frequency components 31a and 32a have the same frequency. The object identifiable frequency components 31a and 32a will be described later.

  The above-mentioned “waveforms are different” means that at least one of the target identifiable frequency components 31a and 32a includes waveform components having different characteristics. In this case, the target identifying waveform 32b that can be identified as a pedestrian collision is included in the non-pedestrian collision target identifiable frequency component 32a (see FIGS. 7 and 8).

The above “pedestrian” refers to a person outside the vehicle 21.
The above-described “pedestrian collision” is literally a collision of the vehicle 21 against the pedestrian.

The above-mentioned “non-pedestrian” is literally not a pedestrian, and refers to an obstacle on a road such as a stone existing outside the vehicle 21, for example. In experiments and simulations, a reusable iron ball is used as a non-pedestrian.
The above-described “non-pedestrian collision” is literally a collision of the vehicle 21 against a non-pedestrian.

  The above-mentioned “discriminating between pedestrian collisions and non-pedestrian collisions” literally makes it possible to clearly distinguish the difference between pedestrian collisions and non-pedestrian collisions by the data processing of the acceleration data 31 and 32. That is. More specifically, for example, the difference between a pedestrian's leg positioned at the height of the front bumper 28 and a non-pedestrian (in this case an iron ball) placed at the height of the front bumper 28, This is based on whether or not the object identifying waveform 32b exists in the object identifiable frequency components 31a and 32a. It should be noted that the iron ball as a non-pedestrian has a leg part of the pedestrian so that the acceleration data 31, 32 and the threshold (threshold for pedestrian collision determination) cannot be distinguished by simply comparing them. What has a considerable weight is used.

(Configuration 2)
As shown in FIG. 1, the collision determination unit 26
A frequency resolving unit 36 for frequency resolving acceleration data 31 and 32 of the acceleration sensor 33;
A target identifying frequency extracting unit 37 for extracting the target identifiable frequency components 31a and 32a from the acceleration data 31 and 32 frequency-resolved by the frequency resolving unit 36;
Using a target identification threshold value 38 that represents the difference in waveform between the pedestrian collision and the non-pedestrian collision in the target identifiable frequency components 31a and 32a by the difference in the output of the target identifiable frequency components 31a and 32a. ,
A target identification unit 39 that identifies whether the target identifiable frequency components 31a and 32a extracted in the identification frequency extraction process correspond to a pedestrian collision or a non-pedestrian collision. .

(Supplementary explanation 2)
Here, the above-mentioned “frequency decomposition unit 36” is for decomposing the acceleration data 31 and 32 of the collision detector 24 for each frequency. In this case, as shown in FIG. 4, it is decomposed into three-dimensional data having three parameters of time, frequency and acceleration.

  The above-mentioned “target identifying frequency extracting unit 37” is configured to detect the target as shown in FIGS. 6 and 8 from the three-dimensional data (see also the color distribution diagrams of FIGS. 5 and 7) decomposed by the frequency decomposing unit 36. Only the identifiable frequency components 31a and 32a are extracted. A filter circuit or the like is used for the object identification frequency extraction unit 37. Note that the frequency resolving unit 36 and the target identifying frequency extracting unit 37 may be combined into one configuration. That is, only the frequency components 31a and 32a that can be directly identified from the acceleration data 31 and 32 may be extracted.

  The “target identification threshold value 38” is a threshold value for identifying a pedestrian collision and a non-pedestrian collision, and the target identifiable frequency component 31a based on the presence / absence of the above-described different waveform components (target identification waveform 32b). , 32a, and the output difference. Since the target identification threshold value 38 varies depending on the vehicle speed, it is preferable to create a control map by examining the vehicle speed and perform control (map control) using this control map. The control map can include a collision determination threshold value that is a threshold value for whether or not a collision has occurred.

  The above-mentioned “target identification unit 39” literally identifies a pedestrian collision and a non-pedestrian collision, and the output magnitudes of the target identifiable frequency components 31a and 32a exceed the target identification threshold value 38. When it is determined that there is a non-pedestrian collision (in the case of the target identifiable frequency component 32a), and the magnitude of the output of the target identifiable frequency components 31a and 32a does not exceed the target identification threshold value 38, It is determined (in the case of the target identifiable frequency component 31a).

  In the above configuration, the presence / absence of the object identification waveform 32b is captured by the difference in output so as to discriminate between pedestrian collisions and non-pedestrian collisions. By setting and comparing the reference waveform with the target identifiable frequency components 31a and 32a, or by directly checking the presence or absence of the target identification waveform 32b, the pedestrian collision and the non-pedestrian collision are determined. You may make it identify.

  Then, the following pedestrian detection method is performed using the pedestrian detection device 23 described above.

(Configuration 3)
In the pedestrian detection method for determining a collision using a detection value 25 of a collision detector 24 installed in the vehicle 21 in order to detect a collision,
Among various frequency components included in the acceleration data 31 and 32 as the detection value 25 from the acceleration sensor 33 installed as the collision detector 24 on the front bumper 28 of the vehicle 21,
A pedestrian collision and a non-pedestrian collision are identified based on target identifiable frequency components 31a and 32a having different waveforms in the case of a pedestrian collision and a non-pedestrian collision.

(Configuration 4)
Frequency decomposition processing for frequency-resolving acceleration data 31 and 32 of the acceleration sensor 33;
An object identification frequency extraction process for extracting the object identifiable frequency components 31a, 32a from the acceleration data 31, 32 frequency-decomposed by the frequency decomposition process;
Using a target identification threshold value 38 that represents the difference in waveform between the pedestrian collision and the non-pedestrian collision in the target identifiable frequency components 31a and 32a by the difference in the output of the target identifiable frequency components 31a and 32a. ,
A target identification process for identifying whether the target identifiable frequency components 31a and 32a extracted by the target identification frequency extraction process correspond to a pedestrian collision or a non-pedestrian collision;
In order.

<Operation> The operation of this embodiment will be described below.
While the vehicle 21 is traveling, a detection value 25 for detecting a collision is constantly output from the collision detector 24 installed in the vehicle 21. Then, the collision determination unit 26 always performs collision determination using the detection value 25 from the collision detector 24.

<Effect> According to this embodiment, the following effects can be obtained.
(Effect 1)
The effects of Configuration 1 and Configuration 3 are as follows.
That is, in this embodiment, the collision detector 24 is an acceleration sensor 33 installed on the front bumper 28 of the vehicle 21, and acceleration data 31 and 32 are output as the detected value 25 from the acceleration sensor 33. It has come to be.
By the way, the acceleration data 31 and 32 include various frequency components, respectively. As described above, this is considered to be due to the fact that the natural frequencies of many parts constituting the vehicle 21 are different from each other.

Then, when various frequency components included in the acceleration data 31 and 32 were examined, it was found that specific frequency components having greatly different waveforms existed in the case of a pedestrian collision and in the case of a non-pedestrian collision.
Therefore, it is expected that a pedestrian collision and a non-pedestrian collision can be distinguished by using specific frequency components having different waveforms.
As already described above, specific frequency components having different waveforms are referred to as specific frequency components or target identifiable frequency components 31a and 32a. A specific waveform that is different between a pedestrian collision and a non-pedestrian collision is referred to as a specific waveform or an object identification waveform 32b.

As described above, in the identifiable frequency components 31a and 32a, the waveforms of the pedestrian collision and the non-pedestrian collision are different because the surface shape (and hardness, etc.) is different between the pedestrian and the non-pedestrian. ), There is a slight difference in the contact area and the contact pressure with respect to the front bumper 28 of the vehicle 21 due to the difference in the surface shape.
In this case, an obstacle on the road such as a stone is assumed for a non-pedestrian. Therefore, a pedestrian has a larger contact area with the front bumper 28 of the vehicle 21 than a non-pedestrian, and a non-pedestrian has a smaller contact area with the front bumper 28 of the vehicle 21 than a pedestrian. Considering this more simply, a pedestrian can be seen as being substantially in surface contact with the front bumper 28, and a non-pedestrian is substantially in point contact with the front bumper 28. And so on.

  And when the contact area is large like a pedestrian, the contact pressure per unit area against the front bumper 28 is low, so the output is small, and conversely, when the contact area is small like a non-pedestrian, Since the contact pressure per unit area with respect to the front bumper 28 is increased, the output may be increased. The frequency components (target identifiable frequency components 31a and 32a) indicating such a situation are various frequency components. It is inferred that it exists in

Then, when it confirmed by actually performing experiment, simulation, etc., it was confirmed that the waveform 32b for object identification is seen in the case of a non-pedestrian collision. The object identifying waveform 32b is not on the low frequency side where the influence of large displacement or large vibration is likely to occur, but on the high frequency side where the influence of fine displacement or fine vibration is likely to occur (target identifiable frequency component 32a). It was confirmed that it was included. Moreover, since this waveform (target identification waveform 32b) appears so that the output rises significantly at the initial stage of the collision (output increasing waveform), it is easy to use for control and is convenient for obtaining quick response. It was confirmed that. In this case, the low frequency side generally indicates a frequency of 100 Hz or less. Further, the high frequency side generally indicates a frequency of 100 Hz to 300 Hz.
Note that the acceleration data 31, 32 from the acceleration sensor 33 as shown in FIG. 2 is the total value of the output of each frequency component, so in the acceleration data 32, the above-described object identification waveform 32b is It is considered that it did not appear on the surface due to cancellation by another waveform of another frequency component (for example, the waveform 32d of the frequency component 32c in FIG. 7). The object identification waveform 32b is an output increase waveform, whereas the above-described waveform 32d is an output decrease waveform.

  Further, since the waveform 32d described above is not included in the acceleration data 31 of FIG. 5, it is possible to use the frequency component 32c as a target identifiable frequency component and the waveform 32d as a target identification waveform. . However, since the waveform 32d is an output decrease waveform as described above, the object identification waveform 32b, which is an output increase waveform, is easier to use for control. In this embodiment, the object identification waveform described above is used. 32b is adopted.

  Therefore, the object identifiable frequency components 31 a and 32 a having the object identification waveform 32 b as described above are obtained in advance from the acceleration data 31 and 32 of the acceleration sensor 33, and are obtained in advance while the vehicle 21 is traveling. It was confirmed that the pedestrian collision and the non-pedestrian collision can be clearly identified by examining the output waveforms of the target identifiable frequency components 31a and 32a. In addition, it has also been confirmed that the object identifiable frequency components 31a and 32a as described above are different depending on the vehicle 21 (or the vehicle type), and the object identifiable frequency components 31a and 32a to be used are the vehicle 21 in advance. It is necessary to obtain (or collect and analyze data) individually for each (or vehicle type).

  Therefore, it is possible to clearly distinguish between a pedestrian collision and a non-pedestrian collision only by the acceleration sensor 33, and it becomes possible to eliminate the need to use another sensor such as a pressure sensor. Therefore, the configuration of the pedestrian detection device 23 can be simplified as long as no other sensor is used. Furthermore, since a pedestrian collision and a non-pedestrian collision can be clearly identified, it is possible to prevent the pedestrian protection device 22 from operating wastefully during a non-pedestrian collision.

(Effect 2)
The effects of Configuration 2 and Configuration 4 are as follows.
That is, in the collision determination unit 26, the frequency decomposition unit 36 performs frequency decomposition on the acceleration data 31 and 32 of the collision detector 24 (frequency decomposition processing).
Next, the object identifying frequency extraction unit 37 outputs more output than the pedestrian collision at the time of non-pedestrian collision as the object identifiable frequency components 31a and 32a from the acceleration data 31 and 32 frequency-decomposed by the frequency decomposing unit 36. A frequency component that increases is extracted (frequency extraction processing for object identification).
Finally, the object identifying unit 39 outputs the object identifiable frequency components 31a and 32a included in the acceleration data 31 and 32 extracted by the object identifying frequency extracting unit 37, and the pedestrian collision and the non-pedestrian collision. Are compared with the target identification threshold value 38 set to discriminate the difference between them, and are identified and determined to be a pedestrian collision (when the target identification threshold value 38 is not exceeded) (target identification process).

  Thereby, the above-described effect 1 can be specifically realized.

  Although the embodiments of the present invention have been described in detail with reference to the drawings, the embodiments are only examples of the present invention. Therefore, the present invention is not limited to the configuration of the embodiment, and it is a matter of course that the present invention includes any design change within a range not departing from the gist of the present invention. Further, for example, when each embodiment includes a plurality of configurations, it is a matter of course that possible combinations of these configurations are included even if not specifically described. Further, when a plurality of embodiments and modified examples are disclosed as those of the present invention, it is a matter of course that possible combinations of configurations extending over these are included even if not specifically described. It is. Further, the configuration depicted in the drawings is of course included even if not particularly described. Further, when there is a term of “etc.”, it is used in the sense that the equivalent is included. In addition, when there are terms such as “almost”, “about”, “degree”, etc., they are used in the sense that they include those in the range and accuracy recognized by common sense.

DESCRIPTION OF SYMBOLS 21 Vehicle 22 Pedestrian protection apparatus 23 Pedestrian detection apparatus 24 Collision detector 25 Detected value 26 Collision determination part 27 Actuation signal 28 Front bumper 31 Acceleration data 31a Target identifiable frequency component 32 Acceleration data 32a Target identifiable frequency component 32b Target identification Waveform 33 Acceleration sensor 36 Frequency resolving unit 37 Target identifying frequency extracting unit 38 Target identifying threshold 39 Target identifying unit

Claims (4)

A collision detector for detecting a collision installed in the vehicle;
In a pedestrian detection device having a collision determination unit that determines a collision using a detection value of the collision detector,
The collision detector is installed in a front bumper of a vehicle and is an acceleration sensor that outputs acceleration data as the detected value.
Among the various frequency components included in the acceleration data from the acceleration sensor, the collision determination unit,
Pedestrian detection characterized by distinguishing between pedestrian collision and non-pedestrian collision based on target identifiable frequency components with different waveforms for pedestrian collision and non-pedestrian collision apparatus. The collision determination unit
A frequency resolving unit for frequency resolving acceleration data of the acceleration sensor;
A target identifying frequency extracting unit for extracting the target identifiable frequency component from the acceleration data frequency-resolved by the frequency resolving unit;
Using a threshold for object identification that represents the difference in waveform between a pedestrian collision and a non-pedestrian collision at the target identifiable frequency component, using a difference in output of the target identifiable frequency component,
An object identifying unit that identifies whether the object identifiable frequency component extracted in the object identifying frequency extraction process corresponds to a pedestrian collision or a non-pedestrian collision. The pedestrian detection device according to 1. In a pedestrian detection method for determining a collision using a detection value of a collision detector installed in a vehicle to detect a collision,
Among various frequency components included in the acceleration data as the detection value from the acceleration sensor installed as a collision detector on the front bumper of the vehicle,
A pedestrian detection method characterized by discriminating between a pedestrian collision and a non-pedestrian collision based on a target identifiable frequency component having different waveforms in the case of a pedestrian collision and a non-pedestrian collision. Frequency decomposition processing for frequency decomposition of acceleration data of the acceleration sensor;
An object identification frequency extraction process for extracting the object identifiable frequency component from the acceleration data frequency-resolved by the frequency decomposition process;
Using a threshold for object identification that represents the difference in waveform between a pedestrian collision and a non-pedestrian collision at the target identifiable frequency component, using a difference in output of the target identifiable frequency component,
A target identification process for identifying whether the target identifiable frequency component extracted in the target identification frequency extraction process corresponds to a pedestrian collision or a non-pedestrian collision;
The pedestrian detection method according to claim 3, wherein the pedestrian detection method is performed in order.