JP2015058862A - Pedestrian protection device of vehicle - Google Patents

Pedestrian protection device of vehicle Download PDF

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Publication number
JP2015058862A
JP2015058862A JP2013194947A JP2013194947A JP2015058862A JP 2015058862 A JP2015058862 A JP 2015058862A JP 2013194947 A JP2013194947 A JP 2013194947A JP 2013194947 A JP2013194947 A JP 2013194947A JP 2015058862 A JP2015058862 A JP 2015058862A
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collision
pedestrian
hood
brake
ecu
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JP2013194947A
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JP6171780B2 (en
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宗太郎 成田
Sotaro Narita
宗太郎 成田
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トヨタ自動車株式会社
Toyota Motor Corp
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Abstract

An object of the present invention is to provide a pedestrian protection device for a vehicle that can secure a vertical distance between a hood and a vehicle side. A vehicle pedestrian protection device 10 controls an automatic brake 32 so that when a collision determination ECU 20 determines that a collision with a collision object P is unavoidable, a full brake deceleration is started and the deceleration is completed after a predetermined time. And a pop-up hood (PUH) device 60 that is activated when the pedestrian collision detection sensor 24 detects an actual collision with a pedestrian to raise the hood 12. The full brake deceleration completion T7 in the brake ECU 30 is set to be after the rise completion T6 of the hood 12. Even if it is difficult for the hood to move upward due to interference between the pedestrian and the hood, the vehicle side can be lowered using a nose dive by a full brake, and a vertical gap between the hood and the vehicle side can be secured. In addition, after the operation of the front PUH actuator 62 starts, the rear PUH actuator 64 starts to operate. [Selection] Figure 2

Description

  The present invention relates to a pedestrian protection device for a vehicle, and in particular, for a vehicle in which a nose dive of a brake is used to lower a vehicle side so as to secure a gap between the hood and the vehicle side and to mitigate a pedestrian head impact. The present invention relates to a pedestrian protection device.

  Patent Literature 1 discloses a hood front side pop-up mechanism that lifts the hood front side and secures an energy absorption stroke by tilting up the hood lock while the striker is engaged.

  Patent Document 2 discloses a configuration that guides the entire hood upward and rearward so as to cover the cowl box, the wiper, and the lower end of the A pillar when a collision with a pedestrian is detected or predicted.

European Patent No. 2096007A1 JP 2010-235039 A

However, the above conventional apparatus has the following problems.
The pedestrian falls to the hood when it collides with the vehicle. When lifting the front side of the hood to ensure the vertical distance between the hood and the vehicle side, a large force is required to lift the hood due to contact between the hood and the thigh and waist of the pedestrian, and the pedestrian's head It is conceivable that the hood does not lift up to a predetermined position before colliding with the hood.

  An object of the present invention is to provide a pedestrian protection device for a vehicle that can secure a vertical distance between the hood and the vehicle side even when the hood and the thigh or waist of the pedestrian are in contact.

  The vehicle pedestrian protection apparatus of the present invention has the following first to sixth configurations. In the following first to sixth configurations, the reference numerals in parentheses correspond to the part numbers in the drawing.

  In the first configuration, when the collision determination ECU (20) determines that the collision with the collision target object (hereinafter also simply referred to as “collision object”) (P) is unavoidable, A brake ECU (30) for controlling an automatic brake (hereinafter also simply referred to as “brake”) (32) so as to start deceleration of a full brake and complete deceleration after a predetermined time, and a pedestrian collision detection sensor (24) A pop-up hood (hereinafter also referred to as “PUH”) device (60) that is actuated when an actual collision with a pedestrian is detected to raise the hood (12). The brake ECU (30) is set so that the full brake deceleration completion (T7) is after the hood (12) lift completion (T6).

In the second configuration, in the first configuration, the vehicle pedestrian protection device (10) includes a collision object detection sensor (22) that detects a collision object (P) in front of the vehicle. The pedestrian collision detection sensor (24) is a separate sensor from the collision object detection sensor (22).
The collision determination ECU (20)
(A) Based on the detection information of the collision object detection sensor (22), whether or not the collision with the collision object (P) is unavoidable (104), whether the collision object (P) is a pedestrian (108), and It is determined whether or not a collision has occurred in the calculation (118). When the collision does not occur in the calculation, the full brake is released (120),
(B) When a collision occurs in the calculation, it is determined whether or not an actual collision with the pedestrian has occurred based on the detection information of the pedestrian collision detection sensor (24) (122), and the actual collision with the pedestrian When it is determined that the hood has occurred, the PUH device (60) is instructed to raise the hood (12).

  In the third configuration, in the first or second configuration, the brake ECU (30) brakes the automatic brake (32) when the collision determination ECU (20) determines that the collision with the collision object (P) is unavoidable. It is set to make preparations.

In the fourth configuration, in any one of the first to third configurations, the vehicle pedestrian protection device (10) includes a suspension ECU (40) that controls the suspension damping force.
The suspension ECU (40) is set to reduce the damping force of the suspension (42) when the collision determination ECU (20) determines that the collision object (P) is a pedestrian.

In the fifth configuration, in any one of the first to fourth configurations, the pre-crash seat belt control ECU (50) in which the vehicle pedestrian protection device controls the retracting operation of the motor-operated pre-crash seat belt (52). ).
The pre-crash seat belt control ECU (50) is set to retract the pre-crash seat belt (52) when the collision object detection sensor (22) detects the collision object (P).

In the sixth configuration, in any one of the first to fifth configurations, the PUH device (60) includes a front PUH actuator (62) and a rear PUH actuator (64).
The operation start order of the front PUH actuator (62) and the rear PUH actuator (64) is set so that the operation of the rear PUH actuator (64) starts after the operation of the front PUH actuator (62) starts.

  According to the first configuration, since the completion of deceleration of the full brake in the brake ECU is set to be after completion of the lifting of the hood, the lifting of the hood is performed during the deceleration by the full brake. Therefore, even if it is difficult for the hood to move upward due to interference between the pedestrian and the hood, the vehicle side can be lowered using a nose dive (forward tilt of the vehicle) by full brake, and the hood and the vehicle side A vertical gap can be secured, and the impact of a pedestrian head when a hood collides can be mitigated.

  According to the second configuration, since the hood rise by the PUH device is performed by the pedestrian collision detection sensor detecting an actual collision with the pedestrian, even if the collision determination ECU determines that the collision is inevitable, the actual pedestrian Until a collision is detected, the PUH device will not be activated unnecessarily.

  According to the third configuration, when the collision object detection sensor detects the collision object, the brake ECU is set so that the brake prepares for braking, so that the operation start time of the full brake can be shortened.

  According to the fourth configuration, since the suspension ECU is set to reduce the damping force of the suspension when the collision determination ECU determines that the collision object is a pedestrian, the nose dive can be effectively caused. Can do.

  According to the fifth configuration, the pre-crash seat belt control ECU is set to retract the pre-crash seat belt when the collision object detection sensor detects the collision object. It can suppress swinging forward.

  According to the sixth configuration, the operation start order of the front PUH actuator and the rear PUH actuator is set so that the rear PUH actuator starts operating after the operation of the front PUH actuator is started. The adverse effect on the pop-up operation can be reduced.

It is a flowchart of control of the pedestrian protection apparatus for vehicles which concerns on the Example of this invention. It is a time chart which shows the action | operation timing of the pedestrian protection apparatus for vehicles which concerns on the Example of this invention. It is a perspective view of the pedestrian just before a vehicle and the vehicle provided with the pedestrian protection apparatus for vehicles which concerns on the Example of this invention. It is a perspective view of a pedestrian just after a vehicle and a vehicle provided with a pedestrian protection device for vehicles according to an embodiment of the present invention. It is a flowchart of an example of step 116 of FIG. It is a flowchart of an example of step 120 of FIG. It is a flowchart of an example of step 124 of FIG. It is a flowchart of an example of step 128 of FIG.

A vehicle pedestrian protection apparatus 10 according to an embodiment of the present invention will be described with reference to the drawings.
First, the configuration will be described.
As shown in FIGS. 3 and 4, the vehicle pedestrian protection device 10 includes a collision determination ECU 20 and an automatic brake (including a brake device, its hydraulic circuit, and control means provided in the hydraulic circuit. The brake ECU 30 capable of controlling the automatic brake 32, the pedestrian collision detection sensor 24, and the PUH device 60 are provided. The brake ECU 30 may be configured from a part of the VSC-ECU. Here, ECU is an abbreviation for Electronic Control Unit, and VSC is an abbreviation for Vehicle Stability Control System.
Further, the automatic brake 32 is a braking force generated by operating the actuator of the automatic brake 32 according to an instruction from the brake ECU 30, and is not a braking force realized in response to the operation of the brake pedal by the driver. This is called "automatic" braking.

The vehicle pedestrian protection apparatus 10 may further include a collision object detection sensor 22, a pedestrian collision detection sensor 24, a suspension ECU 40, and a pre-crash seat belt control ECU 50.
Each ECU 20, 30, 40, 50 comprises a microcomputer, and has a ROM for storing a control program, a RAM for temporarily storing inputs and calculation results, an input interface, and an output interface. The ECUs 20, 30, 40, 50 are connected to each other by bidirectional communication means (including a case of a bidirectional bus).
Output signals of the collision object detection sensor 22 and the pedestrian collision detection sensor 24 are input to at least one of the ECUs 20, 30, 40, 50, for example, the collision determination ECU 20. An output signal from at least one of the ECUs 20, 30, 40, 50, for example, the collision determination ECU 20, is output to at least one of the automatic brake 32, the damping force variable suspension 42, the pre-crash seat belt 52, and the PUH device 60. Control the operation of the equipment.

  The control routine of FIG. 1 is a routine obtained by combining the partial control routines stored in the ROMs of the ECUs 20, 30, 40, and 50 by connecting the ECUs 20, 30, 40, and 50 to each other by bidirectional communication means. For example, the steps 100, 102, 104, 108, 118, 122, 130, 132 in FIG. 1 (“step” may be referred to as “means”, the same applies hereinafter) are stored in the collision determination ECU 20. 106, 116, 120, and 128 are stored in the brake ECU 30, steps 110 and 112 are stored in the suspension ECU 40, step 114 is stored in the pre-crash seat belt control ECU 50, and steps 124 and 126 are PUH. It is stored in the device 60 or the PUH device control ECU (not shown).

  Hereinafter, each step 100-132 of the control routine of FIG. 1 is demonstrated in order of the step of FIG. 1 with each ECU20, 30, 40, 50, the PUH apparatus 60, and the sensors 22 and 24 which are related by each step.

  The control routine of FIG. 1 is interrupted at step 100 at predetermined time intervals ΔT. The interrupt ends at step 132 for each interrupt. Therefore, the previous and subsequent interrupt operations do not interfere with each other.

  The collision object detection sensor 22 is a sensor that detects a collision object (which may be a pedestrian or not a pedestrian) P with which the vehicle may collide and transmits information to the collision determination ECU 20. The collision object detection sensor 22 may be composed of, for example, a radar sensor. The detection wave emitted from the radar sensor may be a light wave (for example, a laser wave), a radio wave (for example, a millimeter wave), or a sound wave (for example, an ultrasonic wave). The collision object detection sensor 22 may be an image sensor using a CCD camera instead of the radar sensor. In step 102, the collision determination ECU 20 reads the signal from the collision object detection sensor 22 and recognizes the collision object.

  The collision determination ECU 20 recognizes the collision object P based on the signal from the collision object detection sensor 20 and the collision object P with the collision object P based on the distance between the collision object P and the vehicle, the vehicle speed, the acceleration / deceleration, and the like. Step 104 for determining whether or not the collision is inevitable, Step 108 for determining whether or not the collision object P is a pedestrian, Step 118 for determining whether or not a collision with the collision object P has occurred in the calculation, and walking Step 122 for determining whether or not the person collision detection sensor 24 is ON. The collision determined in step 118 is a calculational collision performed by the collision determination ECU 20, and is not an actual collision with a pedestrian detected by the pedestrian collision detection sensor 24.

  When the collision object detection sensor 22 detects the collision object P, the brake ECU 30 may include a step 106 that causes the automatic brake 32 to prepare for braking before the start of deceleration by the full brake. In preparation for braking of the automatic brake 32, the brake is pressurized, the caliper is filled, or a slow brake (slower than the full brake) is applied. This is a preparation for shortening the time required to start the operation of the brake (particularly, the hydraulic brake), and this preparation is preferably completed before the start of deceleration by the full brake.

  The suspension ECU 40 controls the damping force of the damping force variable suspension 42. When the collision determination ECU 20 determines that the collision object P is a pedestrian, the suspension ECU 40 reduces (for example, minimizes) the damping force of the suspension 42, and the collision determination ECU 20 determines that the collision object P is a pedestrian. If not, step 112 may be included to maximize the damping force of the suspension 42. As a result, when the collision object P is determined to be a pedestrian, the suspension damping force is smaller than when the collision object P is determined to be other than a pedestrian, so when the full brake is decelerated. The vehicle leans forward (nose dive). As a result, even if the pedestrian hits the hood 12 and it becomes difficult to move the hood 12 in the vertical direction, the vehicle side can be lowered to ensure the vertical distance between the hood 12 and the vehicle side. It becomes easy to relieve the head impact when hitting 12.

  The pre-crash seat belt control ECU 50 controls the retracting operation of the motor-operated pre-crash seat belt 52. The pre-crash seat belt control ECU 50 has a step 114 of retracting the pre-crash seat belt 52 prior to the start of full braking of the automatic brake when the collision object detection sensor 22 detects the collision object P. This is to prevent the occupant from being strongly shaken forward by a sudden nose dive.

  As shown in FIG. 1, the brake ECU 30 further includes a step 116 in which the automatic brake 32 is set to a full brake when the collision determination ECU 20 determines that a collision with the collision object P is unavoidable in step 104. In step 116, as shown in the timing chart of FIG. 2, the brake ECU 30 completes the deceleration start time T2 of the full brake and the deceleration completion so that the deceleration is completed at a time Tf after a predetermined time Tf from the deceleration start T2 by the full brake. Time T7, deceleration continuation time Tf, and deceleration are set. Completion of deceleration corresponds to zero deceleration and constant vehicle speed. The constant vehicle speed at the completion of deceleration is not always zero. However, the constant vehicle speed at the completion of deceleration may be zero.

  The brake ECU 30 sets the deceleration continuing time so that the deceleration completion time T7 of the full brake is after the rising completion time T6 of the hood 12, and preferably before the time T8 when the hood 12 and the pedestrian head collide. Set Tf and deceleration. In this case, the time interval (T3-T2) from the deceleration start time T2 due to the full brake to the collision time T3 (the collision time in step 118) between the vehicle and the collision object P can be found by the calculation by the collision determination ECU 20. The computational collision time T3 and the actual collision time T4 between the vehicle and the pedestrian P detected by the pedestrian collision detection sensor 24 are at the same time or almost the same time. Further, the time interval (T5-T4) from the actual collision time T4 with the pedestrian P to the time T5 when the hood 12 starts to rise, and the time from the rising start time T5 of the hood 12 to the completion time T6 of raising the hood 12 The interval (T6-T5) can be known in advance by an operation test of the PUH device 60 or the like. Accordingly, in the setting of step 116, the deceleration continuing time Tf and the deceleration from the deceleration start of the full brake to the deceleration completion are set so that the deceleration completion time T7 of the automatic brake in the brake ECU 30 is after the lifting completion time T6 of the hood 12. It is possible to set in calculation. In this case, the deceleration may be constant from T2 to T7 or may be changed.

  When the collision determination ECU 20 determines in step 118 that a collision between the vehicle and the collision object P has occurred, the collision determination ECU 20 determines in step 122 that the pedestrian collision detection sensor 24 is turned on based on the signal from the pedestrian collision detection sensor 24 ( Whether or not a collision with a pedestrian is detected). If the collision determination ECU 20 determines in step 118 that a collision between the vehicle and the collision object P has not occurred, the brake ECU 30 sends an instruction signal to the suspension ECU 40 in step 120 to return the damping force of the variable damping force suspension 42 to the original value. The full brake of the automatic brake 32 is released.

  When the collision determination ECU 20 determines in step 122 that the pedestrian collision detection sensor 24 is ON (detects a collision with a pedestrian), a signal from the collision determination ECU 20 is transmitted to the PUH device 60, and in step 124, the PUH device. 60 is activated. In the timing chart of FIG. 2, in the PUH device 60, the lifter is ignited at time T5, and the ascending / deploying of the hood 12 is started, and the ascending / deploying of the hood 12 by the lifter is completed at time T6. Time T6 corresponds to the completion of lifting the hood in step 126 of FIG.

  The PUH device 60 may include a front PUH actuator 62 and a rear PUH actuator 64. When the front PUH actuator 62 and the rear PUH actuator 64 are provided, the operation start order of the front PUH actuator 62 and the rear PUH actuator 64 is set so that the operation of the rear PUH actuator 64 starts after the operation of the front PUH actuator 62 starts. Is preferably set.

  By setting the deceleration time and deceleration of the full brake in step 116, the automatic brake deceleration completion time T7 becomes after the lift deployment completion time T6 of the hood 12 by the lifter as shown in FIG. Step 128 in FIG. 1 corresponds to the automatic brake deceleration completion time T7 in FIG. Next, at time T8 after time T7, the head of the pedestrian P who has fallen on the hood 12 hits the hood 12.

  FIG. 5 shows an example of step 116 of FIG. However, step 116 is not limited to that shown in FIG. In FIG. 5, it is determined in step 116a whether or not the automatic brake 32 is full brake, that is, whether or not the full brake is ON. In the first pass through step 116a, the full brake has not been turned on, so the routine proceeds to step 116b, where the automatic brake 32 is set to the full brake and deceleration by the full brake is started. Further, the deceleration completion time T7 and the deceleration are set so that the deceleration completion time T7 by the full brake becomes T6 ≦ T7 ≦ T8. Next, the process proceeds to step 116c, and the full brake time (elapsed time from the full brake start time T2) Tb is increased by ΔT every time the step 116c is passed, to prepare for the calculation in step 118 described later. In the passage of step 116a after the second time, the automatic brake has already been fully braked due to the passage of step 116a of the first time, so step 116b is skipped from step 116a to step 116c, and the full brake time Tb is set. It will increase. From step 116c, the process proceeds to step 118.

If, for any reason, it is determined in step 118 that no collision has occurred, the process proceeds to step 120.
FIG. 6 shows an example of step 120 of FIG. However, step 120 is not limited to that shown in FIG. In FIG. 6, it is determined in step 120a whether or not the deceleration time Tb from the start of deceleration by full braking exceeds an appropriate time, for example, the brake deceleration continuation time Tf (= T7−T2) set in step 116b. The If it exceeds, it is determined that the collision with the pedestrian has been avoided, and the process proceeds to step 120b, the suspension damping force is returned to the original value, the full brake is turned off, and the full brake time Tb is reset to zero. Then, the process proceeds to the next step 132. If it is determined in step 120a that the time Tb does not exceed an appropriate time, for example, the brake deceleration continuation time Tf set in step 116b, the process proceeds from step 120a to step 130, skipping step 120b. The reason for delaying the deceleration release by providing step 120a is to avoid the occurrence of full brake operating vibration in which the full brake ON in step 116 and the full brake OFF in step 120 are repeated in a short time.

  FIG. 7 shows an example of step 124 in FIG. However, step 124 is not limited to that shown in FIG. In FIG. 7, the front PUH actuator 62 is activated (ON) in step 124a, and the rear PUH actuator 64 is activated (ON) in step 124d after a predetermined time Tc delay. In order to give a time lag to the start of operation of the front and rear PUH actuators 62 and 64, in step 124b, the time Tp from the start of operation of the front PUH actuator 62 is increased by ΔT every time step 124b passes, and in step 124c. It is determined whether Tp is equal to or longer than a predetermined time Tc. When Tp becomes equal to or longer than the predetermined time Tc, the routine proceeds to step 124d, where the rear PUH actuator 64 is started to operate. Next, the process proceeds from step 124d to step 124e, and Tp is reset to zero. If Tp is not equal to or longer than the predetermined time Tc in step 124c, steps 124d and 124e are skipped and the process proceeds to step 126.

  FIG. 8 shows an example of step 128 of FIG. However, step 128 is not limited to that shown in FIG. In FIG. 8, it is determined in step 128a whether or not the full brake time (elapsed time from the full brake start time T2) Tb is equal to or longer than a predetermined deceleration continuation time Tf (= T7−T2). If so, go to Step 128b. At this time, depending on the setting of step 116, the deceleration by the full brake is completed or completed, and the deceleration of the full brake is zero. If deceleration by the full brake is not completed, the deceleration is completed and the deceleration of the full brake is made zero. Then, the process proceeds to step 128c, Tb is reset to zero, and the process proceeds to step 130. If Tb is smaller than Tf in Step 128a, Steps 128b and 128c are skipped and the process proceeds to Step 130.

The operation of the above control routine will be described in the order of the flow in FIG.
In step 100, control is started by interrupting at a predetermined time interval ΔT. In step 102, pre-sensing and collision object detection are executed. In step 104, it is determined whether or not collision is inevitable. If the collision is avoided, the process proceeds to step 132 and the interruption is terminated. If the collision is unavoidable, the process proceeds to step 106. In step 106, preparations for braking such as caliper clearance and slow braking are performed. Next, it is determined in step 108 whether or not the collision object P is a pedestrian, the suspension damping force is controlled in steps 110 and 112, and the seat belt is pulled in in step 114. Next, at step 116, the full brake is turned on. Next, in step 118, it is determined whether or not a collision has occurred by calculation. If not, the suspension damping force and full brake are returned to the original state after a predetermined time delay in step 120. If it is determined in step 118 that a collision has occurred in operation, the process proceeds to step 122.

  In step 122, it is determined whether or not the pedestrian collision detection sensor is ON. If it is not ON, the routine proceeds to step 132 and the interruption is ended. If the pedestrian collision detection sensor is ON, the process proceeds to step 124 and the PUH actuators 62 and 64 are operated. After that, hood lifting completion, automatic brake deceleration completion, and head collision occur in order. Next, the interruption is completed at step 132.

The operation timing according to the control routine is as shown in FIG.
If the control start time is set to time zero, it is determined whether or not a collision is unavoidable at a time T1 delayed by a minute time. When collision is inevitable, preparation for braking, minimum setting of the suspension deceleration force, and seat belt retracting are completed by the time point T2 at which full brake deceleration starts. From time T2, the full brake is continuously turned ON for time Tf, and the vehicle is nose dive (tilted forward) during deceleration. After time Tf from time T2, deceleration is completed and nose dive is completed. A collision by calculation is determined at time T3 during deceleration.

  The collision between the vehicle and the pedestrian is detected at approximately the same time T4 as when the collision is determined by calculation, and the front PUH actuator 62 is started at a time T5 later than T4, and the rear PUH actuator 64 is delayed by a time Tc. The operation is started. The hood 12 completes rising at time T6 which is later than time T5. During the operation of the PUH actuators 62 and 64, the nose dive by the full brake is being performed. For this reason, even if it is difficult for the hood 12 to move upward due to contact with a pedestrian, the vehicle side is lowered by the nose dive, and the vertical distance between the hood 12 and the vehicle side is when the nose dive is not working. Compared to larger. In this state, even if a collision between the pedestrian head and the hood 12 occurs, the collision energy is absorbed by the deformation of the hood 12, and the impact received by the pedestrian head is suppressed and alleviated.

Next, the effect will be described.
Since the braking completion T7 of the full brake in the brake ECU 30 is set to be after the lifting completion T6 of the hood 12, the vehicle side can be lowered using the nose dive by the full brake, and the hood and the collision object Even if it is difficult for the hood to move up and down due to the contact, it is possible to secure a vertical gap between the hood and the vehicle side, and to reduce the head impact of the pedestrian.

  The hood rise by the PUH device 60 is performed when the pedestrian collision detection sensor 24 detects an actual collision with a pedestrian, so even if the collision determination ECU 20 determines that a collision is inevitable, an actual pedestrian collision is detected. Until then, the PUH device 60 is not operated unnecessarily.

  When the collision object detection sensor 22 detects the collision object P, the brake ECU 30 is set to cause the automatic brake 32 to prepare for braking, so that the operation start time of the automatic brake 32 can be shortened.

  Since the suspension ECU 40 is set so as to reduce (for example, minimize) the damping force of the suspension 42 when the collision determination ECU 20 determines that the collision object P is a pedestrian, it effectively causes a nose dive. be able to.

  Since the pre-crash seat belt control ECU 50 is set to retract the pre-crash seat belt 52 when the collision object detection sensor 22 detects the collision object P, the occupant is swung forward by a sudden nose dive. Can be suppressed.

  Since the rear PUH actuator 64 is set to start operating after the operation of the front PUH actuator 62 starts, adverse effects on the front pop-up operation due to the rear pop-up operation can be reduced.

10 Vehicle Pedestrian Protection Device 12 Hood 20 Collision Determination ECU
22 Collision detection sensor 24 Pedestrian collision detection sensor 30 Brake ECU
32 Automatic brake (brake)
40 Suspension ECU
42 Damping force variable suspension 50 Pre-crash seat belt control ECU
52 Pre-crash seat belt 60 Pop-up hood (PUH) device 62 Front PUH actuator 64 Rear PUH actuator 104 Collision unavoidable judgment means 108 Pedestrian judgment means P Colliding object (pedestrian)

Claims (6)

  1. A brake ECU for controlling the automatic brake so as to start the deceleration of the full brake and complete the deceleration after a predetermined time when the collision determination ECU determines that the collision with the collision object is inevitable;
    A pop-up hood device that is activated when the pedestrian collision detection sensor detects an actual collision with a pedestrian and raises the hood;
    With
    A vehicle pedestrian protection apparatus that is set so that completion of deceleration of a full brake in a brake ECU is after completion of lifting of a hood.
  2. A collision object detection sensor for detecting a collision object in front of the vehicle is provided, and the pedestrian collision detection sensor is a sensor different from the collision object detection sensor,
    The collision determination ECU
    (B) Based on the detection information of the collision object detection sensor, it is determined whether or not the collision with the collision object is inevitable, whether or not the collision object is a pedestrian, and whether or not a calculation collision has occurred. When the collision did not occur, release the full brake,
    (B) When a calculational collision occurs, it is determined whether an actual collision with the pedestrian has occurred based on detection information of the pedestrian collision detection sensor, and when an actual collision with the pedestrian is determined The pedestrian protection device for a vehicle according to claim 1, wherein the pop-up hood device is instructed to raise the hood.
  3.   The vehicle pedestrian protection apparatus according to claim 1 or 2, wherein the brake ECU is set so that the automatic brake prepares for braking when the collision determination ECU determines that a collision with a collision object is unavoidable.
  4. It has a suspension ECU that controls suspension damping force,
    The vehicle walking according to any one of claims 1 to 3, wherein the suspension ECU is set to reduce a damping force of the suspension when the collision determination ECU determines that the collision object is a pedestrian. Protection device.
  5. A pre-crash seat belt control ECU for controlling the motor-driven pre-crash seat belt retracting operation,
    5. The vehicle according to claim 1, wherein the pre-crash seat belt control ECU is set to retract the pre-crash seat belt when the collision object detection sensor detects the collision object. 6. Pedestrian protection device.
  6. The pop-up hood device includes a front pop-up hood actuator and a rear pop-up hood actuator,
    6. The operation order of the front pop-up hood actuator and the rear pop-up hood actuator is set so that the rear pop-up hood actuator starts operating after the front pop-up hood actuator starts operating. The vehicle pedestrian protection device as described.
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