JP2021112954A

JP2021112954A - Collision detection device

Info

Publication number: JP2021112954A
Application number: JP2020005746A
Authority: JP
Inventors: 真也中村; Shinya Nakamura
Original assignee: Mitsubishi Motors Corp
Current assignee: Mitsubishi Motors Corp
Priority date: 2020-01-17
Filing date: 2020-01-17
Publication date: 2021-08-05

Abstract

To provide a collision detection device which improves front collision detection performance of a bicycle or a motor cycle opposite to a vehicle.SOLUTION: A collision detection device detects front collision of a vehicle based on a pressure change in a tube 2 arranged along a front surface 12a of a skeleton member 12 extending in a vehicle width direction, and includes a cushioning material 1, a regulation mechanism 5, an acquisition device and a control device. The cushioning material 1 stores the tube 2. The regulation mechanism 5 can perform switching between an operation state of regulating displacement to the upper part of the cushioning material 1 and a non-operation state of permitting the displacement. The acquisition device acquires information in front of the vehicle. When determining that there is possibility that front collision with a bicycle or a motor cycle facing the vehicle occurs based on the information acquired by the acquisition device, the control device switches the regulation mechanism 5 in the non-operation state to the operation state.SELECTED DRAWING: Figure 4

Description

本発明は、車両の前面衝突を検知する衝突検知装置に関する。 The present invention relates to a collision detection device that detects a frontal collision of a vehicle.

従来、車両が歩行者と衝突した際に、歩行者への衝撃を緩和すべくフードを持ち上げたりフード上にエアバッグを展開したりする歩行者保護装置が知られている。車両には、歩行者保護装置を適切なタイミングで作動させるために、前面衝突（以下、「前突」という）を検知する衝突検知装置が設けられる。例えば、バンパビームやバンパリンフォース等の前面に沿って配置されたチューブ内の圧力変化に基づいて前突を検知する衝突検知装置が存在する。このような衝突検知装置では、チューブを前方から覆うように緩衝材が設けられている。 Conventionally, there is known a pedestrian protection device that lifts a hood or deploys an airbag on the hood in order to reduce the impact on the pedestrian when the vehicle collides with the pedestrian. The vehicle is provided with a collision detection device that detects a frontal collision (hereinafter referred to as "front collision") in order to operate the pedestrian protection device at an appropriate timing. For example, there is a collision detection device that detects a front collision based on a pressure change in a tube arranged along the front surface of a bumper beam, a bumper reinforcement, or the like. In such a collision detection device, a cushioning material is provided so as to cover the tube from the front.

また、歩行者保護装置をより適切なタイミングで作動させるために、チューブ内の圧力変化に基づき、歩行者との衝突を、歩行者以外の物体との衝突に対して区別することが検討されている。例えば特許文献１には、チューブの内径及び外径を所定範囲内の値に設定することで、歩行者との衝突時と、街路灯の柱や木などの不動の障害物との衝突時とで、チューブ内の圧力変化を区別するようにした技術が開示されている。 In addition, in order to operate the pedestrian protection device at a more appropriate timing, it has been studied to distinguish collisions with pedestrians from collisions with objects other than pedestrians based on pressure changes in the tube. There is. For example, in Patent Document 1, by setting the inner and outer diameters of the tube to values within a predetermined range, a collision with a pedestrian and a collision with an immovable obstacle such as a pillar of a street light or a tree can be obtained. Discloses a technique for distinguishing pressure changes in a tube.

特表２０１４−５０５６２９号公報Japanese Patent Application Laid-Open No. 2014-505629

ところで、上記の歩行者保護装置は、歩行者との前突時だけでなく、自転車や自動二輪車のように座席の周囲が開放された他車両との前突時にも、この他車両の乗員保護のために作動させることが望ましい。しかしながら、自転車や自動二輪車との正面衝突や、自転車や自動二輪車に対する追突といった前突（以下「二輪前突」という）の場合は、衝突検知装置の緩衝材が自転車や自動二輪車の車輪によって上方へと持ち上げられる挙動となることで、歩行者との前突時と比べて緩衝材の変形量が小さくなりやすい。
緩衝材の変形量が小さい場合、チューブ内の圧力変化も小さくなるため、二輪前突が適切に検知されない虞がある。従来の衝突検知装置は、上記のような緩衝材の上方への持ち上がりが考慮されたものではないため、二輪前突の検知性能を高めるうえで改善の余地がある。 By the way, the above-mentioned pedestrian protection device protects the occupants of other vehicles not only when they collide with pedestrians but also when they collide with other vehicles whose seats are open, such as bicycles and motorcycles. It is desirable to operate for. However, in the case of a frontal collision with a bicycle or motorcycle, or a rear-end collision with a bicycle or motorcycle (hereinafter referred to as "two-wheel front collision"), the cushioning material of the collision detection device is moved upward by the wheels of the bicycle or motorcycle. Due to the behavior of being lifted, the amount of deformation of the cushioning material tends to be smaller than that at the time of a frontal collision with a pedestrian.
When the amount of deformation of the cushioning material is small, the pressure change in the tube is also small, so that the two-wheel front collision may not be detected properly. Since the conventional collision detection device does not take into consideration the upward lifting of the cushioning material as described above, there is room for improvement in improving the detection performance of the two-wheel front collision.

本件の衝突検知装置は、このような課題に鑑み案出されたものであり、二輪前突の検知性能を向上させることを目的の一つとする。なお、この目的に限らず、後述する発明を実施するための形態に示す各構成により導かれる作用効果であって、従来の技術によっては得られない作用効果を奏することも本件の他の目的である。 The collision detection device of this case was devised in view of such a problem, and one of the purposes is to improve the detection performance of a two-wheel front collision. Not limited to this purpose, it is also an action and effect derived by each configuration shown in the embodiment for carrying out the invention described later, and it is also for another purpose of this case to exert an action and effect that cannot be obtained by the conventional technique. be.

（１）ここで開示する衝突検知装置は、車幅方向に延びる骨格部材の前面に沿って配置されたチューブ内の圧力変化に基づいて、車両の前面衝突を検知するものであって、前記チューブを収容する緩衝材と、前記緩衝材の上方への変位を規制する作動状態と前記変位を許容する非作動状態とに切替可能な規制機構と、前記車両の前方の情報を取得する取得装置と、前記取得装置で取得された前記情報に基づき、前記車両に正対した自転車又は自動二輪車との前記前面衝突の可能性があると判定した場合に、前記非作動状態の前記規制機構を前記作動状態に切り替える制御装置と、を備えている。 (1) The collision detection device disclosed here detects a frontal collision of a vehicle based on a pressure change in a tube arranged along the front surface of a skeleton member extending in the vehicle width direction, and the tube. A cushioning material that accommodates the cushioning material, a regulating mechanism that can switch between an operating state that regulates the upward displacement of the cushioning material and a non-operating state that allows the displacement, and an acquisition device that acquires information in front of the vehicle. When it is determined that there is a possibility of the frontal collision with the bicycle or the motorcycle facing the vehicle based on the information acquired by the acquisition device, the regulation mechanism in the non-operating state is activated. It is equipped with a control device that switches to a state.

（２）前記制御装置は、前記取得装置で取得された前記情報に基づき、前記可能性がないと判定した場合には、前記非作動状態の前記規制機構を維持することが好ましい。
（３）前記規制機構は、前記緩衝材の上面に当接する作動位置と前記緩衝材から離隔した非作動位置とに回動可能に前記骨格部材に取り付けられた規制部材と、前記規制部材を前記非作動位置から前記作動位置に回動させる駆動装置と、を有することが好ましい。この場合、前記制御装置は、前記駆動装置を作動させることで前記非作動状態の前記規制機構を前記作動状態に切り替えることが好ましい。 (2) It is preferable that the control device maintains the regulation mechanism in the non-operating state when it is determined that there is no possibility based on the information acquired by the acquisition device.
(3) The regulating mechanism includes a regulating member rotatably attached to the skeleton member at an operating position in contact with the upper surface of the cushioning material and a non-operating position separated from the cushioning material, and the regulating member. It is preferable to have a drive device that rotates from the non-operating position to the operating position. In this case, it is preferable that the control device switches the regulation mechanism in the non-operating state to the operating state by operating the driving device.

（４）前記駆動装置は、前記規制部材に結合されたワイヤを引っ張ることで前記規制部材を前記非作動位置から前記作動位置に回動させることが好ましい。
（５）前記規制部材は、前記作動状態で前記上面の車長方向の全域に当接することが好ましい。
（６）前記規制部材は、前記作動状態で前記上面の車幅方向の全域に当接することが好ましい。 (4) It is preferable that the driving device rotates the regulating member from the non-operating position to the operating position by pulling a wire coupled to the regulating member.
(5) It is preferable that the restricting member comes into contact with the entire surface of the upper surface in the vehicle length direction in the operating state.
(6) It is preferable that the restricting member comes into contact with the entire surface of the upper surface in the vehicle width direction in the operating state.

開示の衝突検知装置によれば、車両に正対した自転車又は自動二輪車との前突の検知性能を向上させることができる。 According to the disclosed collision detection device, it is possible to improve the detection performance of a front collision with a bicycle or a motorcycle facing the vehicle.

実施形態に係る衝突検知装置が適用された車両を示す模式図である。It is a schematic diagram which shows the vehicle to which the collision detection device which concerns on embodiment is applied. 図１に示す車両の前部を車長方向に切断した模式的な鉛直断面図である。It is a typical vertical cross-sectional view which cut the front part of the vehicle shown in FIG. 1 in the vehicle length direction. 図１に示す車両の前部の模式的な水平断面図である。It is a schematic horizontal sectional view of the front part of the vehicle shown in FIG. 図１の衝突検知装置の要部を車長方向に切断した模式的な鉛直断面図であり、（ａ）は規制機構が非作動状態である場合を示し、（ｂ）は規制機構が作動状態である場合を示している。It is a schematic vertical cross-sectional view which cut the main part of the collision detection device of FIG. Is shown. 図１の衝突検知装置の制御構成を例示したブロック図である。It is a block diagram exemplifying the control configuration of the collision detection device of FIG. 図１の衝突検知装置の制御装置で実施される制御内容を例示したフローチャートである。It is a flowchart which exemplifies the control content which is carried out by the control device of the collision detection device of FIG. （ａ），（ｂ）はいずれも、図４（ｂ）の衝突検知装置の作用を説明する図〔図４（ｂ）と同様の鉛直断面図〕である。Both (a) and (b) are views for explaining the operation of the collision detection device of FIG. 4 (b) [vertical cross-sectional view similar to that of FIG. 4 (b)].

図面を参照して、実施形態としての衝突検知装置について説明する。以下に示す実施形態はあくまでも例示に過ぎず、この実施形態で明示しない種々の変形や技術の適用を排除する意図はない。下記の実施形態の各構成は、それらの趣旨を逸脱しない範囲で種々変形して実施することができる。また、必要に応じて取捨選択することができ、あるいは適宜組み合わせることができる。 A collision detection device as an embodiment will be described with reference to the drawings. The embodiments shown below are merely examples, and there is no intention of excluding the application of various modifications and techniques not specified in this embodiment. Each configuration of the following embodiments can be variously modified and implemented without departing from their gist. In addition, it can be selected as needed, or can be combined as appropriate.

以下の説明では、車両の前進方向を前方とし、車両の後進方向を後方とし、前方を基準に左右を定める。前後方向は車長方向と一致し、左右方向は車幅方向と一致する。また、重力の方向を下方とし、その逆を上方として上下方向を定める。なお、上下方向は、鉛直方向と完全に一致していなくてもよく、鉛直方向に対して僅かに傾斜していてもよい。同様に、車長方向及び車幅方向は、水平方向と完全に一致していなくてもよい。 In the following description, the forward direction of the vehicle is the front, the reverse direction of the vehicle is the rear, and the left and right are determined with reference to the front. The front-rear direction coincides with the vehicle length direction, and the left-right direction coincides with the vehicle width direction. In addition, the vertical direction is determined with the direction of gravity as downward and the opposite as upward. The vertical direction does not have to completely coincide with the vertical direction, and may be slightly inclined with respect to the vertical direction. Similarly, the vehicle length direction and the vehicle width direction do not have to completely coincide with the horizontal direction.

［１．装置構成］
本実施形態の衝突検知装置は、図１に示す車両１０に適用されている。図１に透視して示すように、車両１０の前面を構成するバンパフェイシャ１１の後方には、車幅方向に延びるバンパビーム１２（骨格部材）が配置される。本実施形態のバンパビーム１２は、左右一対のサイドメンバ１３の前端部に固定されたクラッシュボックス１４同士を繋ぐ横架材として設けられている。バンパビーム１２の前方には、歩行者との前面衝突（以下、「前突」という）の際に、歩行者への衝撃を緩和するための緩衝材１が配置される。 [1. Device configuration]
The collision detection device of this embodiment is applied to the vehicle 10 shown in FIG. As shown through FIG. 1, a bumper beam 12 (skeleton member) extending in the vehicle width direction is arranged behind the bumper facer 11 constituting the front surface of the vehicle 10. The bumper beam 12 of the present embodiment is provided as a horizontal member for connecting the crash boxes 14 fixed to the front ends of the pair of left and right side members 13. In front of the bumper beam 12, a cushioning material 1 is arranged to alleviate the impact on the pedestrian in the event of a frontal collision with the pedestrian (hereinafter referred to as "front collision").

図２に示すように、バンパビーム１２は、クラッシュボックス１４の前端部に固定されている。クラッシュボックス１４は、おもに他車両や建物等の比較的重い対象物への前突時に変形することでその衝突エネルギーを吸収する。
一方、緩衝材１は、おもに歩行者や自転車等の比較的軽い対象物への前突時に変形することでその衝突エネルギーを吸収する。なお、緩衝材１は、上記の比較的重い対象物への前突時にも変形するが、吸収できる衝突エネルギー量は少ない。 As shown in FIG. 2, the bumper beam 12 is fixed to the front end portion of the crash box 14. The crash box 14 mainly absorbs the collision energy by being deformed at the time of a frontal collision with a relatively heavy object such as another vehicle or a building.
On the other hand, the cushioning material 1 mainly absorbs the collision energy by being deformed at the time of a frontal collision with a relatively light object such as a pedestrian or a bicycle. The cushioning material 1 is deformed even when it collides with the relatively heavy object, but the amount of collision energy that can be absorbed is small.

本実施形態の緩衝材１は、車幅方向に延びる直方体の後面に溝１ａが凹設されたような形状であり、図示しないビスでバンパビーム１２の前面１２ａに固定されている。緩衝材１は、バンパビーム１２の前面１２ａに沿って配置されたチューブ２を、上記の溝１ａに収容している。なお、緩衝材１の上面１ｂは、車長方向及び車幅方向に沿う平面状に形成され、バンパビーム１２の上面１２ｂと略面一に設けられている。 The cushioning material 1 of the present embodiment has a shape in which a groove 1a is recessed on the rear surface of a rectangular parallelepiped extending in the vehicle width direction, and is fixed to the front surface 12a of the bumper beam 12 with a screw (not shown). The cushioning material 1 accommodates the tube 2 arranged along the front surface 12a of the bumper beam 12 in the groove 1a. The upper surface 1b of the cushioning material 1 is formed in a plane shape along the vehicle length direction and the vehicle width direction, and is provided substantially flush with the upper surface 12b of the bumper beam 12.

衝突検知装置は、チューブ２内の圧力変化に基づいて前突を検知する。チューブ２は、弾性体により長尺な中空筒形状に成形されており、外力が加わると容易に圧縮変形可能である。チューブ２は、バンパビーム１２に沿って車幅方向に延設されており、前突時に緩衝材１で押圧される（緩衝材１とバンパビーム１２の前面１２ａとに挟持される）ことにより車長方向に圧縮変形する。
図３に示すように、本実施形態のチューブ２は、バンパビーム１２の左右両端部よりも車幅方向の外側まで延設されている。チューブ２の両端部には、チューブ２内の圧力値又は圧力変化を検出する圧力センサ３が接続される。圧力センサ３で検出された情報は、後述する制御装置４（図５参照）に伝達されて、前突の検知に用いられる。 The collision detection device detects a front collision based on a pressure change in the tube 2. The tube 2 is formed into a long hollow tubular shape by an elastic body, and can be easily compressed and deformed when an external force is applied. The tube 2 extends in the vehicle width direction along the bumper beam 12, and is pressed by the cushioning material 1 at the time of a front collision (sandwiched between the cushioning material 1 and the front surface 12a of the bumper beam 12) in the vehicle length direction. Compresses and transforms into.
As shown in FIG. 3, the tube 2 of the present embodiment extends beyond the left and right ends of the bumper beam 12 in the vehicle width direction. A pressure sensor 3 for detecting a pressure value or a pressure change in the tube 2 is connected to both ends of the tube 2. The information detected by the pressure sensor 3 is transmitted to the control device 4 (see FIG. 5) described later, and is used for detecting the front collision.

図４（ａ），（ｂ）に示すように、本実施形態の緩衝材１及びバンパビーム１２の上方には、自転車又は自動二輪車に対する正面衝突時や追突といった前突（以下、この前突を特に「二輪前突」という）の時に緩衝材１の上方への変位（持ち上がり）を規制するための規制機構５が設けられている。規制機構５は、緩衝材１の上方への変位を規制する作動状態と、緩衝材１の上方への変位を許容する非作動状態とに切替可能であり、通常は非作動状態である。規制機構５は、制御装置４によって作動状態と非作動状態とに切り替えられる。
なお、図１〜図３では、規制機構５の図示を省略している。また、図４（ａ），（ｂ）及び後述する図７（ａ），（ｂ）では、緩衝材１や後述する規制部材６等の断面のハッチングを省略している。 As shown in FIGS. 4 (a) and 4 (b), above the cushioning material 1 and the bumper beam 12 of the present embodiment, a front collision such as a head-on collision or a rear-end collision with a bicycle or a motorcycle (hereinafter, this front collision is particularly referred to as this front collision). A regulation mechanism 5 is provided to regulate the upward displacement (lifting) of the cushioning material 1 at the time of (referred to as “two-wheel head-on collision”). The regulating mechanism 5 can switch between an operating state that regulates the upward displacement of the cushioning material 1 and a non-operating state that allows the cushioning material 1 to be displaced upward, and is normally in the non-operating state. The regulation mechanism 5 is switched between an operating state and a non-operating state by the control device 4.
Note that in FIGS. 1 to 3, the regulation mechanism 5 is not shown. Further, in FIGS. 4A and 4B and FIGS. 7A and 7B described later, hatching of cross sections of the cushioning material 1 and the regulating member 6 described later is omitted.

本実施形態の規制機構５は、バンパビーム１２に回動自在に取り付けられた規制部材６と、規制部材６を回動させる駆動装置７とを有する。規制部材６は、詳細には、緩衝材１から離隔した非作動位置〔図４（ａ）に示す位置〕と、緩衝材１の上面１ｂに当接する作動位置〔図４（ｂ）に示す位置〕とに回動可能である。規制部材６が非作動位置にあることは、規制機構５が非作動状態であることに対応し、規制部材６が作動位置にあることは、規制機構５が作動状態であることに対応する。 The regulation mechanism 5 of the present embodiment includes a regulation member 6 rotatably attached to the bumper beam 12 and a drive device 7 for rotating the regulation member 6. Specifically, the regulating member 6 has a non-operating position [position shown in FIG. 4A] separated from the cushioning material 1 and an operating position [position shown in FIG. 4B] that abuts on the upper surface 1b of the cushioning material 1. ] And can be rotated. The fact that the regulating member 6 is in the non-operating position corresponds to the fact that the regulating mechanism 5 is in the non-operating state, and the fact that the regulating member 6 is in the operating position corresponds to the fact that the regulating mechanism 5 is in the operating state.

本実施形態では、車幅方向に延びるとともに横断面形状（車長方向及び上下方向に沿う断面形状）がＬ字状である規制部材６を例示する。規制部材６は、いずれも平板状で直角をなすように配置された押さえ部６ａ及び取付部６ｂと、これらの押さえ部６ａ及び取付部６ｂの接続部分（直角をなす角部）に延在する軸部６ｃと有する。規制部材６は、例えば金属で形成され、押さえ部６ａ及び取付部６ｂの間の角度が保たれるように、剛性が確保される。 In the present embodiment, the regulation member 6 extending in the vehicle width direction and having an L-shaped cross-sectional shape (cross-sectional shape along the vehicle length direction and the vertical direction) is illustrated. The regulating member 6 extends to the holding portion 6a and the mounting portion 6b arranged so as to form a right angle in a flat plate shape, and the connecting portion (corner portion forming a right angle) of the holding portion 6a and the mounting portion 6b. It has a shaft portion 6c. The regulating member 6 is made of, for example, metal, and its rigidity is ensured so that the angle between the pressing portion 6a and the mounting portion 6b is maintained.

本実施形態の押さえ部６ａは、緩衝材１の上面１ｂに完全に重なる形状及び大きさであり、図４（ｂ）に示すように、作動位置で緩衝材１の上面１ｂの全域に当接（面接触）する。すなわち、規制部材６は、規制機構５の作動状態で、緩衝材１の上面１ｂの車長方向及び車幅方向の全域に当接する。なお、作動位置において、押さえ部６ａの先端部（軸部６ｃと反対側の端部）は、緩衝材１の前面１ｃの鉛直上方に設けられる。 The holding portion 6a of the present embodiment has a shape and size that completely overlaps the upper surface 1b of the cushioning material 1, and as shown in FIG. 4B, abuts on the entire surface of the upper surface 1b of the cushioning material 1 at the operating position. (Surface contact). That is, the regulating member 6 comes into contact with the entire surface of the upper surface 1b of the cushioning material 1 in the vehicle length direction and the vehicle width direction in the operating state of the regulating mechanism 5. In the operating position, the tip end portion (the end portion on the side opposite to the shaft portion 6c) of the pressing portion 6a is provided vertically above the front surface 1c of the cushioning material 1.

取付部６ｂは、その先端部（軸部６ｃと反対側の端部）に結合された非伸縮性のワイヤ８を介して駆動装置７に接続されている。本実施形態のワイヤ８は、取付部６ｂの先端部における車幅方向の略中央部に取り付けられている。
軸部６ｃは、規制部材６の回動軸であり、車幅方向に沿って延在する。軸部６ｃは、バンパビーム１２の上面１２ｂの前端部に回動自在に取り付けられている。 The attachment portion 6b is connected to the drive device 7 via a non-stretchable wire 8 coupled to its tip portion (end portion opposite to the shaft portion 6c). The wire 8 of the present embodiment is attached to a substantially central portion in the vehicle width direction at the tip end portion of the attachment portion 6b.
The shaft portion 6c is a rotation shaft of the regulation member 6 and extends along the vehicle width direction. The shaft portion 6c is rotatably attached to the front end portion of the upper surface 12b of the bumper beam 12.

図４（ａ）に示すように、規制部材６が非作動位置にある（規制機構５が非作動状態である）場合は、押さえ部６ａが軸部６ｃから上方へ延出した姿勢となり、取付部６ｂがバンパビーム１２の上面１２ｂに当接（面接触）する。一方、図４（ｂ）に示すように、規制部材６が作動位置になる（規制機構５が作動状態である）場合は、押さえ部６ａが緩衝材１の上面１ｂに当接（面接触）し、取付部６ｂが軸部６ｃから上方へ延出した姿勢となる。 As shown in FIG. 4A, when the regulating member 6 is in the non-operating position (the regulating mechanism 5 is in the non-operating state), the pressing portion 6a is in a posture extending upward from the shaft portion 6c and is attached. The portion 6b comes into contact with the upper surface 12b of the bumper beam 12 (surface contact). On the other hand, as shown in FIG. 4B, when the regulating member 6 is in the operating position (the regulating mechanism 5 is in the operating state), the pressing portion 6a comes into contact with the upper surface 1b of the cushioning material 1 (surface contact). Then, the mounting portion 6b is in a posture extending upward from the shaft portion 6c.

このように、本実施形態の規制部材６は、非作動位置から軸部６ｃを中心にして一方向Ｄ１（軸部６ｃの左方から見て反時計回り）に約９０度回転することで作動位置へと移動する。反対に、規制部材６は、作動位置から軸部６ｃを中心にして他方向Ｄ２（軸部６ｃの左方から見て時計回り）に約９０度回転することで非作動位置に移動する。 As described above, the regulating member 6 of the present embodiment operates by rotating about 90 degrees in one direction D1 (counterclockwise when viewed from the left side of the shaft portion 6c) about the shaft portion 6c from the non-operating position. Move to position. On the contrary, the regulating member 6 moves to the non-operating position by rotating about 90 degrees from the operating position in the other direction D2 (clockwise when viewed from the left side of the shaft portion 6c) about the shaft portion 6c.

本実施形態の規制部材６には、規制部材６を非作動位置に向けて付勢する付勢部材６ｄが設けられている。ここでは、規制部材６を他方向Ｄ２に付勢する付勢部材６ｄが軸部６ｃに取り付けられている例を示す。付勢部材６ｄは、作動位置にある規制部材６を非作動位置に戻す機能をもつ。 The regulating member 6 of the present embodiment is provided with an urging member 6d that urges the regulating member 6 toward a non-operating position. Here, an example is shown in which an urging member 6d that urges the regulating member 6 in the other direction D2 is attached to the shaft portion 6c. The urging member 6d has a function of returning the regulating member 6 in the operating position to the non-operating position.

本実施形態の駆動装置７は、ワイヤ８を巻き取ることで規制部材６を非作動位置から作動位置に回動させる巻取装置（例えばモータ）である。より具体的には、駆動装置７は、オン状態である場合に、規制部材６を一方向Ｄ１へ回動させる方向に、ワイヤ８を介して規制部材６の取付部６ｂを引っ張る。本実施形態の駆動装置７は、バンパビーム１２よりも前方かつ上方に配置されており、図４（ｂ）中に白抜き矢印で示すように、オン状態である場合にワイヤ８を介して規制部材６の取付部６ｂを前方かつ上方へと引っ張る。 The drive device 7 of the present embodiment is a winding device (for example, a motor) that rotates the regulating member 6 from the non-operating position to the operating position by winding the wire 8. More specifically, when the drive device 7 is in the ON state, the drive device 7 pulls the attachment portion 6b of the regulation member 6 via the wire 8 in the direction of rotating the regulation member 6 in one direction D1. The drive device 7 of the present embodiment is arranged in front of and above the bumper beam 12, and as shown by a white arrow in FIG. 4 (b), is a regulating member via a wire 8 when it is in the ON state. Pull the mounting portion 6b of 6 forward and upward.

駆動装置７は、オン状態であるあいだ、上記のように規制部材６の取付部６ｂを引っ張り続けることで、規制部材６が作動位置に移動した後も規制部材６を作動位置に保持する。一方、駆動装置７は、オン状態からオフ状態に切り替えられた場合は、引っ張っていたワイヤ８を解放する。この場合、規制部材６が付勢部材６ｄの付勢力により作動位置から非作動位置へと戻されるとともに、駆動装置７からワイヤ８が引き出される。 By continuing to pull the mounting portion 6b of the regulating member 6 as described above while the driving device 7 is in the ON state, the driving device 7 holds the regulating member 6 in the operating position even after the regulating member 6 has moved to the operating position. On the other hand, when the drive device 7 is switched from the on state to the off state, the drive device 7 releases the pulled wire 8. In this case, the regulating member 6 is returned from the operating position to the non-operating position by the urging force of the urging member 6d, and the wire 8 is pulled out from the driving device 7.

なお、駆動装置７をオン状態にすることは、駆動装置７を作動させることに対応し、駆動装置７をオフ状態にすることは、駆動装置７を作動させないことに対応する。本実施形態の規制機構５は、駆動装置７のオン，オフ状態が切り替えられることで、上記のように作動状態と非作動状態とに切り替えられる。駆動装置７のオン，オフ状態は、制御装置４で制御される。 It should be noted that turning on the drive device 7 corresponds to operating the drive device 7, and turning off the drive device 7 corresponds to not operating the drive device 7. The regulation mechanism 5 of the present embodiment can be switched between the operating state and the non-operating state as described above by switching the on / off state of the drive device 7. The on / off state of the drive device 7 is controlled by the control device 4.

図５に示すように、車両１０には、前方の情報を取得する取得装置９が搭載されている。取得装置９は、例えば、車両１０の前部中央に設置されたカメラやレーダ等である。取得装置９は、取得した情報を制御装置４に伝達する。本実施形態の取得装置９で取得された情報は、制御装置４において、車両１０の前方に存在する物体が、車両１０に正対した自転車又は自動二輪車であるか否かと、車両１０からその物体までの距離とを判定（推定）するために用いられる。 As shown in FIG. 5, the vehicle 10 is equipped with an acquisition device 9 for acquiring information in front of the vehicle 10. The acquisition device 9 is, for example, a camera, a radar, or the like installed in the center of the front portion of the vehicle 10. The acquisition device 9 transmits the acquired information to the control device 4. The information acquired by the acquisition device 9 of the present embodiment indicates whether or not the object existing in front of the vehicle 10 is a bicycle or a motorcycle facing the vehicle 10 in the control device 4, and the object from the vehicle 10 It is used to judge (estimate) the distance to.

また、本実施形態の車両１０には、前突の対象物となりうる歩行者の保護性を高めるための保護装置２０が搭載されている。保護装置２０としては、車両１０のフロントフード１５（図１及び図２参照）を持ち上げるポップアップフード装置や、フロントフード１５上にエアバッグを展開するフードエアバッグ装置等が挙げられる。なお、保護装置２０には、このように歩行者を保護対象とするものに加えて、車両１０の乗員を保護対象とするもの（例えば、車室内のエアバッグ装置やシートベルトプリテンショナー等）が含まれてもよい。 Further, the vehicle 10 of the present embodiment is equipped with a protective device 20 for enhancing the protection of a pedestrian who may be an object of a front collision. Examples of the protective device 20 include a pop-up hood device that lifts the front hood 15 (see FIGS. 1 and 2) of the vehicle 10, a hood airbag device that deploys an airbag on the front hood 15, and the like. The protective device 20 includes a device that protects the occupants of the vehicle 10 (for example, an airbag device in the vehicle interior, a seatbelt pretensioner, etc.) in addition to the device that protects pedestrians. May be included.

制御装置４は、車両１０に搭載された電子制御装置であり、例えば周知のマイクロプロセッサやＲＯＭ，ＲＡＭ等を集積したＬＳＩデバイスや組み込み電子デバイスとして構成され、車載ネットワークの通信ラインに接続される。制御装置４は、取得装置９から伝達された情報に基づいて上記の駆動装置７を制御する切替制御を実施する。また、本実施形態の制御装置４は、圧力センサ３から伝達された情報に基づいて上記の保護装置２０を制御する保護制御も実施する。 The control device 4 is an electronic control device mounted on the vehicle 10, and is configured as, for example, an LSI device or an embedded electronic device in which a well-known microprocessor, ROM, RAM, etc. are integrated, and is connected to a communication line of an in-vehicle network. The control device 4 performs switching control for controlling the drive device 7 based on the information transmitted from the acquisition device 9. Further, the control device 4 of the present embodiment also implements protection control for controlling the protection device 20 based on the information transmitted from the pressure sensor 3.

［２．制御構成］
本実施形態では、切替制御及び保護制御について詳述する。切替制御は、車両１０に前突が生じるよりも前に、駆動装置７のオン，オフ状態を切り替えることで、規制機構５を作動状態と非作動状態とに切り替える制御である。一方、保護制御は、車両１０に所定の前突が生じた際に、保護装置２０を作動させる制御である。 [2. Control configuration]
In this embodiment, switching control and protection control will be described in detail. The switching control is a control for switching the regulation mechanism 5 between an operating state and a non-operating state by switching the on / off state of the drive device 7 before the front collision occurs in the vehicle 10. On the other hand, the protection control is a control for operating the protection device 20 when a predetermined front collision occurs in the vehicle 10.

ここでいう「所定の前突」とは、保護装置２０を作動させることが望ましい前突（いわゆるＯＮ要件衝突）である。このＯＮ要件衝突には、歩行者との前突に加えて、自転車や自動二輪車のように座席の周囲が開放された他車両との前突（二輪前突）が含まれる。これに対し、保護装置２０を作動させる必要がない前突（いわゆるＯＦＦ要件衝突）には、例えば、電柱や小動物との前突が含まれる。 The "predetermined front collision" referred to here is a front collision in which it is desirable to operate the protection device 20 (so-called ON requirement collision). This ON requirement collision includes a front collision with a pedestrian and a front collision with another vehicle (two-wheel front collision) such as a bicycle or a motorcycle whose seat is open. On the other hand, the frontal collision (so-called OFF requirement collision) that does not require the protection device 20 to be activated includes, for example, a frontal collision with a utility pole or a small animal.

まず、切替制御の構成を説明する。
制御装置４は、下記の作動条件が成立した場合に、非作動状態の規制機構５を作動状態に切り替える。また、本実施形態の制御装置４は、下記の作動条件が成立しない場合に、非作動状態の規制機構５を維持する。
＝作動条件＝
車両１０に正対した自転車又は自動二輪車との前突（二輪前突）の可能性がある。 First, the configuration of switching control will be described.
When the following operating conditions are satisfied, the control device 4 switches the non-operating state regulating mechanism 5 to the operating state. Further, the control device 4 of the present embodiment maintains the regulation mechanism 5 in the non-operating state when the following operating conditions are not satisfied.
= Operating conditions =
There is a possibility of a front collision (two-wheel front collision) with a bicycle or a motorcycle facing the vehicle 10.

制御装置４は、取得装置９で取得された情報に基づいて、上記の作動条件の成否を判定する。例えば、制御装置４は、車両１０の前方に存在する物体が車両１０に正対した自転車又は自動二輪車であり、且つ車両１０からその自転車又は自動二輪車までの距離が所定距離（例えば２[ｍ]）未満である場合に、作動条件が成立したと判定し、それ以外の場合に作動条件が成立しないと判定する。 The control device 4 determines the success or failure of the above operating conditions based on the information acquired by the acquisition device 9. For example, in the control device 4, the object existing in front of the vehicle 10 is a bicycle or a motorcycle facing the vehicle 10, and the distance from the vehicle 10 to the bicycle or the motorcycle is a predetermined distance (for example, 2 [m]). ), It is determined that the operating condition is satisfied, and in other cases, it is determined that the operating condition is not satisfied.

なお、「車両１０に正対した」とは、車両１０に対して、自転車又は自動二輪車の車輪がまっすぐに向く（車輪の回転軸が車両１０の車幅方向と平行な）姿勢であることを意味する。したがって、「車両１０に正対した自転車又は自動二輪車」には、車両１０に対して前方からまっすぐに向かって来る自転車又は自動二輪車に加えて、車両１０の前方を車両１０と同一の進行方向に走行する自転車又は自動二輪車が含まれる。よって、上記の「二輪前突」には、自転車又は自動二輪車との正面衝突（自転車又は自動二輪車にとっての前突）に加えて、自転車又は自動二輪車に対する追突（自転車又は自動二輪車にとっての後突）が含まれる。 In addition, "facing the vehicle 10" means that the wheels of the bicycle or motorcycle are facing straight toward the vehicle 10 (the axis of rotation of the wheels is parallel to the vehicle width direction of the vehicle 10). means. Therefore, in the "bicycle or motorcycle facing the vehicle 10", in addition to the bicycle or motorcycle that comes straight from the front to the vehicle 10, the front of the vehicle 10 is in the same traveling direction as the vehicle 10. Includes running bicycles or motorcycles. Therefore, in the above-mentioned "two-wheel front collision", in addition to a head-on collision with a bicycle or a motorcycle (front collision for a bicycle or a motorcycle), a rear-end collision with a bicycle or a motorcycle (a rear-end collision for a bicycle or a motorcycle) Is included.

本実施形態の制御装置４は、作動条件が成立したと判定した場合に、オフ状態の駆動装置７をオン状態に切り替える（駆動装置７を作動させる）ことで、非作動状態の規制機構５を作動状態に切り替える。また、制御装置４は、作動条件が成立したと判定した場合に、規制機構５が既に作動状態であれば、オン状態の駆動装置７を維持することで作動状態の規制機構５を維持する。すなわち、制御装置４は、作動条件が成立しているあいだ、駆動装置７をオン状態に維持することで規制機構５を作動状態に維持する。 When it is determined that the operating condition is satisfied, the control device 4 of the present embodiment switches the driving device 7 in the off state to the on state (operates the driving device 7) to activate the regulation mechanism 5 in the non-operating state. Switch to the operating state. Further, when it is determined that the operating condition is satisfied, if the regulating mechanism 5 is already in the operating state, the control device 4 maintains the operating state regulating mechanism 5 by maintaining the driving device 7 in the on state. That is, the control device 4 keeps the regulation mechanism 5 in the operating state by keeping the driving device 7 in the on state while the operating conditions are satisfied.

一方、制御装置４は、作動条件が成立しないと判定した場合は、オフ状態の駆動装置７を維持する（駆動装置７を作動させない）ことで、非作動状態の規制機構５を維持する。すなわち、制御装置４は、作動条件が不成立であるあいだ、駆動装置７をオフ状態に維持することで規制機構５を非作動状態に維持する。また、制御装置４は、作動条件が成立しないと判定した場合に、規制機構５が作動状態であれば、オン状態の駆動装置７をオフ状態に切り替えることで、作動状態の規制機構５を非作動状態に切り替える。 On the other hand, when it is determined that the operating condition is not satisfied, the control device 4 maintains the driving device 7 in the off state (does not operate the driving device 7), thereby maintaining the regulating mechanism 5 in the non-operating state. That is, the control device 4 keeps the regulation mechanism 5 in the non-operating state by keeping the driving device 7 in the off state while the operating condition is not satisfied. Further, when the control device 4 determines that the operating condition is not satisfied, if the regulating mechanism 5 is in the operating state, the control mechanism 5 in the operating state is not activated by switching the driving device 7 in the on state to the off state. Switch to the operating state.

このように、本実施形態の制御装置４は、作動条件の成否が切り替わる度に、駆動装置７のオン，オフ状態を切り替えることで、規制機構５の作動状態と非作動状態とを切り替える。 As described above, the control device 4 of the present embodiment switches between the operating state and the non-operating state of the regulation mechanism 5 by switching the on / off state of the driving device 7 each time the success or failure of the operating condition is switched.

次に、保護制御の構成を説明する。
制御装置４は、下記の保護条件が成立した場合に、保護装置２０を作動させる。
＝保護条件＝
ＯＮ要件衝突が起きた。 Next, the configuration of protection control will be described.
The control device 4 operates the protection device 20 when the following protection conditions are satisfied.
= Protection conditions =
An ON requirement conflict has occurred.

制御装置４は、圧力センサ３で検出された情報に基づいて、上記の保護条件の成否を判定する。例えば、制御装置４は、圧力センサ３で検出された圧力値が所定の閾値を超えた場合、あるいは圧力センサ３で検出された圧力変化が所定の変化率以上である場合に保護条件が成立したと判定し、それ以外の場合に保護条件が成立しないと判定する。なお、制御装置４は、保護条件が成立しない場合は、保護装置２０を作動させない。 The control device 4 determines the success or failure of the above protection conditions based on the information detected by the pressure sensor 3. For example, in the control device 4, the protection condition is satisfied when the pressure value detected by the pressure sensor 3 exceeds a predetermined threshold value, or when the pressure change detected by the pressure sensor 3 is equal to or more than a predetermined rate of change. It is determined that the protection condition is not satisfied in other cases. If the protection condition is not satisfied, the control device 4 does not operate the protection device 20.

［３．フローチャート］
図６は、制御装置４で実施される制御（切替制御及び保護制御）の内容を例示したフローチャートである。このフローチャートは、車両１０が走行可能な状態（エンジンオン状態又はレディーオン状態）である場合に所定の演算周期で繰り返し実施される。なお、フローの開始時点では、駆動装置７がオフ状態であり、規制機構５が非作動状態であるものとする。 [3. flowchart]
FIG. 6 is a flowchart illustrating the contents of the control (switching control and protection control) executed by the control device 4. This flowchart is repeatedly executed at a predetermined calculation cycle when the vehicle 10 is in a runnable state (engine-on state or ready-on state). At the start of the flow, it is assumed that the drive device 7 is in the off state and the regulation mechanism 5 is in the inactive state.

まず、取得装置９で取得された情報が入力され（ステップＳ１）、この情報に基づいて作動条件の成否が判定される（ステップＳ２）。例えば、車両１０の前方に物体が存在しない場合や、車両１０が歩行者と前突しそうな場合は、ステップＳ２で作動条件が成立しないと判定される。この場合はステップＳ３に進み、規制機構５が非作動状態に制御される。詳細には、オフ状態の駆動装置７が維持されることで、規制部材６が非作動位置に留まり、非作動状態の規制機構５が維持される。 First, the information acquired by the acquisition device 9 is input (step S1), and the success or failure of the operating condition is determined based on this information (step S2). For example, if there is no object in front of the vehicle 10 or if the vehicle 10 is likely to collide with a pedestrian, it is determined in step S2 that the operating condition is not satisfied. In this case, the process proceeds to step S3, and the regulation mechanism 5 is controlled to be inactive. Specifically, by maintaining the driving device 7 in the off state, the regulating member 6 stays in the non-operating position, and the regulating mechanism 5 in the non-operating state is maintained.

図４（ａ）に示すように規制機構５が非作動状態である場合は、規制部材６が緩衝材１から離隔する（緩衝材１に接触しない）ことで、緩衝材１の変位が許容される。この場合、緩衝材１の変形が規制部材６で阻害されないため、歩行者との前突時に、歩行者に対して緩衝材１の緩衝機能が発揮されやすくなるとともに、緩衝材１がチューブ２を押圧しやすくなる。したがって、歩行者の保護性が確保されるとともに、前突が検知されやすくなる。 When the regulating mechanism 5 is inactive as shown in FIG. 4A, the regulating member 6 is separated from the cushioning material 1 (does not come into contact with the cushioning material 1), so that the cushioning material 1 is allowed to be displaced. NS. In this case, since the deformation of the cushioning material 1 is not hindered by the regulating member 6, the cushioning function of the cushioning material 1 is easily exerted on the pedestrian at the time of a front collision with the pedestrian, and the cushioning material 1 holds the tube 2. It becomes easier to press. Therefore, the protection of the pedestrian is ensured, and the front collision is easily detected.

一方、ステップＳ２において、例えば車両１０が自転車と正面衝突しそうな場合や自転車に対して追突しそうな場合は、作動条件が成立したと判定される。この場合はステップＳ４に進み、規制機構５が作動状態に制御される。詳細には、オフ状態の駆動装置７がオン状態に切り替えられてワイヤ８が巻き取られることで、規制部材６が非作動位置から作動位置に回動し、非作動状態の規制機構５が作動状態に切り替えられる。このように、二輪前突の可能性がある場合は、二輪前突が生じるよりも前に規制機構５が作動状態となる。 On the other hand, in step S2, for example, when the vehicle 10 is likely to collide head-on with the bicycle or is likely to collide with the bicycle, it is determined that the operating condition is satisfied. In this case, the process proceeds to step S4, and the regulation mechanism 5 is controlled to the operating state. Specifically, when the drive device 7 in the off state is switched to the on state and the wire 8 is wound, the regulation member 6 rotates from the non-operating position to the operating position, and the regulation mechanism 5 in the non-operating state operates. It can be switched to the state. In this way, when there is a possibility of a two-wheel front collision, the regulation mechanism 5 is activated before the two-wheel front collision occurs.

規制機構５が作動状態である場合、規制部材６の押さえ部６ａが緩衝材１の上面１ｂに当接することで、緩衝材１の上方への変位が規制される。このため、図７（ａ）に示すように、二輪前突時に、自転車や自動二輪車の車輪（例えば後輪）Ｗが緩衝材１に斜め下方からぶつかり、緩衝材１に斜め上方向の衝撃力Ｆが入力されたとしても、緩衝材１の上方への持ち上がりが抑制される。 When the regulating mechanism 5 is in the operating state, the pressing portion 6a of the regulating member 6 comes into contact with the upper surface 1b of the cushioning material 1, so that the upward displacement of the cushioning material 1 is restricted. Therefore, as shown in FIG. 7A, when the two wheels collide with each other, the wheels (for example, the rear wheels) W of the bicycle or the motorcycle collide with the cushioning material 1 from diagonally below, and the impact force of the cushioning material 1 in the diagonally upward direction. Even if F is input, the cushioning material 1 is suppressed from being lifted upward.

この場合、緩衝材１は、衝撃力Ｆに対して規制部材６の押さえ部６ａで押さえつけられるため、変形量が確保される。したがって、二輪前突時であっても、緩衝材１を介してチューブ２が押圧される。これにより、チューブ２内に圧力変化が生じるため、車両１０の二輪前突が検知されやすくなる。 In this case, since the cushioning material 1 is pressed against the impact force F by the pressing portion 6a of the regulating member 6, the amount of deformation is secured. Therefore, the tube 2 is pressed through the cushioning material 1 even when the two wheels collide with each other. As a result, the pressure changes in the tube 2, so that the two-wheel front collision of the vehicle 10 can be easily detected.

また、図７（ｂ）に示すように、ＯＦＦ要件衝突では、緩衝材１に前方から略水平な衝撃力Ｆ′が入力される場合が多いが、上記のように作動状態の規制機構５で緩衝材１の上方への変位が規制されていれば、この衝撃力Ｆ′に対して緩衝材１の車長方向の圧縮変形が抑制される。この場合、チューブ２内の圧力変化が抑制されるため、ＯＦＦ要件衝突では車両１０の前突の無用な検知を回避しやすくなる。 Further, as shown in FIG. 7B, in the OFF requirement collision, a substantially horizontal impact force F'is input to the cushioning material 1 from the front in many cases, but as described above, the regulating mechanism 5 in the operating state is used. If the upward displacement of the cushioning material 1 is regulated, the compressive deformation of the cushioning material 1 in the vehicle length direction is suppressed with respect to this impact force F'. In this case, since the pressure change in the tube 2 is suppressed, it becomes easy to avoid unnecessary detection of the front collision of the vehicle 10 in the OFF requirement collision.

図６に示すように、上記のステップＳ３又はステップＳ４の処理が実施された後は、圧力センサ３で検出された情報が入力され（ステップＳ５）、この情報に基づいて保護条件の成否が判定される（ステップＳ６）。ここで保護条件が成立したと判定された場合は、保護装置２０が作動し（ステップＳ７）、このフローを終了する。一方、ステップＳ６で保護条件が成立しないと判定された場合は、保護装置２０が作動しないまま、このフローをリターンする。 As shown in FIG. 6, after the processing of step S3 or step S4 is performed, the information detected by the pressure sensor 3 is input (step S5), and the success or failure of the protection condition is determined based on this information. (Step S6). If it is determined that the protection condition is satisfied here, the protection device 20 is activated (step S7), and this flow is terminated. On the other hand, if it is determined in step S6 that the protection condition is not satisfied, this flow is returned without the protection device 20 operating.

なお、ステップＳ２からステップＳ４に進んだ場合に、規制機構５が既に作動状態であれば（前回の演算周期でもステップＳ４に進んでいれば）、オン状態の駆動装置７が維持されることで、作動状態の規制機構５が維持される（ステップＳ４）。詳細には、駆動装置７がワイヤ８を介して規制部材６を引っ張り続けることで、規制部材６が作動位置に保持され、規制機構５が作動状態に維持される。
このように、二輪前突の可能性があるあいだは、規制機構５が作動状態に維持される。そして、ステップＳ５以降の処理が再び実施される。 If the regulation mechanism 5 is already in the operating state (if the regulation mechanism 5 has proceeded to the step S4 even in the previous calculation cycle) when the process proceeds from step S2 to step S4, the drive device 7 in the on state is maintained. , The operating state regulation mechanism 5 is maintained (step S4). Specifically, the driving device 7 keeps pulling the regulating member 6 through the wire 8, so that the regulating member 6 is held in the operating position and the regulating mechanism 5 is maintained in the operating state.
In this way, the regulation mechanism 5 is maintained in the operating state while there is a possibility of a two-wheel front collision. Then, the processes after step S5 are executed again.

また、ステップＳ２からステップＳ３に進んだ場合に、規制機構５が作動状態であれば（前回の演算周期でステップＳ４に進んでいれば）、オン状態の駆動装置７がオフ状態に切り替えられることで、作動状態の規制機構５が非作動状態に切り替えられる（ステップＳ３）。詳細には、駆動装置７が引っ張っていたワイヤ８を解放することで、規制部材６が付勢部材６ｄの付勢力により作動位置から非作動位置に回動し、規制機構５が作動状態から非作動状態に切り替えられる。 Further, when the process proceeds from step S2 to step S3, if the regulation mechanism 5 is in the operating state (if the step S4 is advanced in the previous calculation cycle), the drive device 7 in the on state is switched to the off state. Then, the regulation mechanism 5 in the operating state is switched to the non-operating state (step S3). Specifically, by releasing the wire 8 pulled by the drive device 7, the regulating member 6 is rotated from the operating position to the non-operating position by the urging force of the urging member 6d, and the regulating mechanism 5 is deactivated from the operating state. It can be switched to the operating state.

このように、二輪前突の可能性がなくなった場合は、規制機構５が作動状態から非作動状態に戻される。そして、ステップＳ５以降の処理が再び実施される。
なお、ステップＳ１〜Ｓ４の処理は上記の切替制御に対応し、ステップＳ５〜Ｓ７の処理は上記の保護制御に対応する。 In this way, when the possibility of a two-wheel front collision disappears, the regulation mechanism 5 is returned from the operating state to the non-operating state. Then, the processes after step S5 are executed again.
The processing of steps S1 to S4 corresponds to the above switching control, and the processing of steps S5 to S7 corresponds to the above protection control.

［４．効果］
（１）上記の衝突検知装置では、二輪前突の可能性がある場合に、非作動状態の規制機構５が作動状態に切り替えられて緩衝材１の上方への変位を規制する。このため、図７（ａ）に示すように、自転車又は自動二輪車に対する正面衝突時や追突時に、緩衝材１に対して斜め下方から衝撃力Ｆが入力されたとしても、緩衝材１の変形量を確保できる。これにより、チューブ２をより確実に圧縮変形させることができるため、前突の検知性能を向上させることができる。 [4. effect]
(1) In the above-mentioned collision detection device, when there is a possibility of a two-wheel front collision, the non-operating state regulating mechanism 5 is switched to the operating state to regulate the upward displacement of the cushioning material 1. Therefore, as shown in FIG. 7A, even if the impact force F is input from diagonally below the cushioning material 1 at the time of a head-on collision or a rear-end collision with a bicycle or a motorcycle, the amount of deformation of the cushioning material 1 Can be secured. As a result, the tube 2 can be more reliably compressed and deformed, so that the front collision detection performance can be improved.

また、上記のように前突の検知性能が向上することで、保護装置２０をより適切なタイミングで作動させることができる。具体的には、歩行者との前突時だけでなく、車両１０に正対した自転車又は自動二輪車との前突時にも、保護装置２０をより確実に作動させることができる。よって、自転車や自動二輪車の乗員の保護性を高めることができる。 Further, by improving the front collision detection performance as described above, the protective device 20 can be operated at a more appropriate timing. Specifically, the protective device 20 can be operated more reliably not only at the time of a front collision with a pedestrian but also at the time of a front collision with a bicycle or a motorcycle facing the vehicle 10. Therefore, it is possible to enhance the protection of the occupants of bicycles and motorcycles.

さらに、図７（ｂ）に示すように、ＯＦＦ要件衝突時は、作動状態の規制機構５が緩衝材１の上方への変位を規制することで、前方からの略水平な衝撃力Ｆ′に対して緩衝材１の変形量を抑えることができる。これにより、チューブ２内の圧力変化が抑制されるため、前突の無用な検知を回避しやすくなる。 Further, as shown in FIG. 7B, in the event of an OFF requirement collision, the operating state regulating mechanism 5 regulates the upward displacement of the cushioning material 1 to obtain a substantially horizontal impact force F'from the front. On the other hand, the amount of deformation of the cushioning material 1 can be suppressed. As a result, the pressure change in the tube 2 is suppressed, so that it becomes easy to avoid unnecessary detection of the front collision.

（２）二輪前突の可能性がない場合には、図４（ａ）に示すように非作動状態の規制機構５が維持されて緩衝材１の変位を許容するため、歩行者への前突が生じた際には緩衝材１の緩衝機能を適切に発揮できるとともに、緩衝材１でチューブ２をより確実に押圧できる。よって、歩行者への前突時に、緩衝性を確保しながら、前突の検知性能を向上させることができる。 (2) When there is no possibility of a two-wheel front collision, as shown in FIG. 4 (a), the regulating mechanism 5 in the non-operating state is maintained to allow the cushioning material 1 to be displaced, so that the front to the pedestrian. When a bump occurs, the cushioning function of the cushioning material 1 can be appropriately exerted, and the tube 2 can be pressed more reliably by the cushioning material 1. Therefore, it is possible to improve the detection performance of the front collision while ensuring the cushioning property at the time of the front collision with the pedestrian.

また、車両１０に正対していない自転車又は自動二輪車との前突（例えば、自転車又は自動二輪車に対する側方からの前突）時は、この自転車又は自動二輪車の車輪が緩衝材１に下方からぶつからないため、上記のような緩衝材１の上方への持ち上がりが生じない。したがって、このような前突時は、車両１０に正対した自転車又は自動二輪車との前突の可能性がないものとして上記のように非作動状態の規制機構５を維持することで、緩衝材１の変位を許容できる。これにより、自転車又は自動二輪車との前突時であっても、自転車又は自動二輪車の車輪が緩衝材１に下方からぶつからない際には、緩衝材１の緩衝機能を適切に発揮できるとともに、緩衝材１でチューブ２をより確実に押圧できる。よって、自転車又は自動二輪車の乗員に対する緩衝性を確保しながら、前突の検知性能を向上させることができる。 Further, in the case of a front collision with a bicycle or a motorcycle that does not face the vehicle 10 (for example, a front collision from the side with respect to the bicycle or the motorcycle), the wheels of the bicycle or the motorcycle hit the cushioning material 1 from below. Therefore, the cushioning material 1 does not lift upward as described above. Therefore, at the time of such a front collision, the cushioning material is maintained by maintaining the regulation mechanism 5 in the non-operating state as described above assuming that there is no possibility of a front collision with the bicycle or the motorcycle facing the vehicle 10. A displacement of 1 can be tolerated. As a result, even when the bicycle or motorcycle collides with the front, when the wheels of the bicycle or motorcycle do not hit the cushioning material 1 from below, the cushioning function of the cushioning material 1 can be appropriately exerted and the cushioning material 1 can be cushioned. The material 1 can press the tube 2 more reliably. Therefore, it is possible to improve the front collision detection performance while ensuring the cushioning property for the occupants of the bicycle or the motorcycle.

（３）上記の衝突検知装置では、作動位置と非作動位置とに回動可能な規制部材６と、規制部材６を回動させる駆動装置７とが設けられ、駆動装置７を作動させることで非作動状態の規制機構５が作動状態に切り替えられる。このため、規制機構５の非作動状態から作動状態への切替を簡素な構成で実現できる。 (3) In the above-mentioned collision detection device, a regulating member 6 that can rotate between an operating position and a non-operating position and a driving device 7 that rotates the regulating member 6 are provided, and by operating the driving device 7. The non-operating state regulating mechanism 5 is switched to the operating state. Therefore, switching from the non-operating state to the operating state of the regulation mechanism 5 can be realized with a simple configuration.

また、規制部材６が車両１０の骨格部材であるバンパビーム１２に取り付けられるため、前突時であっても規制部材６の位置を安定化できる。これにより、緩衝材１の上方への変位をより確実に規制できるため、二輪前突時に、斜め下方からの衝撃力Ｆに対して緩衝材１の変形量をより確実に確保できる。よって、二輪前突の検知性能をより高められる。また、ＯＦＦ要件衝突では、前方からの略水平な衝撃力Ｆ′に対して緩衝材１の変形量をより抑制できるため、前突の無用な検知をより回避しやすくなる。 Further, since the regulating member 6 is attached to the bumper beam 12 which is a skeleton member of the vehicle 10, the position of the regulating member 6 can be stabilized even at the time of a front collision. As a result, the upward displacement of the cushioning material 1 can be more reliably regulated, so that the amount of deformation of the cushioning material 1 can be more reliably secured with respect to the impact force F from diagonally below at the time of a two-wheel front collision. Therefore, the detection performance of the two-wheel front collision can be further improved. Further, in the OFF requirement collision, since the amount of deformation of the cushioning material 1 can be further suppressed with respect to the substantially horizontal impact force F'from the front, it becomes easier to avoid unnecessary detection of the front collision.

（４）駆動装置７が規制部材６に結合されたワイヤ８を引っ張ることで規制部材６を非作動位置から作動位置に回動させるため、規制部材６の非作動位置から作動位置への回動を簡素な構成で実現できる。
また、ワイヤ８を設けることで、規制部材６から離れた位置に駆動装置７を配置したとしても、ワイヤ８を介して規制部材６を回動させることができる。よって、駆動装置７の配置の自由度を高められる。 (4) Since the driving device 7 rotates the regulating member 6 from the non-operating position to the operating position by pulling the wire 8 coupled to the regulating member 6, the regulating member 6 rotates from the non-operating position to the operating position. Can be realized with a simple configuration.
Further, by providing the wire 8, even if the drive device 7 is arranged at a position away from the regulation member 6, the regulation member 6 can be rotated via the wire 8. Therefore, the degree of freedom in arranging the drive device 7 can be increased.

（５）規制機構５の作動状態において、規制部材６が緩衝材１の上面１ｂにおける車長方向の全域に当接するため、緩衝材１の上方への変位をより効果的に規制できる。これにより、二輪前突では上記のように前突の検知性能をより高められ、ＯＦＦ要件衝突では上記のように前突の無用な検知をより回避しやすくなる。 (5) Since the regulating member 6 abuts on the entire upper surface 1b of the cushioning material 1 in the vehicle length direction in the operating state of the regulating mechanism 5, the upward displacement of the cushioning material 1 can be regulated more effectively. As a result, in the case of a two-wheel front collision, the detection performance of the front collision can be further improved as described above, and in the case of an OFF requirement collision, it becomes easier to avoid unnecessary detection of the front collision as described above.

（６）規制部材６が作動状態で緩衝材１の上面１ｂにおける車幅方向の全域に当接するため、車幅方向のいずれの位置への前突時にも、緩衝材１の上方への変位を規制できる。これにより、二輪前突では前突の検知性能をより確実に高められ、ＯＦＦ要件衝突では前突の無用な検知をより確実に回避しやすくなる。 (6) Since the regulating member 6 abuts on the entire surface of the upper surface 1b of the cushioning material 1 in the vehicle width direction in the operating state, the cushioning material 1 is displaced upward at any position in the vehicle width direction when the front collision occurs. Can be regulated. As a result, the detection performance of the front collision can be more reliably improved in the case of a two-wheel front collision, and it becomes easier to more reliably avoid unnecessary detection of the front collision in the case of an OFF requirement collision.

（７）規制機構５が作動状態に切り替えられた後、二輪前突の可能性がなくなった場合には、作動状態の規制機構５が非作動状態に戻されるため、歩行者との前突に備えて、緩衝材１の変位を再び許容できる。このように、二輪前突の可能性に応じて規制機構５を作動状態と非作動状態とに切り替えることで、前突の対象物が歩行者である場合もそうでない場合も、前突の検知性能を高められる。 (7) If the possibility of a two-wheel front collision disappears after the regulation mechanism 5 is switched to the operating state, the operating regulation mechanism 5 is returned to the non-operating state, so that the vehicle collides with a pedestrian. In preparation, the displacement of the cushioning material 1 can be tolerated again. In this way, by switching the regulation mechanism 5 between the operating state and the non-operating state according to the possibility of the two-wheel front collision, the front collision is detected regardless of whether the object of the front collision is a pedestrian or not. Performance can be improved.

［５．変形例］
上記の規制機構５の構成は一例である。規制機構５は、上記の規制部材６及び駆動装置７以外の部材や装置を更に含んでいてもよいし、規制部材６及び駆動装置７を含まずに構成されてもよい。 [5. Modification example]
The configuration of the regulation mechanism 5 described above is an example. The regulation mechanism 5 may further include members and devices other than the above-mentioned regulation member 6 and the drive device 7, or may be configured without the regulation member 6 and the drive device 7.

規制部材６は、横断面形状がＬ字状のものに限定されず、例えば横断面形状が直角三角形状のブロック体で形成されてもよい。また、規制部材６は、規制機構５の作動状態で緩衝材１の上面１ｂの少なくとも一部に当接すればよい。
規制部材６においてワイヤ８が結合される位置は、上記の位置に限定されない。ワイヤ８は、駆動装置７で引っ張られることで規制部材６を非作動位置から作動位置に回動させられるように、規制部材６の適宜の位置に結合されればよい。なお、規制部材６の回動をより安定させるために、複数のワイヤ８が規制部材６に結合されてもよい。 The regulating member 6 is not limited to the one having an L-shaped cross section, and may be formed of, for example, a block body having a right-angled triangular cross section. Further, the regulating member 6 may come into contact with at least a part of the upper surface 1b of the cushioning material 1 in the operating state of the regulating mechanism 5.
The position where the wire 8 is connected in the regulating member 6 is not limited to the above position. The wire 8 may be coupled to an appropriate position of the regulating member 6 so that the regulating member 6 can be rotated from the non-operating position to the operating position by being pulled by the driving device 7. In addition, in order to make the rotation of the regulating member 6 more stable, a plurality of wires 8 may be coupled to the regulating member 6.

駆動装置７は、規制部材６を非作動位置から作動位置に回動させるものであればよく、上記のワイヤ８を巻き取る装置に限定されない。駆動装置７は、例えば、規制部材６を直接的に（ワイヤ８を介さずに）回動させるものであってもよい。
上記の制御装置４の制御構成は一例である。制御装置４は、上記の作動条件が成立した場合に非作動状態の規制機構５を作動状態に切り替える機能を少なくとも有していればよく、作動条件が成立しない場合に非作動状態の規制機構５を維持する機能や、上記の保護制御を実施する機能が省略されてもよい。 The drive device 7 may be any device that rotates the regulation member 6 from the non-operating position to the operating position, and is not limited to the device for winding the wire 8. The drive device 7 may, for example, rotate the regulation member 6 directly (without the wire 8).
The control configuration of the control device 4 is an example. The control device 4 may have at least a function of switching the non-operating state regulating mechanism 5 to the operating state when the above operating conditions are satisfied, and the non-operating state regulating mechanism 5 when the operating conditions are not satisfied. The function of maintaining the above and the function of implementing the above protection control may be omitted.

制御装置４は、車両１０の前突後（あるいは保護装置２０の作動後）に、作動状態の規制機構５を非作動状態に切り替えてもよい。
上記の作動条件及び保護条件の成否を判定する手法はいずれも一例である。作動条件の成否は、少なくとも取得装置９で取得された情報に基づいて判定されればよい。また、保護条件は、少なくともチューブ２内の圧力変化（すなわち圧力センサ３で検出された情報）に基づいて判定されればよい。 The control device 4 may switch the operating state regulating mechanism 5 to the non-operating state after the front collision of the vehicle 10 (or after the protective device 20 is activated).
The method for determining the success or failure of the above operating conditions and protection conditions is an example. The success or failure of the operating conditions may be determined at least based on the information acquired by the acquisition device 9. Further, the protection condition may be determined at least based on the pressure change in the tube 2 (that is, the information detected by the pressure sensor 3).

上記の緩衝材１の固定先及び固定方法はいずれも一例である。緩衝材１の固定先はバンパフェイシャ１１であってもよいし、緩衝材１の固定にはビス以外の部品が用いられてもよい。
チューブ２は、車幅方向に延びる骨格部材の前面に沿って配置されればよく、例えばバンパビーム１２よりも上方に設けられるバンパリンフォース（図示略）の前面に沿って配置されてもよい。この場合、上記の緩衝材１もバンパリンフォースの前方に配置して、この緩衝材１にチューブ２を収容させればよい。 The fixing destination and fixing method of the cushioning material 1 are all examples. The fixing destination of the cushioning material 1 may be the bumper facer 11, or a component other than the screw may be used for fixing the cushioning material 1.
The tube 2 may be arranged along the front surface of the skeleton member extending in the vehicle width direction, and may be arranged along the front surface of the bumper reinforcement (not shown) provided above the bumper beam 12, for example. In this case, the cushioning material 1 may also be arranged in front of the bumperin force to accommodate the tube 2 in the cushioning material 1.

１緩衝材
１ａ溝
１ｂ上面
１ｃ前面
２チューブ
３圧力センサ
４制御装置
５規制機構
６規制部材
６ａ押さえ部
６ｂ取付部
６ｃ軸部
６ｄ付勢部材
７駆動装置
８ワイヤ
９取得装置
１０車両
１１バンパフェイシャ
１２バンパビーム（骨格部材）
１２ａ前面
１２ｂ上面
１３サイドメンバ
１４クラッシュボックス
１５フロントフード
２０保護装置
Ｄ１一方向
Ｄ２他方向
Ｆ，Ｆ′ 衝撃力
Ｗ自転車又は自動二輪車の車輪 1 Cushioning material 1a Groove 1b Top surface 1c Front surface 2 Tube 3 Pressure sensor 4 Control device 5 Regulatory mechanism 6 Regulatory member 6a Pressing part 6b Mounting part 6c Shaft part 6d Biasing member 7 Drive device 8 Wire 9 Acquisition device 10 Vehicle 11 Bumper beam (skeleton member)
12a Front 12b Top 13 Side member 14 Crash box 15 Front hood 20 Protective device D1 One direction D2 Other direction F, F'Impact force W Bicycle or motorcycle wheels

Claims

A collision detection device that detects a frontal collision of a vehicle based on a pressure change in a tube arranged along the front surface of a skeleton member extending in the vehicle width direction.
A cushioning material for accommodating the tube and
A regulation mechanism that can switch between an operating state that regulates the upward displacement of the cushioning material and a non-operating state that allows the displacement.
An acquisition device that acquires information in front of the vehicle,
Based on the information acquired by the acquisition device, when it is determined that there is a possibility of the frontal collision with the bicycle or the motorcycle facing the vehicle, the regulation mechanism in the non-operating state is moved to the operating state. A collision detection device characterized by being equipped with a control device that switches to.

The control device is characterized in that, when it is determined that there is no possibility based on the information acquired by the acquisition device, the control device maintains the regulation mechanism in the non-operating state. The described collision detection device.

The regulating mechanism includes a regulating member rotatably attached to the skeleton member at an operating position that abuts on the upper surface of the cushioning material and a non-operating position that is separated from the cushioning material, and the regulating member at the non-operating position. It has a drive device that rotates from the to the operating position and
The collision detection device according to claim 1 or 2, wherein the control device switches the regulation mechanism in the non-operating state to the operating state by operating the driving device.

The collision detection device according to claim 3, wherein the driving device rotates the regulating member from the non-operating position to the operating position by pulling a wire coupled to the regulating member.

The collision detection device according to claim 3 or 4, wherein the regulating member abuts on the entire surface of the upper surface in the vehicle length direction in the operating state.

The collision detection device according to any one of claims 3 to 5, wherein the regulating member abuts on the entire surface of the upper surface in the vehicle width direction in the operating state.