JP4552806B2 - Pedestrian protection device for vehicles - Google Patents

Description

  The present invention relates to a pedestrian protection device for a vehicle that protects a pedestrian when the vehicle collides with a pedestrian.

As a conventional vehicle pedestrian protection device, Patent Document 1 discloses that a collision with a collision object is detected by a collision detection sensor disposed in the front part of the vehicle, and then a position identification sensor disposed in a vehicle interior is used on the hood. It is disclosed that when an intrusion of a collision object is detected in a predetermined area, it is determined that the collision object is a pedestrian and an airbag is deployed on the hood. Thereby, it is supposed that the operation | movement of an unnecessary airbag can be suppressed.
JP 2003-104143 A

  The present invention does not determine whether or not a pedestrian collides with a predetermined area on the hood due to the intrusion of a collision object, but can reliably detect a collision with a pedestrian using another method. An object of the present invention is to provide a pedestrian protection device.

The vehicle pedestrian protection device of the present invention is mounted on a hood of a vehicle, and is disposed in a pedestrian protection device for protecting a pedestrian when the vehicle collides with a pedestrian, and a bumper of the vehicle. A distance sensor that detects the distance between the collision object and the bumper. When the vehicle collides with the collision object, the distance sensor detects a distance that changes with time according to the hardness of the collision object. Determining means for determining whether or not the collision object is a pedestrian based on the behavior of the change in distance; and a control means for operating the pedestrian protection device when the determination means determines that the collision object is a pedestrian. It is characterized by providing .

  Here, as colliding objects with which the vehicle collides, for example, there are utility poles, signs, color cones, and the like in addition to pedestrians. And pedestrians, utility poles, signs, color cones, etc. have different hardnesses. Specifically, utility poles and signs have higher hardness than pedestrians. Color cones have a lower hardness than pedestrians. Therefore, it is possible to determine that the collision object is a pedestrian when the hardness of the collision object with which the vehicle collides corresponds to the pedestrian hardness stored in advance. That is, according to the pedestrian protection device for a vehicle of the present invention, the pedestrian protection device is activated when it is determined that the vehicle has collided with the pedestrian based on the hardness of the collision object. Thus, according to the vehicle pedestrian protection device of the present invention, since it is determined whether or not the vehicle has collided with the pedestrian using the hardness of the collision object of the vehicle, whether the vehicle has collided with the pedestrian or not. It is possible to reliably determine whether or not.

  Note that the pedestrian protection device is, for example, a device that raises the hood or an airbag device that is deployed on the hood.

The distance sensor is disposed on the vehicle rear side of the bumper of the vehicle and on the front side of the bumper with respect to the collision object, and detects the distance from the disposed position to the collision object. Also good. The determination means may determine whether or not the collision object is a pedestrian based on a differential value of the distance detected by the distance sensor. More specifically, the determination unit may determine whether the colliding object is a pedestrian based only on the first differential value of the distance, or the collision object walks based on only the twice differential value of the distance. Whether or not the collision object is a pedestrian may be determined based on the first differential value of the distance and the second differential value of the distance.

  Here, when the hardness of the collision object is high, the distance between the predetermined position of the bumper and the collision object changes rapidly immediately after the collision. That is, when the collision object has a high hardness, the one-time differential value of the distance shows a behavior that gradually decreases from a large value. Furthermore, the double differential value of the distance in the case where the hardness of the collision object is high becomes a negative value in most parts from the time of collision. On the other hand, when the hardness of the collision object is low, the distance between the predetermined position of the bumper and the collision object does not change so rapidly. And the maximum value of the single differential value of the distance when the hardness of the collision object is low is relatively smaller than the maximum value of the single differential value of the distance when the hardness of the collision object is high. Furthermore, the double differential value of the distance in the case where the hardness of the collision object is low becomes a negative value after becoming a positive value from the time of the collision, and finally becomes zero. That is, the behavior of the twice differential value of the distance differs depending on whether the collision object has a high hardness or a collision object having a low hardness.

  Thus, since the differential value of the distance changes according to the hardness of the collision object, it is possible to reliably determine whether or not the vehicle has collided with the pedestrian by using the differential value of the distance for the determination. it can. Moreover, although it may be determined based on only the first differential value or the second differential value of the distance, the determination accuracy is improved by determining based on the first differential value and the second differential value of the distance. Can do. Furthermore, since the distance sensor can be easily disposed on the bumper, the distance can be reliably detected. The distance sensor is disposed on the rear side of the vehicle from the position of the bumper where the colliding object collides, and detects the distance from the disposed position to the colliding object. For example, a recess toward the vehicle rear side is formed on the vehicle front side of the bumper, and a distance sensor is disposed in the recess. The distance sensor detects the distance from the bottom surface of the recess to the collision object.

The pedestrian protection device for a vehicle further includes contact detection means for detecting contact between the vehicle and the collision object, and the determination means is a pedestrian based on the distance after the contact detected by the contact detection means. It may be determined whether or not there is. That is, it is possible to detect when the vehicle collides with the collision object by the contact detection means. Therefore, the detection start point of the distance sensor described above can be specified. Thereby, it can be determined reliably whether the vehicle collided with the pedestrian.

  According to the vehicle pedestrian protection device of the present invention, it is possible to reliably determine whether or not the vehicle has collided with a pedestrian by using the hardness of the collision object of the vehicle.

  Next, the present invention will be described in more detail with reference to embodiments.

(1) 1st Embodiment (1.1) Structure of 1st Embodiment The structure of the pedestrian protection apparatus for vehicles of 1st Embodiment is demonstrated with reference to FIGS. 1-3. FIG. 1 shows a cross-sectional view in the vehicle front-rear direction of a front portion of the vehicle. FIG. 2 is a block diagram of the pedestrian protection device for vehicles. Fig.3 (a) is a figure which shows the time change of the displacement L by the difference in a collision object. FIG. 3B is a diagram illustrating a temporal change in the first derivative value of the displacement L due to the difference in the collision object.

  First, the configuration of the front portion of the vehicle will be described. As shown in FIG. 1, the front portion of the vehicle includes an energy absorbing member 1, a side member 2, a bumper cover 3, a spring support member 4, a collision object abutting member 5, a spring 6, and a displacement sensor 7. And the touch sensor 8.

  The energy absorbing member 1 is a member that is disposed at the front end of the vehicle and absorbs an impact caused by a collision from the front of the vehicle. The side member 2 is a member disposed behind the energy absorbing member 1 and on the side of the vehicle, and is a member that absorbs an impact caused by a collision from the front of the vehicle. The bumper cover 3 is a cover that covers the vehicle front surface of the energy absorbing member 1. As shown in FIG. 1, the bumper cover 3 has a recess 3 a formed from the vehicle front side toward the vehicle rear side. The bumper in the present invention indicates the energy absorbing member 1 and the bumper cover 3.

  The spring support member 4 has a substantially plate shape and is fixed to the bottom surface of the recess 3 a of the bumper cover 3. The collision object abutting member 5 has a substantially plate shape substantially the same shape as the spring support member 4, and is disposed on the vehicle front side of the spring support member 4. The collision object abutting member 5 protrudes slightly toward the vehicle front side from the vehicle front end surface of the bumper cover 3. One end of the spring 6 is fixed to the vehicle front surface of the spring support member 4, and the other end is fixed to the vehicle rear surface of the collision object abutting member 5. That is, the collision object abutting member 5 moves in the vehicle front-rear direction with respect to the spring support member 4 by the spring force of the spring 6. Specifically, the collision object abutting member 5 is configured to move to the vehicle rear side when a collision object collides from the front of the vehicle.

  The displacement sensor (distance sensor in the present invention) 7 is fixed to the vehicle front surface of the spring support member 4. The displacement sensor 7 can detect the distance (displacement) between the vehicle front surface of the spring support member 4 to which the displacement sensor 7 is fixed and the collision object abutting member 5. The displacement sensor 7 detects the separation distance between the spring support member 4 and the collision object abutting member 5, that is, the distance (displacement) L of the collision object with respect to the bumper cover 3 when the collision object collides from the front of the vehicle. It is a sensor used for this purpose.

  The touch sensor (contact detection means in the present invention) 8 is a front end surface of the bumper cover 3 and is fixed slightly to the lower side of the collision object abutting member 5. The touch sensor 8 is configured to come into contact with the collision object when the collision object collides from the front of the vehicle. That is, this touch sensor 8 is a sensor used for specifying the point in time when the collision object contacts the vehicle.

  Next, as shown in FIG. 2, the vehicle pedestrian protection apparatus according to the first embodiment includes a pedestrian collision detection unit 11, a control unit 13, and a pedestrian protection device 14.

The pedestrian collision detection unit 11 detects whether or not the collision object collided from the front of the vehicle is a pedestrian. Specifically, the pedestrian collision detection unit 11 detects whether or not the collision object is a pedestrian based on the hardness of the collision object, that is, whether or not the vehicle has collided with the pedestrian. The pedestrian collision detection unit 11 includes a displacement sensor 7, a touch sensor 8, and a determination unit 12. The displacement sensor 7 and the touch sensor 8 are as described above.

  The determination unit (determination means in the present invention) 12 determines whether or not the colliding object colliding from the front of the vehicle is a pedestrian based on information output from the displacement sensor 7 and the touch sensor 8. Specifically, the determination unit 12 determines whether the vehicle has collided with a pedestrian based on the differential value of the displacement L detected by the displacement sensor 7 after the touch sensor 8 determines that the colliding object has contacted the front of the vehicle. Determine whether or not.

  Here, it will be described with reference to FIGS. 3A and 3B that the displacement L detected by the displacement sensor 7 and the differential value thereof differ depending on the hardness of the collision object. 3A and 3B, the time 0 on the horizontal axis is the time when the touch sensor 8 detects contact with the collision object. When a vehicle collides with a hard object such as a utility pole or a sign, as indicated by the solid line in FIG. 3A, the displacement L increases rapidly after the collision, and then converges to a substantially constant displacement L. The behavior is as follows. On the other hand, when the vehicle collides with an object having a relatively low hardness such as a human body, the displacement L gradually increases immediately after the collision as shown by the broken line in FIG. The displacement L greatly increases. However, this rate of increase is small compared to the rate of increase of impacts with high hardness. Further, after that, the behavior converges to a substantially constant displacement L. Compared to the case of a collision object having a high hardness, a time delay occurs at the time of convergence to a substantially constant displacement L.

  The change of the displacement L will be described in detail using a single differential value of the displacement L shown in FIG. In FIG. 3B, the solid line shows the behavior when the vehicle collides with an object having high hardness such as a utility pole or a sign, and the broken line shows the behavior when the vehicle collides with a human body. When a vehicle collides with a utility pole or a sign, as shown by the solid line in FIG. 3B, the value immediately after the collision becomes a very large value and immediately converges to zero. On the other hand, when the vehicle collides with the human body, as shown by the broken line in FIG. 3 (b), it gradually increases after the collision, reaches a maximum value when a little time has passed, and then gradually converges to 0. Yes. That is, the maximum value of the single differential value of the displacement L increases as the collision object hardness increases, and decreases as the collision object hardness decreases. Furthermore, the time for observing the maximum value of the first differential value of the displacement L is such that the higher the hardness of the collision object, the shorter the elapsed time from the collision, and the lower the collision object hardness, the elapsed time from the collision. long.

  That is, the determination unit 12 determines whether or not the maximum value of the single differential value of the displacement L is included in the predetermined range, and the time at which the maximum value of the single differential value of the displacement L is observed is the vehicle. It is determined whether or not the vehicle has collided with a pedestrian by determining whether or not the vehicle is included in a predetermined time interval after the collision. Note that the determination unit 12 may determine whether or not the vehicle has collided with a pedestrian only by determining whether or not the maximum value of the single differential value of the displacement L is included within a predetermined range. Furthermore, the determination unit 12 determines whether or not the time at which the maximum differential value of the displacement L is observed is included in a predetermined time interval after the vehicle collision, and the vehicle collides with a pedestrian. It may be determined whether or not. However, the determination accuracy can be further improved by determining based on a plurality of pieces of information.

  When the pedestrian collision detection unit 11 determines that the vehicle has collided with a pedestrian, the control unit 13 controls the pedestrian protection device 14 to operate. The pedestrian protection device 14 is a device that is mounted on a hood of a vehicle and protects the pedestrian when the vehicle collides with a pedestrian. The pedestrian protection device 14 is, for example, a device that raises the hood or an airbag device that is deployed on the hood. That is, for example, in the case where the pedestrian protection device 14 is an airbag device that is deployed on a hood, the control unit 13 performs control so that the airbag is deployed. In the case where the pedestrian protection device 14 is a device that raises the hood, the control unit 13 controls to raise the hood.

(1.2) Processing / Operation of First Embodiment Next, processing / operation of the vehicle pedestrian protection device of the first embodiment will be described with reference to the flowchart of FIG. FIG. 4 is a flowchart showing processing and operation of the vehicle pedestrian protection apparatus according to the first embodiment.

  As shown in FIG. 4, first, the determination unit 12 determines whether or not the touch sensor 8 detects contact with a collision object based on the output signal of the touch sensor 8 (step S1). If the touch sensor 8 does not detect contact with the collision object (step S1: No), step S1 is repeated. That is, it continues until the touch sensor 8 detects contact with the collision object.

  On the other hand, when the touch sensor 8 detects contact with the collision object (step S1: Yes), the determination unit 12 inputs the displacement L from the displacement sensor 7 (step S2). Subsequently, the determination unit 12 calculates a single differential value of the input displacement L (step S3). Subsequently, the determination unit 12 determines whether or not the single differential value of the displacement L satisfies the above-described predetermined condition (step S4). That is, the maximum value of the first differential value of the displacement L is included in the predetermined range, and the time at which the maximum value of the single differential value of the displacement L is observed is included in the predetermined time interval after the vehicle collision. It is determined whether or not.

  And when the determination part 12 determines with satisfy | filling the predetermined condition of the once differential value of the displacement L (step S4: Yes), the pedestrian protection device 14 is operated by the control part 13 (step S5). On the other hand, when the determination unit 12 determines that the predetermined condition of the single differential value of the displacement L is not satisfied (step S4: No), the control unit 13 ends the process without operating the pedestrian protection device 14. .

  As described above, according to the vehicle pedestrian protection device of the first embodiment, it is determined whether or not the vehicle has collided with the pedestrian based on the first differential value of the displacement L that correlates with the hardness of the collision object. Therefore, it can be reliably detected whether or not the vehicle has collided with a pedestrian.

(2) Modification of First Embodiment Next, a modification of the vehicle pedestrian protection apparatus of the first embodiment will be described. The determination unit 12 of the vehicle pedestrian protection apparatus according to the first embodiment determines whether or not the vehicle has collided with the pedestrian using the first differential value of the displacement L. A round differential value may be used.

  Here, it will be described with reference to FIG. 5 that the twice differential value of the displacement L varies depending on the hardness of the collision object. FIG. 5 is a diagram illustrating a temporal change in the twice differential value of the displacement L due to the difference in the collision object. In FIG. 5, the time 0 on the horizontal axis is the time when the touch sensor 8 detects contact with the colliding object.

  When a vehicle collides with a hard object such as a utility pole or a sign, it becomes a positive value in a very short time immediately after the collision as shown by the solid line in FIG. It becomes the value of. On the other hand, when the vehicle collides with a low-hardness object such as a human body, as shown by the broken line in FIG. Value. As described above, when the vehicle collides with the human body, the twice differential value of the displacement L becomes a positive value before the time when the region becomes substantially constant, and becomes negative when the time after the region where the vehicle becomes almost constant. The behavior that becomes the value is shown. Thus, the behavior of the twice differential value of the displacement L differs depending on whether the collision object is a high hardness object such as a utility pole or a sign, and a human body.

  That is, the determination unit 12 determines whether or not the vehicle has collided with a pedestrian based on the first differential value of the displacement L, and whether or not the vehicle has collided with the pedestrian based on the second differential value of the displacement L. Determine whether.

  The processing / operation of the vehicle pedestrian protection apparatus in this case will be described with reference to the flowchart of FIG. FIG. 6 is a flowchart showing the processing / operation of the vehicle pedestrian protection apparatus according to the modification of the first embodiment.

  As shown in FIG. 6, first, the determination unit 12 determines whether or not the touch sensor 8 detects contact with a collision object based on the output signal of the touch sensor 8 (step S <b> 11). And when the contact with the collision object is not detected by the touch sensor 8 (step S11: No), step S11 is repeated. That is, it continues until the touch sensor 8 detects contact with the collision object.

  On the other hand, when the touch sensor 8 detects contact with the collision object (step S11: Yes), the determination unit 12 inputs the displacement L from the displacement sensor 7 (step S12). Subsequently, the determination unit 12 calculates a first differential value and a second differential value of the input displacement L (step S13). Subsequently, the determination unit 12 determines whether or not the single differential value of the displacement L satisfies the predetermined condition described above (step S14). That is, the maximum value of the first differential value of the displacement L is included in the predetermined range, and the time at which the maximum value of the single differential value of the displacement L is observed is included in the predetermined time interval after the vehicle collision. It is determined whether or not.

  If the determination unit 12 determines that the predetermined condition of the first differential value of the displacement L is satisfied (step S14: Yes), whether the second differential value of the displacement L satisfies the predetermined condition in the determination unit 12 It is determined whether or not (step S15). That is, the behavior of the twice differential value of the displacement L determines whether or not the collision object is a pedestrian behavior. And when the determination part 12 satisfy | fills the predetermined condition of the twice differential value of the displacement L (step S15: Yes), the pedestrian protection device 14 is operated by the control part 13 (step S16). On the other hand, when the determination unit 12 determines that the predetermined condition of the first differential value of the displacement L is not satisfied (step S14: No), and when it is determined that the predetermined condition of the second differential value of the displacement L is not satisfied. (Step S15: No), the control unit 13 ends the process without operating the pedestrian protection device 14.

  As described above, according to the vehicle pedestrian protection device of the first embodiment, the vehicle collides with the pedestrian based on the first and second differential values of the displacement L correlated to the hardness of the collision object. Therefore, it can be reliably detected whether the vehicle has collided with a pedestrian. The determination unit 12 determines whether or not the vehicle has collided with a pedestrian based on the first and second differential values of the displacement L. The determination unit 12 determines using only the second differential value of the displacement L. May be. However, when determining based on the first differential value and the second differential value of the displacement L, the determination accuracy can be improved.

  Moreover, in 1st Embodiment mentioned above, it was determined whether the vehicle collided with the pedestrian using the displacement L, but it was determined whether the vehicle collided with the pedestrian using the collision force by the collision object. You may judge. Here, the collision force by the collision object is proportional to the displacement L described above. Therefore, the collision force due to the collision object has a correlation with the hardness of the collision object, similarly to the displacement L described above. That is, by replacing the displacement L described above with a collision force, the same processing as described above can be performed. In this case, the collision force may be calculated using the output value of the displacement sensor L described above, or a collision force sensor such as a load sensor or an acceleration sensor that can detect the collision force itself may be applied.

(3) Reference Example (3.1) Configuration of Reference Example
The configuration of the vehicle pedestrian protection apparatus of the reference example will be described with reference to FIGS. FIG. 7 is a cross-sectional view in the vehicle front-rear direction of the front portion of the vehicle. FIG. 8 shows a block diagram of the vehicle pedestrian protection device. FIG. 9 is a diagram illustrating the vibration frequency due to the difference in the collision object. In addition, about the structure same as 1st Embodiment among the structures of a reference example , the same code | symbol is attached | subjected and description is abbreviate | omitted.

  First, the configuration of the front portion of the vehicle will be described. As shown in FIG. 7, the front portion of the vehicle includes an energy absorbing member 1, a side member 2, a bumper cover 31, and a vibrator 9.

  The bumper cover 31 is a cover that covers the vehicle front surface of the energy absorbing member 1. The vibrator (vibrating member in the present invention) 9 has a plate shape and is disposed on the vehicle front surface of the bumper cover 31. And the vibrator | oscillator 9 produces a vibration by the collision of a colliding object.

Next, the vehicle pedestrian protection apparatus of the reference example includes a pedestrian collision detection unit 21, a control unit 13, and a pedestrian protection device 14, as shown in FIG.

The pedestrian collision detection unit 21 detects whether or not the collision object collided from the front of the vehicle is a pedestrian. Specifically, the pedestrian collision detection unit 21 detects whether the collision object is a pedestrian based on the hardness of the collision object, that is, whether the vehicle has collided with the pedestrian. The pedestrian collision detection unit 21 includes a vibrator 9 and a determination unit 22. The vibrator 9 is as described above.

  The determination unit (determination means in the present invention) 22 determines whether or not the collision object collided from the front of the vehicle is a pedestrian based on the information output from the vibrator 9. Specifically, the determination unit 22 inputs the vibration of the vibrator 9 and calculates the resonance frequency of the vibration. Then, based on the calculated resonance frequency f, it is determined whether or not the vehicle has collided with a pedestrian.

  Here, the fact that the resonance frequency f of the vibration varies depending on the hardness of the collision object will be described with reference to FIG. When the vehicle collides with an object having high hardness such as a utility pole or a sign, the resonance frequency f of the vibration is fc as shown by the solid line in FIG. Further, when a vehicle collides with a human body having a hardness lower than that of a utility pole or a sign, as shown by a broken line in FIG. 9, the resonance frequency f of vibration becomes fb lower than fc. When the vehicle collides with a color cone or the like having a hardness lower than that of the human body, the resonance frequency f of the vibration is fa lower than fb, as shown by a one-dot chain line in FIG.

  Thus, the resonance frequency f of the vibration of the vibrator 9 varies depending on the hardness of the collision object. That is, if the resonance frequency f of the vibration of the vibrator 9 is near fb, it can be determined that the collision object is a pedestrian. That is, the determination unit 22 determines whether or not the resonance frequency f of the vibration of the vibrator 9 is included in a predetermined frequency band (f1 or more and f2 or less) near fb, so that the vehicle collides with a pedestrian. It is determined whether or not.

(3.2) processing and operation of the reference example will now be described with reference to the flowchart of FIG. 10 for processing and operation of the pedestrian protection apparatus of the reference example. FIG. 10 is a flowchart showing the processing / operation of the vehicle pedestrian protection apparatus of the reference example .

  As shown in FIG. 10, first, the determination unit 22 inputs the vibration of the vibrator 9 (step S21). Subsequently, the determination unit 22 calculates the resonance frequency f of the vibration of the vibrator 9 (step S22). Subsequently, the determination unit 22 determines whether or not the calculated resonance frequency f of the vibration is included in a frequency band of f1 or more and f2 or less (step S23). When the resonance frequency f of vibration is included in the frequency band of f1 or more and f2 or less (step S23: Yes), the pedestrian protection device 14 is operated by the control unit 13 (step S24). On the other hand, when the resonance frequency f of the vibration is not included in the frequency band not less than f1 and not more than f2 (step S23: No), the control unit 13 ends the process without operating the pedestrian protection device 14. To do.

As described above, according to the vehicle pedestrian protection device of the reference example , it is determined whether or not the vehicle has collided with the pedestrian based on the resonance frequency f of the vibration correlated with the hardness of the collision object. It is possible to reliably detect whether the vehicle has collided with a pedestrian.

In addition, it is good also as a structure provided with both 1st Embodiment mentioned above and a reference example . In this case, the determination accuracy is further improved.

1 is a vehicle front-rear direction cross-sectional view of a front portion of a vehicle in a first embodiment. It is a block diagram of the pedestrian protection device for vehicles in a 1st embodiment. (A) It is a figure which shows the time change of the displacement L by the difference in a collision object. (B) It is a figure which shows the time change of the 1st differential value of the displacement L by the difference in a collision object. It is a flowchart which shows the process and operation | movement of the pedestrian protection apparatus for vehicles in 1st Embodiment. It is a figure which shows the time change of the twice differential value of the displacement L by the difference in a collision object. It is a flowchart which shows the process and operation | movement of the pedestrian protection apparatus for vehicles in the deformation | transformation aspect of 1st Embodiment. It is a vehicle longitudinal direction sectional view of the front part of the vehicle in a reference example . It is a block diagram of the pedestrian protection device for vehicles in a reference example . It is a figure which shows the vibration frequency by the difference in a collision object. It is a flowchart which shows the process and operation | movement of the pedestrian protection apparatus for vehicles in a reference example .

Explanation of symbols

1: energy absorbing member, 2: side member, 3, 31: bumper cover,
3a: recess, 4: spring support member, 5: colliding object abutting member, 6: spring,
7: Displacement sensor (distance sensor), 8: Touch sensor (contact detection means),
9: vibrator (vibrating member), 11: pedestrian collision detector,
12, 22: determination unit (determination unit), 13: control unit (control unit),
14: Pedestrian protection device

Claims (6)

A pedestrian protection device mounted on the hood of the vehicle for protecting the pedestrian when the vehicle collides with a pedestrian;
A distance sensor disposed on a bumper of the vehicle and detecting a distance between an object colliding with the vehicle and the bumper, and when the vehicle collides with the object collided with time, depending on the hardness of the object collided The distance sensor for detecting the changing distance;
Determining means for determining whether or not the collision object is the pedestrian based on the behavior of the change in the distance detected by the distance sensor;
Control means for operating the pedestrian protection device when the collision object is determined to be the pedestrian by the determination means;
A pedestrian protection device for vehicles, comprising: The distance sensor is disposed on the vehicle rear side of the bumper of the vehicle from the position where the colliding object collides and on the vehicle front side of the bumper, and detects the distance from the disposed position to the colliding object. The vehicle pedestrian protection device according to claim 1. The vehicle pedestrian protection device according to claim 1 or 2 , wherein the determination unit determines whether the collision object is the pedestrian based on a differential value of the distance detected by the distance sensor. 4. The vehicle pedestrian protection device according to claim 3 , wherein the determination unit determines whether or not the collision object is the pedestrian based on a first differential value of the distance and a second differential value of the distance. 4. The vehicle pedestrian protection device according to claim 3 , wherein the determination unit determines whether or not the collision object is the pedestrian based on a first differential value of the distance or a second differential value of the distance. Contact detection means for detecting contact between the vehicle and the collision object;
The determination means according to any one of claims 1 to 5 for determining whether or not the collision object based on the distance in the following is detected the contact is in the pedestrian by the contact detection means Vehicle pedestrian protection device.

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