JP6292175B2 - Collision detection device - Google Patents

Collision detection device Download PDF

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Publication number
JP6292175B2
JP6292175B2 JP2015115898A JP2015115898A JP6292175B2 JP 6292175 B2 JP6292175 B2 JP 6292175B2 JP 2015115898 A JP2015115898 A JP 2015115898A JP 2015115898 A JP2015115898 A JP 2015115898A JP 6292175 B2 JP6292175 B2 JP 6292175B2
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collision
vehicle
bicycle
unit
pedestrian
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JP2017001466A (en
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研一 竹中
研一 竹中
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トヨタ自動車株式会社
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60RVEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0136Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to actual contact with an obstacle, e.g. to vehicle deformation, bumper displacement or bumper velocity relative to the vehicle

Description

  The present invention relates to a collision detection apparatus.
  Conventionally, a technique is known in which a load range is determined for pedestrian collision determination and an object is determined to be a pedestrian when a load acting on the vehicle is within the load range. When determining the object as a pedestrian in this way, the shape such as the width and height of the object is detected from the image captured by the camera mounted on the vehicle, and the detected shape is within the shape range determined for pedestrians. In such a case, a technique for improving the accuracy of determining an object as a pedestrian by expanding a load range determined for pedestrian collision determination has been reported (Patent Document 1, etc.).
JP 2006-240579 A
  However, when the shape of the object is detected and used to determine whether or not the object is a pedestrian, there is a high possibility that a structure having a shape that approximates the pedestrian is erroneously detected as a pedestrian. When a structure with a shape that approximates a pedestrian is mistakenly detected as a pedestrian, there is a possibility that an object that is not a detection target may be determined as a pedestrian by expanding the load range determined for pedestrian collision determination. Get higher.
  The present invention has been made in consideration of the above facts, and when detecting a collision with an object outside the vehicle, there is a possibility that a structure having a shape similar to a pedestrian is erroneously detected as a pedestrian. An object of the present invention is to provide a collision detection device that can be suppressed.
  In order to achieve the above object, a collision detection device according to a first aspect of the present invention is directed to an impact force detection unit that detects an impact force acting on a vehicle, and at least one of a bicycle that a pedestrian and a bicycle occupant are driving. A collision prediction unit that predicts a collision between the vehicle and the object, a case where the collision is not predicted by the collision prediction unit, and a case where the collision is predicted by the collision prediction unit, and When the position of the object where the collision is predicted corresponds to the position of a structure existing around the vehicle, the collision is predicted by the collision prediction unit using the first threshold as the threshold, and the collision is predicted. When the position of the target object does not correspond to the position of the structure, a second threshold value smaller than the first threshold value is used as the threshold value, and the impact force detected by the impact force detection unit is compared with the threshold value. , And a, and a collision detection unit for detecting a collision between the object and the vehicle.
  According to the first aspect of the present invention, when a collision with a vehicle is predicted using at least one of a pedestrian and a bicycle as an object, and the position of the object where the collision is predicted does not correspond to the position of the structure. Since the second threshold value smaller than the first threshold value is used, the collision between the vehicle and the object can be detected more sensitively than when the first threshold value is used. Thereby, it is possible to suppress the possibility of erroneously detecting a structure existing around the vehicle as an object that is not a detection target.
  The invention according to claim 2 includes an impact force detection unit that detects an impact force acting on the vehicle, a collision prediction unit that predicts a collision between the vehicle and an object outside the vehicle, and the collision prediction unit. When a collision with a bicycle being operated by a bicycle occupant is predicted as the object, it is determined whether the collision is from the front or rear of the bicycle or from a direction other than the front and rear of the bicycle. A collision direction prediction unit for predicting and a collision from a direction other than the front or rear of the bicycle are predicted by the collision direction prediction unit, and a collision from the front or rear of the bicycle is predicted by the collision direction prediction unit. If the position of the bicycle corresponds to the position of a structure existing around the vehicle, the first threshold value is used as a threshold value, and the collision direction prediction unit uses the front or rear of the bicycle. When a collision from the vehicle is predicted and the position of the bicycle does not correspond to the position of the structure, a second threshold value smaller than the first threshold value is used as the threshold value, and is detected by the impact force detection unit. A collision detection unit that detects a collision between the vehicle and the object by comparing the impact force with the threshold value.
  According to the second aspect of the present invention, when a collision from the front or rear of the bicycle is predicted and the position of the object where the collision is predicted does not correspond to the position of the structure, the collision with the object is detected. Since the second threshold value smaller than the first threshold value is used as the threshold value for detection, it is possible to detect sensitively when a bicycle traveling in the front-rear direction collides with a vehicle considered to have a small impact force.
  According to a third aspect of the present invention, in the first or second aspect, the acquisition unit that acquires information indicating a position of a structure around the vehicle, and the target object predicted by the collision prediction unit exists. A position specifying unit that specifies a position to be performed, and the collision detection unit compares the position of the object specified by the position specifying unit with the position of the structure acquired by the acquisition unit. Then, it is determined whether the position of the object corresponds to the position of the structure or whether the position of the object does not correspond to the position of the structure.
  According to the third aspect of the invention, the information indicating the position of the structure is acquired by the acquisition unit, and the position where at least one of the pedestrian and the bicycle exists is specified by the position specifying unit, so that it is not a detection target. A structure existing around the vehicle as an object can be detected with high accuracy.
According to a fourth aspect of the present invention, in any one of the first to third aspects of the present invention, the collision predicting unit includes the vehicle and the bicycle that the pedestrian and the bicycle occupant are driving. Predict collisions with objects.
According to a fifth aspect of the present invention, in the fourth aspect, the object includes a determination unit that determines whether the object is the pedestrian or the bicycle that the bicycle occupant is driving.
According to a sixth aspect of the present invention, in the first aspect, when a collision between the vehicle and the pedestrian as the object is detected by the collision detection unit, a pedestrian protection operation is started. A vehicle external protection unit that starts a protection operation for the bicycle occupant when a collision between the vehicle and the bicycle as the object is detected by the detection unit.
According to invention of Claim 4-6, the protection performance which protects a pedestrian and a bicycle occupant by a vehicle exterior protection part improves.
Invention according to claim 7, in any one of claims 1 to 6, when the collision with the object is detected by the collision detection unit, automatic notification of the vehicle to the outside of the facility A reporting section is provided.
According to the seventh aspect of the present invention, since the reporting unit is provided, when a collision between the vehicle and the object is detected, it is possible to reliably report to a facility outside the vehicle.
  As described above, according to the present invention, when a collision with an object outside the vehicle is detected, the possibility of erroneously detecting a structure around the vehicle as an object that is not a detection target is suppressed. There is an effect that can be.
It is a block diagram which shows the structure of the collision detection apparatus which concerns on this embodiment. It is a figure which shows an example of the condition where an air bag outside a vehicle is expanded at the time of collision detection with the person outside a vehicle. It is a figure which shows an example of the threshold value for the determination which act | operates an airbag outside a vehicle. It is explanatory drawing of a target object, (A) The state which the bicycle is drive | working to the front-back direction with respect to the own vehicle, (B) The bicycle passenger | crew shows the driving | running | working bicycle, (C) A road sign or a roadside marker And the like. It is a flowchart which shows an example of the flow of a process of the collision detection apparatus which concerns on this embodiment.
  Embodiments of a collision detection apparatus according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or substantially the same.
  With reference to FIGS. 1-5, the structure of the collision detection apparatus which concerns on this embodiment is demonstrated. FIG. 1 shows a configuration of a collision detection apparatus 10 according to the present embodiment. FIG. 2 shows an example of a situation in which an air bag outside the vehicle is deployed to protect a person outside the vehicle when a collision with a person outside the vehicle such as a pedestrian or a bicycle occupant is detected. FIG. 3 shows an example of the threshold value for determining that the air bag outside the vehicle is activated.
  As shown in FIG. 1, the collision detection apparatus 10 in this embodiment includes an ECU 12, a collision detection sensor 28, a vehicle speed sensor 30, a periphery monitoring sensor 32, a navigation system 34, an outside air bag 36, and a pop-up hood. 38 and a communication device 40. The collision detection device 10 is mounted on a vehicle (own vehicle).
  The ECU 12 controls driving of each part of the vehicle, and is an electronic control unit mainly composed of a known computer including a CPU, a ROM, a RAM, and an interface. The ECU 12 is electrically connected to the collision detection sensor 28, the vehicle speed sensor 30, and the periphery monitoring sensor 32, and an electric signal corresponding to the detection result is input. The ECU 12 performs various arithmetic processes according to the electrical signal corresponding to the detection result, and outputs a control command corresponding to the calculation result, whereby various mechanisms electrically connected to the ECU 12 (the vehicle air bag 36, The operation of the pop-up hood 38, the communication device 40, etc.) is controlled. In addition, about the detail of the various process parts (Impact force detection part 14, the collision detection part 16, the collision prediction part 18, the collision direction prediction part 20, the personnel protection part 22, the notification part 24, the structure specific | specification part 25, etc.) with which ECU12 is provided. Will be described later.
  The collision detection sensor 28 in this embodiment functions as an interpersonal collision detection sensor that detects a collision with a person outside the vehicle such as a pedestrian or a bicycle occupant. Examples of the collision detection sensor 28 include a pressure sensor, an optical fiber sensor, and an acceleration sensor. The collision detection sensor 28 is mounted on, for example, a chamber ASSY including a chamber (or tube) installed on the front bumper and a bumper absorber. The collision detection sensor 28 outputs an electric signal indicating the magnitude of the detected collision to the ECU 12. In the present embodiment, the collision detection sensor 28 is a sensor for detecting a collision that triggers, for example, the deployment of the outside air bag 36 for protecting the outside personnel or the operation of the pop-up hood 38. The collision detection sensor 28 detects a collision with an object having a mass corresponding to a pedestrian or a bicycle occupant who may ride on the hood of the host vehicle and collide with a part of a pillar or a cowl around the front window at the time of the collision. It has a detectable range as much as possible. The operation level of the collision detection sensor 28 according to the present embodiment is set for a light collision that causes slight damage to the bumper on the vehicle side.
  The vehicle speed sensor 30 detects the vehicle speed, which is the traveling speed of the vehicle, and outputs an electric signal indicating the vehicle speed to the ECU 12. In this embodiment, the vehicle speed sensor 30 detects the wheel speed of each wheel using a wheel speed detector that detects the wheel speed provided for each wheel, and outputs an electric signal indicating the detected wheel speed of each vehicle. It outputs to ECU12. The ECU 12 calculates the vehicle speed, which is the traveling speed of the vehicle, based on the wheel speed of each vehicle that is input. The wheel speed detector may be provided on at least one wheel and can detect the wheel speed, and the ECU 12 may calculate the vehicle speed based on the wheel speed input from the installed wheel speed detector.
  The periphery monitoring sensor 32 is a periphery monitoring device that detects an object around the vehicle as a target. The surrounding monitoring sensor 32 detects, for example, an object such as a pedestrian, a bicycle occupant, a bicycle, another vehicle, a power pole, a guard rail, or a wall surface around the vehicle as an object. Examples of the peripheral monitoring sensor 32 include a millimeter wave radar 32A and a camera 32B. In addition, the periphery monitoring sensor 32 can detect an object around the vehicle and can detect a relative physical quantity indicating a relative relationship between the detected object and the vehicle. As an example of the relative physical quantity, the surrounding monitoring sensor 32 includes a relative position (coordinate system) between the vehicle and the object, a relative speed (m / s), a relative distance (m), and a TTC (Time-To-Collision). ) (S) or the like is detected. Note that TTC corresponds to the time until the vehicle reaches the object, and corresponds to the time when the relative distance between the vehicle and the object is converted according to the relative speed. The peripheral monitoring sensor 32 is electrically connected to the ECU 12 and outputs information indicating the detected object (including the relative physical quantity) to the ECU 12 as object information.
  The navigation system 34 includes a map database 34 </ b> A and a GPS (Global Positioning System) 34 </ b> B, and informs the current position of the host vehicle and information related to traveling such as roads and surrounding structures at the time of traveling, It is a driving assistance device which notifies information for performing route guidance to the ground.
  The map database 34A is a database provided with map information. The map database 34A is stored, for example, in an HDD (Hard disk drive) mounted on the vehicle. Examples of information included in the map information include road position information, road shape information (for example, curves, straight line types, curve curvature, etc.), and intersection and branch point position information. Further, the map information includes position information of structures such as buildings and walls. Further, the map information includes position information of structures such as standing structures fixed on the ground such as road signs and roadside markers. Further, the map information may include an output signal of an external sensor in order to use SLAM (Simultaneous Localization and Mapping) technology. Note that the map database 34A is not limited to being stored in the HDD mounted on the vehicle, but may be stored in a computer of a facility such as an information processing center that can communicate with the vehicle and exchanged by communication.
  For example, the navigation system 34 can provide guidance to the driver of the vehicle to the destination set by the driver of the vehicle. The navigation system 34 calculates the route on which the vehicle travels based on the vehicle position information measured by the GPS 34B and the map information in the map database 34A. The route may specify a suitable lane in a multi-lane section. For example, the navigation system 34 calculates a target route from the position of the vehicle to the destination, and notifies the occupant of the target route by displaying on a display and outputting sound from a speaker. The navigation system 34 can transmit information on the target route of the vehicle to a device connected to the in-vehicle network. The functions of the navigation system 34 may be stored in a computer of a facility such as an information processing center that can communicate with the vehicle.
  Note that the navigation system 34 can output to the ECU 12 object information relating to an object existing at a position (coordinates) designated by the occupant or a position (coordinates) designated (return is requested) from the ECU 12.
  The outside air bag 36 is an air bag for protecting outside personnel that is deployed in front of the front window of the host vehicle in order to protect personnel outside the vehicle in the event of a collision with a pedestrian, a bicycle occupant, or the like. In the present embodiment, the outside air bag 36 is deployed in conjunction with the operation of the pop-up hood 38. The pop-up hood 38 is a mechanism that instantly lifts the hood of the host vehicle to mitigate the impact in order to protect personnel outside the vehicle at the time of collision with a pedestrian, a bicycle occupant, or the like. The pop-up hood 38 includes, for example, a front pop-up hood 38A that lifts the front end of the hood and a rear pop-up hood 38B that lifts the rear end of the hood.
  As shown in FIG. 2, for example, when the collision detection sensor 28 mounted on the front bumper detects a collision with a person outside the vehicle such as a pedestrian or a bicycle occupant, a PUH lifter is used in accordance with a control command input by the ECU 12. The front pop-up hood 38A and the rear pop-up hood 38B are actuated by (powder type), and the air bag 36 outside the vehicle is deployed from the gap at the rear end of the hood. The vehicle airbag 36 is deployed when the magnitude of the collision detected by the collision detection sensor 28 satisfies the deployment condition of the vehicle airbag 36. In FIG. 2, for example, the millimeter wave radar 32A constituting the periphery monitoring sensor 32 is installed at a position near the front bumper in front of the vehicle so that the situation in the traveling direction of the vehicle can be measured. In addition, the camera 32B constituting the periphery monitoring sensor 32 is installed at a position near the upper portion of the front window inside the vehicle so that the situation in the traveling direction of the vehicle can be imaged. In addition, the collision detection sensor 28 is installed in the front bumper so that a collision occurring in the traveling direction of the vehicle can be detected. The vehicle speed sensor 30 is installed on each wheel. The communication device 40 is installed at a position such as the upper part of the vehicle so that the normal state can be secured satisfactorily.
  The communication device 40 enables wireless communication with facilities outside the vehicle such as a fire department, a police station, an emergency hospital, a vehicle management center, and an insurance company. The communication device 40 includes, for example, at least one of a telematic transceiver (DCM), a Mayday battery, GPS, a data communication module ASSY, a telephone microphone ASSY, and a telephone antenna ASSY. In the present embodiment, the communication device 40 performs wireless communication with a facility outside the vehicle when the outside air bag 36 is deployed and when the pop-up hood 38 is activated. Information transmitted from the vehicle via the communication device 40 to an external facility outside the vehicle by wireless communication includes, for example, information indicating the position of the vehicle (for example, latitude, longitude, place name, road name, road shape, etc.) Information (for example, manufacturer name, vehicle type name, in-vehicle device ID, vehicle ID, manufacturing frame number, etc.) and the like.
  By the way, when the vehicle collides with the object, a load corresponding to the object acts on the vehicle. There are many types of objects that the vehicle collides with, such as other vehicles and walls where a large load acts on the vehicle at the time of collision, and small animals that do not exert a large load on the vehicle at the time of collision. Moreover, although the mass of a pedestrian changes for every pedestrian, the mass is considered to become in a predetermined range in general. On the other hand, the load applied to the vehicle is calculated. Specifically, the load applied to the vehicle is integrated over time from the start of the collision to obtain the impulse, and the impulse is calculated by the relative speed between the collision target and the host vehicle. By dividing, the effective mass of the collision object can be estimated. Assuming a collision with a pedestrian, the relative speed for this division is close to the own vehicle speed, so the own vehicle speed may be used instead of the relative speed. Therefore, it is possible to determine whether or not the collision target is, for example, a pedestrian from the effective mass obtained by calculating the load applied to the vehicle after the collision with the target. In the present embodiment, the magnitude (impact force) of the collision detected by the collision detection sensor 28 is used as the effective mass.
  Accordingly, the deployment condition of the outside air bag 36 is predetermined in the collision detection device 10 according to the present embodiment. The deployment condition of the outside airbag 36 is a condition that the outside airbag 36 is deployed when the magnitude (impact force) of the collision detected by the collision detection sensor 28 exceeds a threshold value.
  As shown in FIG. 3, the deployment condition of the outside airbag 36 is, for example, that the outside airbag 36 is deployed when the magnitude of the collision detected by the collision detection sensor 28 exceeds the first threshold th1 as an initial value. The condition is set. The first threshold value is that a collision detected by the collision detection sensor 28 does not detect a collision with an object (for example, a small animal or a roadside marker) that is not a person outside the vehicle, and a person outside the vehicle (for example, walking) Collision with a person, a bicycle occupant, etc.) is set to a detectable value. That is, the first threshold value is set to a value that can distinguish a collision with an object having an effective mass corresponding to a person outside the vehicle and a collision with another object.
  That is, for example, although the effective mass of a pedestrian varies from pedestrian to pedestrian, it is considered that the pedestrian takes a value within a predetermined range between a predetermined upper limit and a lower limit. In FIG. 3, the upper limit value and the lower limit value are connected by a line segment as a predetermined range, and the center value is indicated by a circle. Therefore, for example, in order to make it possible to detect a collision with a pedestrian as a deployment condition of the outside airbag 36, the pedestrian has a value less than a lower limit value of a predetermined range defined as the magnitude of the collision of the pedestrian. What is necessary is just to set to 1st threshold value th1 by the value more than the upper limit of the predetermined range defined as the magnitude | size of the collision of the target which is not.
  However, the collision with the pedestrian and the bicycle with the impact force exceeding the first threshold th1 only under the condition that the vehicle airbag 36 is deployed when the magnitude of the collision detected by the collision detection sensor 28 exceeds the first threshold th1. Although the vehicle airbag 36 can sometimes be deployed, the vehicle airbag 36 may not be deployed in the event of a collision with an impact force equal to or less than the first threshold th1. For example, when a pedestrian collides with an unexpectedly light load, the output value of the collision detection sensor 28 decreases. In addition, when the bicycle occupant collides with the side of the bicycle being driven, the effective mass is relatively large, but when the bicycle occupant collides from the front or rear of the bicycle being driven, the bicycle occupant immediately after the front bumper collision of the vehicle. Is separated from the bicycle, only the effective mass of the bicycle alone can be measured, and the output value of the collision detection sensor 28 becomes low. Accordingly, in order to protect the pedestrian and the bicycle occupant, in order to deploy the air bag 36 outside the vehicle even in the event of a collision with the pedestrian and the bicycle, a threshold value on the more sensitive side that is equal to or less than the first threshold value th1 is set. It is preferable. In the present embodiment, the second airbag th2 that is smaller than the first threshold th1 is used as the threshold on the sensitive side, and when the magnitude of the collision detected by the collision detection sensor 28 exceeds the second threshold th2, the vehicle exterior airbag 36 is used. The condition for expanding is set as the expansion condition.
  Under such a condition that the outside air bag 36 is deployed when the magnitude of the collision detected by the collision detection sensor 28 exceeds the second threshold th2, the outside air bag is also applied to an object such as a roadside marker or a small animal. 36 may be deployed, which is a condition for the air bag 36 to be deployed with sensitivity.
  In the collision detection apparatus 10 according to the present embodiment, when an object is determined based on the sensor output value from the surrounding monitoring sensor 32 and a collision with a pedestrian or a bicycle occupant predicts a collision with a bicycle being driven, an airbag outside the vehicle is used. The deployment condition of 36 is changed from the initial value, and control is performed so that the vehicle airbag 36 is deployed when the magnitude of the collision detected by the collision detection sensor 28 exceeds the second threshold th2. . This control is performed by various processing units of the ECU 12. Furthermore, as a more strict condition, a bicycle occupant who is considered to have a smaller effective mass at the time of collision with an object to which the outside air bag 36 is to be deployed predicted a collision from the front or the rear of the bicycle being driven. Sometimes, a condition may be set such that the vehicle airbag 36 is deployed when the magnitude of the collision detected by the collision detection sensor 28 exceeds the second threshold th2.
  By the way, when discriminating an object based on the sensor output value by the surroundings monitoring sensor 32, it is difficult to reliably discriminate that the object is a bicycle that a pedestrian and a bicycle occupant are driving. For example, when determining at least one of the bicycles that the pedestrian and the bicycle occupant are driving from the size (shape) of the object based on the sensor output value from the surrounding monitoring sensor 32, the bicycle that the pedestrian and the bicycle occupant is driving An object having a size approximate to at least one of the above may be determined as a pedestrian or a bicycle.
  As shown in FIG. 4A, for example, when a bicycle is traveling in the front-rear direction with respect to the host vehicle as an object in front of the host vehicle, the bicycle occupant shown in FIG. In some cases, it is difficult to distinguish from a structure such as a roadside marker having a size approximate to the size of a traveling bicycle shown in FIG. As described above, there is a case in which a structure such as a roadside marker having a size approximate to that of a bicycle that a pedestrian or a bicycle occupant is driving is identified as a pedestrian or a bicycle and the outside air bag 36 is deployed. It becomes a condition that the bag 36 is developed with sensitivity.
  Therefore, in the present embodiment, when it is determined, based on the object information from the navigation system 34, that the target object that is predicted to collide is a structure that is not at least one of the bicycle that the pedestrian and the bicycle occupant are driving. In addition, the deployment condition of the vehicle airbag 36 is set so as to maintain the first threshold th1 as a threshold for deploying the vehicle airbag 36 without changing the initial value.
  Next, details of various processing units of the ECU 12 shown in FIG. 1 will be described. The ECU 12 includes an impact force detection unit 14, a collision detection unit 16, a collision prediction unit 18, a collision direction prediction unit 20, a personnel protection unit 22, a notification unit 24, and a structure specifying unit 25. Yes.
  The impact force detector 14 is an impact force detector that detects an impact force generated in the vehicle. In the present embodiment, the impact force detector 14 detects the impact force generated in the vehicle based on an electrical signal indicating the magnitude of the collision input from the collision detection sensor 28.
  The collision detection unit 16 compares the impact force detected by the impact force detection unit 14 with a threshold value, and detects a collision between the vehicle and the object. That is, the collision detection unit 16 is a collision detection unit that detects a collision with an object outside the vehicle when the impact force detected by the impact force detection unit 14 exceeds a threshold value. In the present embodiment, the collision detection unit 16 is detected by the impact force detection unit 14 when the collision prediction unit 18 does not predict a collision with at least one of a bicycle driven by a pedestrian or a bicycle occupant. When the impact force exceeds the first threshold, a collision with the object is detected. On the other hand, the collision detection unit 16 determines that the impact force detected by the impact force detection unit 14 is detected when the collision prediction unit 18 predicts a collision with at least one of the bicycles driven by the pedestrian and the bicycle occupant. When the second threshold value set to a value smaller than the first threshold value is exceeded, a collision with an object including at least one of the bicycles being driven by the pedestrian and the bicycle occupant is detected.
  In the present embodiment, the collision detection unit 16 detects the impact force detected by the impact force detection unit 14 when the collision direction prediction unit 20 predicts a collision from a direction other than the front or rear of the bicycle. When the value exceeds the first threshold, a collision with the object can be detected. In addition, when the collision direction prediction unit 20 predicts that the collision is from the front or the rear of the bicycle, the collision detection unit 16 has the impact force detected by the impact force detection unit 14 smaller than the first threshold value. When the second threshold set in the value is exceeded, a collision with an object including a collision from the front or rear of the bicycle can be detected.
  In the present embodiment, the threshold value of the collision detection unit 16 is determined by control by the structure specifying unit 25 described later. That is, the collision detection unit 16 is a target in which a collision with an object is not predicted by the collision prediction unit 18 and a collision with a target object is predicted by the collision prediction unit 18 and a collision is predicted. When the position of the object corresponds to the position of a structure existing around the vehicle, the first threshold value is used as the threshold value. In addition, when the collision is predicted by the collision prediction unit 18 and the position of the object where the collision is predicted does not correspond to the position of the structure, a second threshold smaller than the first threshold is used as the threshold.
  The collision prediction unit 18 predicts that either a pedestrian or a bicycle occupant collides with a vehicle being driven before the collision detection unit 16 detects a collision with an object outside the vehicle. It is a collision prediction unit. The collision prediction unit 18 predicts that a vehicle will collide with any of the bicycles that the pedestrian and the bicycle occupant are driving based on the object information (including relative physical quantities) input from the surroundings monitoring sensor 32. . For example, the collision prediction unit 18 determines whether the pedestrian or the bicycle occupant is driving a bicycle by analyzing an image captured by the camera 32B constituting the periphery monitoring sensor 32 by a method such as pattern matching. Determine. When the collision prediction unit 18 determines that the pedestrian and the bicycle occupant are any of the driving bicycles, the vehicle, the pedestrian, and the bicycle occupant measured by the millimeter wave radar 32 </ b> A constituting the periphery monitoring sensor 32. If it is determined that the TTC is a value that cannot avoid a collision based on the TTC with one of the driving bicycles, the vehicle collides with one of the bicycles that the pedestrian and the bicycle occupant are driving. Predict what to do.
  The collision prediction unit 18 includes a collision direction prediction unit 20. The collision direction prediction unit 20 is a collision direction prediction unit that predicts that the collision between the bicycle and the vehicle predicted by the collision prediction unit 18 is a collision from the front or the rear of the bicycle. Based on the object information (including relative physical quantities) input from the periphery monitoring sensor 32, the collision direction prediction unit 20 detects that the collision between the bicycle being driven by the bicycle occupant and the vehicle is from the front or rear of the bicycle. Predict that it is a collision. For example, the collision direction prediction unit 20 is based on time series changes such as a relative position, a relative speed, and a relative distance between the vehicle and the bicycle that the bicycle occupant is driving, measured by the millimeter wave radar 32A that constitutes the periphery monitoring sensor 32. Thus, when it is determined that the bicycle is moving laterally with respect to the traveling direction of the vehicle, it is predicted that the bicycle is colliding with the side of the bicycle. On the other hand, when it is determined that the bicycle is moving in the vertical direction with respect to the traveling direction of the vehicle, the collision direction prediction unit 20 predicts that the collision is from the front or the rear of the bicycle.
  The collision direction predicting unit 20 analyzes the position and behavior of lights and reflectors provided on the bicycle based on the image captured by the camera 32B constituting the periphery monitoring sensor 32, so that the front or It may be determined whether it is a collision with the rear surface or a collision with the side surface of the bicycle. In this case, when the collision direction predicting unit 20 detects the reflected light of the two reflectors that move up and down alternately with the reflected light of the reflector in the almost stationary state, the traveling direction of the bicycle is determined from the relative positional relationship. Since it is a vertical direction with respect to the traveling direction of the vehicle, and in this case, it can be estimated that the traveling direction is the same as the traveling direction of the vehicle, it is determined that the collision is with the rear surface of the bicycle. In addition, when the collision direction prediction unit 20 detects the reflected light and the headlamps of the two reflectors that move up and down alternately, from the relative positional relationship, the traveling direction of the bicycle is relative to the traveling direction of the vehicle. Since it is the vertical direction, in this case, it can be estimated that the direction is the opposite of the traveling direction of the vehicle, it is determined that this is a collision with the front of the bicycle. Further, the collision direction prediction unit 20 can estimate that the traveling direction of the bicycle is transverse to the traveling direction of the vehicle from the relative positional relationship when the reflected light of the two reflectors draws a substantially circular orbit. Therefore, it can be determined that the collision is on the side of the bicycle.
  The personnel protection unit 22 is a personnel protection unit that starts a protection operation for personnel outside the vehicle when the collision detection unit 16 detects a collision with an object including a collision with either a pedestrian or a bicycle. In the present embodiment, the personnel protection unit 22 activates the pop-up hood 38 and deploys the exterior air bag 36 as a protection operation when a collision with a personnel outside the vehicle is detected.
  The reporting unit 24 automatically reports to a facility outside the vehicle when the collision detection unit 16 detects a collision with an object including a collision with any of the bicycles that the pedestrian and the bicycle occupant are driving. The reporting department. In the present embodiment, the notification unit 24 detects vehicles such as fire departments, police stations, emergency hospitals, vehicle management centers, insurance companies, etc. via the communication device 40 as automatic notifications when a collision with personnel outside the vehicle is detected. Information indicating the position of the vehicle, information on the vehicle for identifying the vehicle, and the like are transmitted to the facility outside the vehicle.
  When it is predicted that the vehicle will collide with any of the bicycles that the pedestrian and the bicycle occupant are driving, the structure specifying unit 25 determines whether the predicted position of the pedestrian or the bicycle is around the vehicle. When it corresponds to the position of an existing structure, it is a control unit that controls the collision detection unit 16 to use the first threshold value. In the present embodiment, the structure specifying unit 25 predicts a collision with at least one of the bicycles that the pedestrian and the bicycle occupant are driving, and the predicted position of either the pedestrian or the bicycle exists around the vehicle. When the position does not correspond to the position of the structure to be detected, the collision with the object is detected when the impact force detected by the impact force detection unit 14 exceeds the second threshold set to a value smaller than the first threshold. Is done. On the other hand, the structure specifying unit 25 is a structure in which a pedestrian and a bicycle occupant are predicted to collide with at least one of the bicycles being driven, and the predicted position of either the pedestrian or the bicycle exists around the vehicle. If the impact force detected by the impact force detection unit 14 exceeds the first threshold value, the pedestrian and the bicycle occupant are in contact with an object including at least one of the bicycles being driven. A collision is detected.
  The structure specifying unit 25 includes an acquisition unit 26 and a position specifying unit 27. The acquisition unit 26 acquires information indicating the position of a structure existing around the vehicle. The position specifying unit 27 specifies a position where either a pedestrian or a bicycle predicted by the collision prediction unit 18 exists. In the present embodiment, the position specifying unit 27 detects the position of either the pedestrian or the bicycle predicted by the collision prediction unit 18 and includes the vehicle and the target among the target information from the surrounding monitoring sensor 32. Specify using relative position (coordinate system). The structure specifying unit 25 requests the navigation system 34 to return object information related to an object existing at a relative position between the vehicle and the object. The navigation system 34 uses the map database 34A and the GPS 34B to identify and return object information related to an object existing at the position of the host vehicle and the specified position (coordinate). Then, the acquisition unit 26 receives the object information returned from the navigation system 34. The structure specifying unit 25 determines whether or not the position of any one of the pedestrian and the bicycle as the object for which the collision is predicted corresponds to the position of the structure existing around the vehicle. The collision detection unit 16 is controlled to be used for the first threshold value or the second threshold value. In other words, the first threshold is used when the position of one of the pedestrian and the bicycle predicted to collide corresponds to the position of a structure around the vehicle, and the second threshold is used when the position does not correspond. The collision detection unit 16 is controlled.
  The following table shows the relationship between thresholds and objects including bicycles driven by pedestrians or bicycle riders predicted to collide.
  The following table shows threshold values that can be set in more detail when a collision with a bicycle driven by a bicycle occupant is predicted as an object.
  Next, an example of processing in the collision detection apparatus 10 according to the present embodiment will be described. FIG. 5 shows an example of the flow of processing executed by the ECU 12 of the collision detection apparatus 10 according to the present embodiment. In the present embodiment, the ECU 12 executes a program stored in advance in a storage device such as a ROM that embodies an example of the processing flow shown in FIG. Further, the process shown in FIG. 5 is repeatedly executed every short calculation cycle (for example, 50 msec).
  As shown in FIG. 5, in step 100, the ECU 12 determines whether or not the vehicle speed signal V input from the vehicle speed sensor 30 is equal to or greater than a predetermined threshold value Vth. The predetermined threshold value Vth is set to a value (for example, 0 km / h to 10 km / h) that can be determined that the vehicle is not stopped or not in a state where the vehicle is slowing down. If the vehicle speed signal V is not equal to or greater than the predetermined threshold value Vth, that is, if the vehicle speed signal V is smaller than the predetermined threshold value Vth, the ECU 12 makes a negative determination in step 100 and ends the present process. On the other hand, if the vehicle speed signal V is greater than or equal to the predetermined threshold value Vth, the ECU 12 makes an affirmative determination in step 100 and proceeds to the processing in step 102.
  In step 102, the ECU 12 predicts a collision with an object including a bicycle that a pedestrian and a bicycle occupant are driving. Specifically, in step 102, the collision prediction unit 18 of the ECU 12 determines the bicycle that the pedestrian and the bicycle occupant are driving based on the object information (including relative physical quantities) input from the surrounding monitoring sensor 32. Predict that the object to be included and the vehicle will collide. The collision prediction unit 18 is a numerical value that makes it impossible for the TTC to avoid a collision based on the TTC between the vehicle and the object measured by the millimeter wave radar 32A constituting the periphery monitoring sensor 32 for the object outside the vehicle. If it is determined that there is an object, the object and the vehicle are predicted to collide.
  In the next step 104, the ECU 12 determines whether or not a collision between an object outside the vehicle and the vehicle has been predicted based on the processing result of the collision prediction unit 18. Specifically, when a collision with the object is predicted by the process of the collision prediction unit 18, the ECU 12 makes an affirmative determination in step 104 and proceeds to the process of step 106. On the other hand, if the collision prediction unit 18 has not predicted a collision with the object, the ECU 12 makes a negative determination in step 104 and ends the present process.
  In step 106, the ECU 12 acquires position information of an object for which a collision is predicted, that is, an object including a bicycle that a pedestrian and a bicycle occupant are driving. First, in step 106, the structure specifying unit 25 acquires position information indicating the position of the target object that is predicted to collide with the position specifying unit 27. Specifically, the position specifying unit 27 obtains information indicating the relative position between the vehicle and the object based on the object information from the surrounding monitoring sensor 32 for the object predicted to be collided by the collision prediction unit 18. It is specified as the position information of the object. Here, it suffices if the position of the object relative to the vehicle can be specified, and the direction and relative distance from the vehicle to the object may be obtained. Next, the structure specifying unit 25 of the ECU 12 requests the navigation system 34 to return object information regarding the object existing at the relative position between the vehicle and the object, and the returned information is included in the structure specifying unit 25. Acquired by the acquisition unit 26. The navigation system 34 uses the map database 34 </ b> A and the GPS 34 </ b> B to identify and return object information relating to an object existing at the position and relative position of the host vehicle. Then, the structure specifying unit 25 determines whether or not the returned object information is a structure registered in the navigation system 34.
  In the next step 108, the ECU 12 determines whether the object outside the vehicle is a structure registered in the navigation system 34 based on the processing result of the structure specifying unit 25. If the object is a structure registered in the navigation system 34, the ECU 12 makes an affirmative determination in step 108 and proceeds to the processing in step 128. On the other hand, if the object is not a structure registered in the navigation system 34, the ECU 12 makes a negative determination in step 108 because the object is likely to be at least one of a bicycle that a pedestrian and a bicycle occupant are driving. The process proceeds to step 110.
  When the ECU 12 determines that the object is a structure registered in the navigation system 34, the ECU 12 makes an affirmative determination in step 108, and in step 128, the magnitude of the collision (pressure P) detected by the pressure sensor as the collision detection sensor 28. Sets the first threshold th1 as a threshold for deploying the air bag 36 outside the vehicle. That is, the structure specifying unit 25 deploys the outside air bag 36 when the object to be predicted to collide is a structure that is unlikely to be at least one of a bicycle that a pedestrian and a bicycle occupant are driving. For this purpose, a predetermined insensitive side first threshold th1 is set. Therefore, the change to the threshold value on the sensitive side, which will be described later in detail, is prevented, and unnecessary operations for the deployment of the outside air bag 36 can be suppressed. Then, the ECU 12 proceeds to the next step 130.
  In step 110, the ECU 12 determines whether or not the object is at least one of a bicycle that a pedestrian and a bicycle occupant are driving. For example, the collision prediction unit 18 analyzes an image captured by the camera 32B constituting the periphery monitoring sensor 32 by a method such as pattern matching, so that an object outside the vehicle is a pedestrian and a bicycle that a bicycle occupant is driving. It is determined whether it is at least one. Note that the processing in step 110 may be executed in step 102. In the next step 112, the ECU 12 determines whether or not the object is at least one of a bicycle that a pedestrian and a bicycle occupant are driving, and if an affirmative determination is made, the process proceeds to step 114 and a negative determination is made. If so, the process proceeds to step 128.
  In step 114, the ECU 12 determines whether or not the bicycle being driven by the bicycle occupant is an object. If an affirmative determination is made, the process proceeds to step 116. If a negative determination is made, the ECU 12 proceeds to step 120. To migrate. That is, the ECU 12 shifts the process to step 120 when the pedestrian is an object, and shifts the process to step 116 when the pedestrian is a bicycle. In the present embodiment, the case where the second threshold th2 is set on the sensitive side when the object whose collision is predicted is a pedestrian has been described. However, the second threshold th2 is not set on the sensitive side, but on the insensitive side. The first threshold th1 may be set.
  In step 116, the ECU 12 determines the traveling direction of the bicycle that the bicycle occupant as the object is driving. Specifically, in step 116, the ECU 12 is forward or backward (vertical direction) with respect to the vehicle with respect to the traveling direction of the bicycle driven by the bicycle occupant based on the sensor output value from the surrounding monitoring sensor 32. Or the horizontal direction. The direction of travel of the bicycle refers to the direction in which the bicycle is moving while the bicycle occupant is driving, the forward direction of the bicycle when the bicycle occupant is riding the bicycle, but the bicycle itself is stopped, or Including the backward direction. For example, the collision direction prediction unit 20 determines whether the predicted collision between the bicycle and the vehicle is a collision from the front or the rear of the bicycle based on the image captured by the camera 32B of the periphery monitoring sensor 32, or Judgment is made by predicting whether the collision is a side collision. The collision direction prediction unit 20 analyzes the positions and behaviors of the lights and reflectors provided on the bicycle based on the images captured by the camera 32B that constitutes the periphery monitoring sensor 32, so that the collision direction prediction unit 20 can detect the front and rear of the bicycle. Whether the collision is from the front or rear of the bicycle, that is, from the side.
  In step 116, the traveling direction of the bicycle in front of the millimeter wave radar 32A is forward or backward (that is, the vertical direction) based on various information measured by the millimeter wave radar 32A of the periphery monitoring sensor 32. It can be determined whether there is a horizontal direction. In this case, the collision direction prediction unit 20 determines that the predicted collision between the bicycle and the vehicle is a collision from the front or the rear of the bicycle based on various information measured by the millimeter wave radar 32A of the periphery monitoring sensor 32. Or whether the collision is from the side of the bicycle. For example, the collision direction prediction unit 20 is based on time series changes such as a relative position, a relative speed, and a relative distance between the vehicle and the bicycle that the bicycle occupant is driving, measured by the millimeter wave radar 32A that constitutes the periphery monitoring sensor 32. Thus, when it is determined that the bicycle is moving in the lateral direction with respect to the traveling direction of the vehicle, it is predicted that the bicycle is a side collision. On the other hand, when it is determined that the bicycle is moving in the vertical direction with respect to the traveling direction of the vehicle, the collision direction prediction unit 20 predicts that the collision is from the front or the rear of the bicycle.
  In the next step 118, the ECU 12 determines whether or not the traveling direction of the bicycle is the forward direction or the backward direction based on the processing result of step 116, so that the bicycle travels forward and backward with respect to the host vehicle. Judge whether or not. If the traveling direction of the bicycle is the horizontal direction, the ECU 12 makes a negative determination in step 118 and proceeds to the processing in step 128. On the other hand, when the traveling direction of the bicycle is the forward direction or the backward direction, the ECU 12 makes an affirmative determination in step 118 and proceeds to the processing of step 120.
  Note that the processing of step 114 to step 118 shown in FIG. 5 may be omitted. This is because when at least one of the bicycles driven by a pedestrian and a bicycle occupant is the target, at least one of the bicycles driven by the pedestrian and the bicycle occupant is a threshold value for detecting a collision with the vehicle. This is a case where the second threshold is used.
  In step 120, the ECU 12 sets a second threshold th2 as a threshold for deploying the vehicle airbag 36 based on the magnitude of the collision (pressure P) detected by the pressure sensor as the collision detection sensor 28. Thus, in step 120, the collision detection unit 16 activates the outside air bag 36 when the collision prediction unit 18 predicts that the pedestrian and the bicycle occupant will collide with at least one of the driving bicycles. Is set to a second threshold th2 on the sensitive side that is smaller than a preset value (the first threshold th1 of the initial value in FIG. 3). Thereafter, the process proceeds to the next step 122. In addition, the ECU 12 sets the second threshold th2 particularly when it is determined that the traveling direction of the target bicycle is the forward direction or the backward direction, so that the front of the bicycle with a small impact force at the time of collision or Before the collision from behind, the second threshold value th2 on the sensitive side, which is smaller than the first threshold value th1 of the initial value, can be set.
  Next, the ECU 12 determines whether or not an impact force generated in the vehicle is detected in step 122. Specifically, in step 122, the impact force detector 14 detects the impact force generated in the vehicle when an electric signal indicating the magnitude of the collision input from the pressure sensor as the collision detection sensor 28 is acquired. Is determined. When the impact force is detected by the process of the impact force detection unit 14, the ECU 12 makes an affirmative determination in step 122 and proceeds to the next step 124. On the other hand, if the ECU 12 makes a negative determination in step 122, it returns to the process of step 106.
  In step 124, the ECU 12 determines whether or not the magnitude (P) of the collision detected by the pressure sensor as the collision detection sensor 28 in step 122 exceeds the second threshold th2 set in step 120 (P> th2). Judging. If the magnitude (P) of the collision detected by the pressure sensor is equal to or smaller than the second threshold th2 (P <th2), the ECU 12 makes a negative determination in step 124 and ends the process. On the other hand, when the magnitude (P) of the collision detected by the pressure sensor exceeds the second threshold th2 (P> th2), the ECU 12 makes an affirmative determination in step 124 and proceeds to the processing in step 126.
  In step 126, the ECU 12 activates the pedestrian protection device to protect personnel outside the vehicle and makes an emergency automatic notification, and then ends the process.
  In step 126, when the pedestrian protection device is activated, the personnel protection unit 22 of the ECU 12 activates the pop-up hood 38 and deploys the vehicle exterior airbag 36 as a bicycle occupant protection operation. In addition, when making an emergency automatic notification in step S80, the notification unit 24 of the ECU 12 sends the vehicle to a facility outside the vehicle such as a fire department, a police station, an emergency hospital, a vehicle management center, an insurance company, etc. via the communication device 40. Information indicating the position of the vehicle, information on the vehicle for identifying the vehicle, and the like are transmitted.
  Thus, in step 126, when a person outside the vehicle such as a pedestrian or a bicycle occupant collides with the host vehicle, the obstacle to the person outside the vehicle is reduced by operating the pedestrian protection device and making an emergency automatic notification. Can be made. Specifically, when a pedestrian or a bicycle occupant collides with the vehicle, the pedestrian protection device or emergency automatic notification is instantly made immediately after contact with the front bumper by the pressure sensor set on the sensitive side as the second threshold th2. Since the function operates, it can contribute to the reduction of obstacles for pedestrians and bicycle riders.
  On the other hand, the ECU 12 sets a predetermined insensitive side first threshold th1 as a threshold for deploying the vehicle airbag 36 in step 128. Next, the ECU 12 determines in step 130 whether or not the impact force generated in the vehicle has been detected. If an affirmative determination is made, the ECU 12 proceeds to the process of step 132, and if a negative determination is made, the process of step 106 is performed. Return to.
  Next, in step 132, the ECU 12 exceeds the first threshold th1 set in step 128 (P> th1) in which the magnitude (P) of the collision detected by the pressure sensor as the collision detection sensor 28 in step 130 is exceeded. Determine whether or not. If the magnitude (P) of the collision detected by the pressure sensor is equal to or less than the first threshold th1 (P <th1), the ECU 12 makes a negative determination in step 132 and ends the process. On the other hand, when the magnitude (P) of the collision detected by the pressure sensor exceeds the first threshold th1 (P> th1), the ECU 12 makes an affirmative determination in step 132 and proceeds to the processing in step 126.
  As described above, according to the present embodiment, when a collision between a person outside the vehicle such as a pedestrian or a bicycle occupant and the own vehicle is predicted, the threshold value for collision determination can be set on the sensitive side. When a pedestrian or bicycle collides, the pedestrian protection device can be operated to reduce obstacles to personnel outside the vehicle. Specifically, when a pedestrian or a bicycle occupant collides with the host vehicle, the pedestrian protection device is activated immediately after contact with the front bumper by the pressure sensor set on the sensitive side as the second threshold th2. It can contribute to the reduction of obstacles for pedestrians and bicycle riders.
  Further, in the present embodiment, when the object including the pedestrian and the bicycle predicted to collide with the own vehicle based on the object information by the surrounding monitoring sensor 32 is a structure registered in the navigation system 34, The threshold value for collision determination is excluded from the object set on the sensitive side. This eliminates the need for a pedestrian protection device even when the vehicle collides with structures such as road signs and roadside markers that are likely to be erroneously determined as bicycles that pedestrians and cyclists drive. It can suppress operating.
  In the present embodiment, the processing performed by executing the program showing the processing flow shown in FIG. 5 has been described, but the processing of the program may be realized by hardware.
  Further, in the present embodiment, a case has been described where one of the first threshold and the second threshold is used as the threshold, but the present invention is not limited to using the first threshold and the second threshold. For example, instead of the first threshold value and the second threshold value, the amplification factor for amplifying the impact force is set to the first amplification factor as a default value, and either the first amplification factor or the second amplification factor larger than the first amplification factor is set. It may be used to determine a collision.
12 ECU
14 Impact force detector (impact force detector)
16 Collision detection unit (collision detection unit)
18 Collision prediction unit (collision prediction unit)
25 Structure specifying unit 26 Acquisition unit (acquisition unit)
27 Position specifying part (position specifying part)
28 Collision detection sensor 30 Vehicle speed sensor 32 Perimeter monitoring sensor 34 Navigation system 36 Outside air bag 38 Pop-up hood 40 Communication device

Claims (7)

  1. An impact force detector for detecting an impact force acting on the vehicle;
    A collision prediction unit that predicts a collision between the vehicle and the object, with at least one of a bicycle being driven by a pedestrian and a bicycle occupant as an object,
    The position of the structure where the collision is not predicted by the collision prediction unit, and when the collision is predicted by the collision prediction unit, and the position of the target object where the collision is predicted exists around the vehicle Is used as the threshold value, and when the collision is predicted by the collision prediction unit and the position of the object where the collision is predicted does not correspond to the position of the structure, the threshold value is used as the threshold value. A collision detection unit that detects a collision between the vehicle and the object by using a second threshold value that is smaller than the first threshold value and comparing the impact force detected by the impact force detection unit with the threshold value;
    A collision detection device including:
  2. An impact force detector for detecting an impact force acting on the vehicle;
    A collision prediction unit that predicts a collision between the vehicle and an object outside the vehicle;
    When the collision prediction unit predicts a collision with a bicycle that a bicycle occupant is driving as the object, it is a collision from the front or rear of the bicycle, or from a direction other than the front and rear of the bicycle. A collision direction predicting unit for predicting whether it is a collision;
    When the collision direction prediction unit predicts a collision from a direction other than the front or rear of the bicycle, and when the collision direction prediction unit predicts a collision from the front or rear of the bicycle, and the bicycle Corresponds to the position of a structure existing around the vehicle, the first threshold is used as a threshold, and the collision direction prediction unit predicts a collision from the front or rear of the bicycle, and When the position of the bicycle does not correspond to the position of the structure, a second threshold value smaller than the first threshold value is used as the threshold value, and the impact force detected by the impact force detection unit is compared with the threshold value. A collision detector for detecting a collision between the vehicle and the object;
    A collision detection device including:
  3. An acquisition unit that acquires information indicating a position of a structure existing around the vehicle, and a position specifying unit that specifies a position where the target object predicted by the collision prediction unit exists,
    The collision detection unit compares the position of the object specified by the position specifying unit with the position of the structure acquired by the acquisition unit, and the position of the object is the position of the structure. The collision detection device according to claim 1, wherein the collision detection apparatus determines whether the position of the object does not correspond to the position of the structure.
  4.   The collision prediction unit predicts a collision between the vehicle and the target object, with the bicycle being driven by the pedestrian and the bicycle occupant as an object.
      The collision detection apparatus according to any one of claims 1 to 3.
  5.   A determination unit configured to determine whether the object is the pedestrian or the bicycle that the bicycle occupant is driving;
      The collision detection device according to claim 4.
  6.   When a collision between the vehicle and the pedestrian as the object is detected by the collision detection unit, a pedestrian protection operation is started, and the vehicle and the bicycle as the object are detected by the collision detection unit. The collision detection device according to claim 1, further comprising a vehicle external protection unit that starts a protection operation of the bicycle occupant when a collision is detected.
  7. The collision detection device according to any one of claims 1 to 6 , further comprising a reporting unit that reports to a facility outside the vehicle when a collision with the object is detected by the collision detection unit. .
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