WO2016136165A1 - Collision detection device for vehicle - Google Patents

Abstract

A collision detection device (1) for a vehicle has: a bumper absorber (2) provided within a bumper (7) of the vehicle at a position in front, with respect to the vehicle, of a bumper reinforcement (9); a tube member (3) for detection, the tube member (3) being mounted in a groove (2a) formed in the bumper absorber (2) so as to extend in the width direction of the vehicle and having a hollow section (3a) formed therein; and a pressure sensor (4) for detecting pressure within the hollow section (3a) of the tube member (3) for detection. The collision detection device (1) detects the collision of an object against the bumper (7) on the basis of the result of the detection of the pressure by the pressure sensor (4). The bumper absorber (2) is provided with a lower recess (21b, 22b, 23b, 24b) located at least at a position directly below the groove (2a) in the vertical direction of the vehicle and shaped so as to be recessed upward, with respect to the vehicle, from the lower surface (2c) of the bumper absorber (2).

Description

Vehicle collision detection device Cross-reference of related applications

This application is based on Japanese Patent Application No. 2015-32831 filed on February 23, 2015, the contents of which are incorporated herein by reference.

The present disclosure relates to a vehicle collision detection device for detecting a collision with a pedestrian or the like of a vehicle.

Conventionally, there are vehicles equipped with a pedestrian protection device for reducing the impact on the pedestrian when the pedestrian collides with the vehicle. In this vehicle, a bumper unit is provided with a collision detection device, and when this sensor detects that a pedestrian or the like has collided with the vehicle, the pedestrian protection device is activated to reduce the impact on the pedestrian. It has a configuration. This pedestrian protection device includes what is called a pop-up hood, for example. This pop-up hood raises the rear end of the engine hood when a vehicle collision is detected, increases the clearance (clearance) between the pedestrian and hard parts such as the engine, and uses that space to the pedestrian's head. It absorbs collision energy and reduces the impact on the head.

In the above-described vehicle collision detection device, a chamber member having a chamber space is disposed in front of a bumper reinforcement in a bumper of the vehicle, and a pressure sensor detects the pressure in the chamber space. I have something to do. With this configuration, when an object such as a pedestrian collides with the bumper (bumper cover), the chamber member is deformed along with the deformation of the bumper cover, and a pressure change is generated in the chamber space. The pressure sensor detects this pressure change to detect a pedestrian collision.

In recent years, a tube-type vehicle collision detection device that detects a collision using a tube member that is smaller and more easily mounted than the above-described chamber-type vehicle collision detection device has been proposed. This vehicle collision detection device includes a bumper absorber disposed in a bumper of a vehicle, a hollow tube member mounted in a groove formed in the bumper absorber along the vehicle width direction, and a pressure in the tube member. And a pressure sensor for detection. When a pedestrian collides with the front of the vehicle, the bumper absorber is deformed while absorbing the impact, and at the same time, the tube member is also deformed. At this time, the pressure in the tube member rises, and the collision with the pedestrian of the vehicle is detected based on detecting this pressure change by the pressure sensor.

German utility model No. 202011105867

By the way, it is known that when a pedestrian collides with a bumper of a vehicle, the leg of the pedestrian is scooped by the bumper and the upper body falls on the engine hood. For this reason, in the above-described vehicle collision detection apparatus, it is considered that it is particularly important to reliably detect the pedestrian falling.

This indication is made in view of the subject mentioned above, and aims at providing the collision detection device for vehicles which can detect the fall of a pedestrian certainly.

In order to solve the above-described object, a vehicle collision detection device according to one aspect of the present disclosure includes a bumper absorber disposed on the vehicle front side of a bumper reinforcement in a bumper of the vehicle, and a vehicle width on the bumper absorber. A tube member for detection in which a hollow portion is formed inside the groove portion formed along the direction, and a pressure sensor for detecting the pressure in the hollow portion of the tube member for detection, and pressure by the pressure sensor The collision of the object with the bumper is detected based on the detection result. The bumper absorber includes a lower bore portion having a concave shape from the lower surface of the bumper absorber toward the vehicle upper side at least at a position directly below the groove in the vehicle vertical direction.

According to this configuration, since the groove portion of the bumper absorber is provided at least at a position directly below in the vehicle vertical direction, a lower bore portion having a shape that is recessed from the lower surface of the bumper absorber toward the vehicle upper side is provided. The magnitude of the force per unit area of the external force applied to the detection tube member at the time of a collision can be made larger than when there is no lower bore portion. Therefore, the external force accompanying the collision can be effectively transmitted to the detection tube member, and the detection tube member can be reliably deformed (collapsed). In particular, when the pedestrian's legs are scooped by a bumper and the upper body collides so that it falls on the engine hood, the external force applied from the vehicle upper side with this falling is more effective against the tube member for detection. Can be transmitted. Thereby, since the pressure change in the hollow part of the tube member for detection is reliably detected by the pressure sensor, the fall of the pedestrian can be reliably detected, and the collision detection accuracy of the vehicle collision detection device is improved. Can do.

The above and other objects, features, and advantages of the present disclosure will become more apparent from the following detailed description with reference to the accompanying drawings. The drawing
1 is a diagram illustrating an overall configuration of a vehicle collision detection device according to a first embodiment. It is an enlarged view of the bumper part of FIG. FIG. 3 is a III-III cross-sectional view of the bumper portion of FIG. 2. FIG. 4 is a IV-IV cross-sectional view of the bumper portion of FIG. 2. It is an expanded sectional view of the bumper absorber of FIG. It is a figure which shows the relationship between the sum of the up-and-down dimension of the upper and lower bore part of 1st Embodiment, and the pressure detection value detected by a pressure sensor. It is sectional drawing which shows the mode of the collision with the vehicle of 1st Embodiment, and an ON requirement target object. It is sectional drawing which shows the mode of the collision with the vehicle of 1st Embodiment, and an OFF requirement target object. FIG. 3 is a view corresponding to FIG. 2 in the second embodiment. FIG. 10 is a sectional view taken along the line XX of the bumper portion of FIG. 9. FIG. 10 is a sectional view taken along line XI-XI of the bumper portion of FIG. 9. FIG. 10 is a view corresponding to FIG. 3 in the third embodiment. FIG. 10 is a view corresponding to FIG. 3 in the fourth embodiment. FIG. 10 is a diagram corresponding to FIG. 3 in a fifth embodiment.

(First embodiment)
Hereinafter, the vehicle collision detection apparatus according to the first embodiment will be described with reference to FIGS. As shown in FIGS. 1 and 2, the vehicle collision detection device 1 of the present embodiment includes a bumper absorber 2, a hollow detection tube member 3, a pressure sensor 4, a speed sensor 5, a collision detection ECU 6, and the like. Is done. The vehicle collision detection device 1 detects a collision of an object (pedestrian or the like) with a bumper 7 provided in front of the vehicle. As shown in FIGS. 3 and 4, the bumper 7 includes a bumper cover 8, a bumper absorber 2, and a bumper reinforcement 9 as main components.

The bumper absorber 2 is disposed at a position facing the front surface 9a of the bumper reinforcement 9 (the vehicle front side). The bumper absorber 2 is a member that has an impact absorbing function in the bumper 7 when it collides with a pedestrian or the like, and is made of, for example, foamed polypropylene.

On the rear surface 2b of the bumper absorber 2, a groove 2a for mounting the detection tube member 3 is formed. The groove 2a has a rectangular cross section and is formed along the vehicle width direction (the vehicle left-right direction). The groove 2a is disposed above the center position C of the bumper reinforcement 9 in the vehicle vertical direction.

As shown in FIG. 5, the length Lc of the groove 2a in the vehicle front-rear direction is approximately the same as the outer diameter D of the detection tube member 3, and in this case is about 8 mm. The length Hc of the groove portion 2a in the vehicle vertical direction is equal to or longer than the outer diameter D of the detection tube member 3, and is about 10 mm in this case. In addition, the cross-sectional shape of the groove part 2a is not restricted to a rectangle, For example, circular and a polygon may be sufficient.

In this embodiment, as shown in FIGS. 3 and 4, a lower punching portion 21 b is provided along the vehicle width direction on the vehicle lower side of the rear surface 2 b of the bumper absorber 2. The lower punching portion 21b has a shape that is recessed from the lower surface 2c of the bumper absorber 2 toward the vehicle upper side, and has a rectangular cross-sectional shape as viewed from the side of the vehicle. The lower punching portion 21b is located directly below (directly below) the groove 2a in the vehicle vertical direction of the bumper absorber 2, and is provided over the entire vehicle width direction.

Furthermore, an upper counterbore 21a is provided along the vehicle width direction on the vehicle upper side of the rear surface 2b of the bumper absorber 2. The upper punching portion 21a has a shape that is recessed from the upper surface 2d of the bumper absorber 2 toward the vehicle lower side, and has a rectangular cross-sectional shape as viewed from the side of the vehicle. The upper punching portion 21a is located in the bumper absorber 2 directly above (directly above) the groove portion 2a in the vehicle vertical direction, and is provided over the entire vehicle width direction.

The length Lb of the lower piercing portion 21b in the vehicle front-rear direction is approximately the same as the length Lc of the groove portion 2a in the vehicle front-rear direction, and is set substantially uniformly in the vehicle width direction. In this case, the front and rear length Lb of the lower bore portion 21b is about 8 mm. Note that the front and rear length Lb of the lower bore portion 21b may be shorter than the front and rear length Lc of the groove portion 2a.

The length (vertical dimension) Hb in the vehicle vertical direction of the lower bore portion 21b is set to a different length in the vehicle width direction. In the present embodiment, the length Hb of the lower punching portion 21b in the vehicle vertical direction is set according to the length (thickness) Ax of the bumper absorber 2 in the vehicle front-rear direction. Specifically, the length Hb of the lower piercing portion 21b in the vehicle vertical direction is set to be longer as the position Ax of the bumper absorber 2 in the vehicle front-rear direction is longer.

In the present embodiment, the length A1 in the vehicle longitudinal direction of the bumper absorber 2 at the vehicle width direction center side (center portion or the like) shown in FIG. 3 is the bumper absorber at the vehicle width direction end portion side (corner portion) shown in FIG. 2 is longer than the length A2 in the vehicle front-rear direction. In this case, the length A1 is about 65 mm. The length A2 is about 40 mm.

Accordingly, the vehicle vertical direction length Hb1 of the lower piercing portion 21b in the vehicle width direction center side (center portion or the like) is the vehicle vertical direction length Hb2 of the vehicle width direction end portion (corner portion) lower piercing portion 21b. Longer than set. In this case, the vertical length Hb1 of the lower punching portion 21b on the center side in the vehicle width direction is about 12 mm. Further, the vertical length Hb2 of the lower punching portion 21b on the vehicle width direction end side is about 10 mm. That is, the cross-sectional area (groove amount) of the concave portion formed by the lower bore portion 21b is set to be larger on the vehicle width direction center side than on the vehicle width direction end portion side.

On the other hand, the cross-sectional area (groove amount) of the concave portion formed by the upper punching portion 21a is substantially uniform at each position in the vehicle width direction, and is set smaller than the cross-sectional area of the concave portion formed by the lower punching portion 21b. . That is, the length Ha of the upper punching portion 21a in the vehicle vertical direction is substantially uniform in the vehicle width direction, and is set shorter than the length Hb of the lower punching portion 21b in the vehicle vertical direction at each position in the vehicle width direction. . In this case, the vertical length Ha of the upper bore portion 21a is about 4 mm. The sum of the cross-sectional area of the concave portion of the lower bore portion 21b and the cross-sectional area of the concave portion of the upper bore portion 21a at each position in the vehicle width direction is greater in the vehicle width direction center side than in the vehicle width direction end side. growing.

Further, the length La of the upper punching portion 21a in the vehicle front-rear direction is substantially the same as the length Lc of the groove portion 2a in the vehicle front-rear direction, and is set substantially uniformly in the vehicle width direction. In this case, the front and rear length La of the upper bore portion 21a is about 8 mm. It should be noted that the front and rear length La of the upper bore portion 21a may be shorter than the front and rear length Lc of the groove portion 2a.

The detection tube member 3 is a tube-shaped member having a hollow portion 3a formed therein and extending in the vehicle width direction. This detection tube member 3 is mounted in the groove 2a of the bumper absorber 2 described above, and is disposed on the front surface 9a (vehicle front side) of the bumper reinforcement 9 in the bumper 7 of the vehicle. Both ends of the detection tube member 3 are curved in a substantially U shape and connected to a pressure sensor 4 to be described later on the left and right outer sides of the bumper reinforcement 9 in the vehicle width direction.

As shown in FIG. 5, the detection tube member 3 has a circular cross-sectional shape and is made of a synthetic rubber such as silicone rubber. Further, the outer diameter D of the detection tube member 3 is about 8 mm, for example. The wall thickness t of the peripheral wall of the detection tube member 3 is, for example, about 2 mm. The cross-sectional shape of the detection tube member 3 is not limited to a circle, but may be a polygon such as a quadrangle. In addition, the material of the tube member 3 for detection may be ethylene propylene rubber (EPDM) or the like.

The pressure sensor 4 is disposed on the vehicle rear side with respect to the front surface 9a of the bumper reinforcement 9. Specifically, two pressure sensors 4 are installed on the rear surface 9b of the left and right ends of the bumper reinforcement 9, and are fixedly attached by fastening bolts (not shown). In this embodiment, redundancy and detection accuracy are ensured by installing two pressure sensors 4 in this way.

As shown in FIG. 2, the pressure sensor 4 is connected to both left and right ends of the detection tube member 3, and is configured to detect the pressure in the hollow portion 3a of the detection tube member 3. Specifically, the pressure sensor 4 is a sensor device that detects a change in the pressure of the gas, and detects a change in the pressure of the air in the hollow portion 3 a of the detection tube member 3. As shown in FIG. 1, the pressure sensor 4 is electrically connected to a collision detection ECU (Electronic Control Unit) 6 via a transmission line, and outputs a signal proportional to the pressure to the collision detection ECU 6. The collision detection ECU 6 detects a pedestrian collision with the bumper 7 based on the pressure detection result by the pressure sensor 4. Further, the collision detection ECU 6 is electrically connected to the pedestrian protection device 10.

The speed sensor 5 is a sensor device that detects the speed of the vehicle, and is electrically connected to the collision detection ECU 6 via a signal line. The speed sensor 5 transmits a signal proportional to the vehicle speed to the collision detection ECU 6.

The collision detection ECU 6 is composed mainly of a CPU and controls the overall operation of the vehicle collision detection apparatus 1, and is electrically connected to each of the pressure sensor 4, the speed sensor 5, and the pedestrian protection apparatus 10. (See FIG. 1). The collision detection ECU 6 receives a pressure signal (pressure data) from the pressure sensor 4, a speed signal (speed data) from the speed sensor 5, and the like. The collision detection ECU 6 executes a predetermined collision determination process based on the pressure detection result (input signal) by the pressure sensor 4 and the speed detection result (input signal) by the speed sensor 5, and an object such as a pedestrian to the bumper 7 When a collision is detected, the pedestrian protection device 10 is activated.

The bumper 7 is for reducing an impact at the time of a vehicle collision, and includes a bumper cover 8, a bumper absorber 2, a bumper reinforcement 9, and the like. The bumper cover 8 is provided so as to cover the components of the bumper 7 and is a resin member such as polypropylene. The bumper cover 8 constitutes the appearance of the bumper 7 and at the same time constitutes a part of the appearance of the entire vehicle.

The bumper reinforcement 9 is a rigid member made of metal such as aluminum which is disposed in the bumper cover 8 and extends in the vehicle width direction. As shown in FIGS. 3 and 4, a beam is provided in the center of the interior. Hollow member. The bumper reinforcement 9 has a front surface 9a which is a surface on the front side of the vehicle and a rear surface 9b on the rear side of the vehicle. As shown in FIGS. 1 and 2, the bumper reinforcement 9 is attached to the front end of a side member 11 that is a pair of metal members extending in the vehicle front-rear direction.

Usually, in a vehicle collision accident, there are many cases where the vehicle collides with a pedestrian or a vehicle existing in the traveling direction of the vehicle (front of the vehicle). For this reason, in the present embodiment, the pressure sensor 4 is disposed on the rear surface 9b of the bumper reinforcement 9, and an impact (external force) due to a collision with a pedestrian or vehicle in front of the vehicle is provided in the bumper provided in front of the vehicle. The direct transmission from the cover 8 or the like to the pressure sensor 4 is protected by the presence of the bumper reinforcement 9.

Although not shown, the fitting convex portion provided on the rear surface 2b of the bumper absorber 2 is fitted into the fitting concave portion provided on the front surface 9a of the bumper reinforcement 9, whereby the bumper rain of the bumper absorber 2 is provided. Assume that the assembly to the force 9 is performed.

For example, a pop-up hood is used as the pedestrian protection device 10. This pop-up hood instantly raises the rear end of the engine hood after a vehicle collision is detected, increases the clearance (clearance) between the pedestrian and hard parts such as the engine, and uses that space to make the pedestrian's head The impact energy on the pedestrian is absorbed and the impact on the pedestrian's head is reduced. Instead of the pop-up hood, a cowl airbag or the like that cushions a pedestrian's impact by deploying the airbag from the engine hood outside the vehicle body to the lower part of the front window may be used.

Next, the operation at the time of collision of the vehicle collision detection apparatus 1 in the present embodiment will be described. When an object such as a pedestrian collides with the front of the vehicle, the bumper cover 8 of the bumper 7 is deformed by an impact caused by the collision with the pedestrian. Subsequently, the bumper absorber 2 is deformed while absorbing the impact, and at the same time, the detection tube member 3 is also deformed. At this time, the pressure in the hollow portion 3 a of the detection tube member 3 rises rapidly, and this pressure change is transmitted to the pressure sensor 4.

Moreover, the impact (external force) accompanying the collision with the pedestrian or the like of the vehicle is received by the bumper reinforcement 9 which is a rigid member. In the present embodiment, a lower punching portion 21b is provided along the vehicle width direction on the vehicle lower side of the rear surface 2b of the bumper absorber 2, and the upper punching portion 21a is provided on the vehicle upper side of the rear surface 2b of the bumper absorber 2 in the vehicle width direction. It is provided along. For this reason, the contact area between the rear surface 2b of the bumper absorber 2 and the front surface 9a of the bumper reinforcement 9 is reduced, and the magnitude of the force per unit area of the external force applied at the time of collision is reduced. It can be made larger than the case without 21a. Therefore, it is possible to effectively transmit the impact (external force) associated with the collision to the detection tube member 3 and to reliably deform (crush) the detection tube member 3. Thereby, the output of the pressure detection in the hollow part 3a by the pressure sensor 4 can fully be generated, and the collision detection can be performed more accurately.

In particular, in the present embodiment, the length Hb (vertical dimension) of the lower punching portion 21b in the vehicle vertical direction is set according to the length Ax of the bumper absorber 2 in the vehicle longitudinal direction, and the length varies in the vehicle width direction. Is set. Specifically, the length Hb of the lower piercing portion 21b in the vehicle vertical direction is such that the length A2 of the bumper absorber 2 in the vehicle front-rear direction is shorter than the vehicle width direction position (end in the vehicle width direction) of the bumper absorber 2. The length Hb is longer in the vehicle width direction position (vehicle width direction center side) where the length A1 in the vehicle front-rear direction is longer.

Here, there is a proportional relationship between the sum Ha + Hb of the upper and lower dimensions of the upper bore portion 21a and the lower bore portion 21b and the pressure detection value by the pressure sensor 4, as shown in FIG. That is, the pressure detection value by the pressure sensor 4 increases as the sum Ha + Hb of the upper and lower portions 21a and 21b increases. On the other hand, since the front-rear length Ax (thickness) of the bumper absorber 2 is thicker in the vehicle width direction center side (center portion) of the bumper 7, the deformation amount of the detection tube member 3 at the time of collision is reduced. Is assumed.

In the present embodiment, the sum Ha + Hb1 (= 16 mm) of the upper and lower dimensions 21a and 21b in the vehicle width direction center side (center portion) of the bumper absorber 2 is set to the vehicle width direction end portion side of the bumper absorber 2. The output of the pressure sensor 4 at the center side (center portion) in the vehicle width direction of the bumper 7 is increased by making it larger than the sum Ha + Hb2 (= 14 mm) of the upper and lower dimensions of the upper bore portion 21a and the lower bore portion 21b. I try to get bigger. Thereby, the output of the pressure sensor 4 is sufficiently generated over the entire vehicle width direction.

Further, in a vehicle with a low vehicle height, as shown in FIG. 7, it is assumed that when a pedestrian collides, the legs of the pedestrian are scooped by the bumper 7 so that the upper body falls over the engine hood. Is done. In this case, it is conceivable that the impact (external force) generated at the upper part of the bumper 7 is increased and the bumper cover 8 is greatly deformed from the upper side to the lower side. In the present embodiment, the groove 2a is disposed on the upper side of the vehicle vertical direction center position C of the bumper reinforcement 9, and the lower punching portion 21b extends over the entire vehicle width direction on the lower surface 2c of the bumper absorber 2. It is the provided configuration. For this reason, when the pedestrian's legs are scooped by the bumper 7 and collide so that the upper body falls on the engine hood on the upper side of the vehicle in the bumper absorber 2, the bumper 7 falls from above the bumper 7. This external force is effectively transmitted to the tube member 3 for detection.

The collision detection ECU 6 of the vehicle collision detection device 1 executes a predetermined collision determination process based on the detection results of the pressure sensor 4 and the speed sensor 5. In this collision determination process, specifically, the effective mass of the collision object is calculated based on the detection results of the pressure sensor 4 and the speed sensor 5, and when this effective mass is larger than a predetermined threshold, the collision with the pedestrian Is determined to have occurred. Furthermore, when the vehicle speed is within a predetermined range (for example, a range of 25 km to 55 km / h), it is determined that a collision with a pedestrian that requires operation of the pedestrian protection device 10 has occurred.

Here, the “effective mass” refers to a mass calculated using the relationship between momentum and impulse from the detection value of the pressure sensor 4 at the time of collision. When a collision between a vehicle and an object occurs, the value of the detected pressure sensor 4 is different for a collision object (OFF requirement object) such as a roadside marker having a mass different from that of a pedestrian (ON requirement object) (see FIG. 7, see FIG. For this reason, by setting a threshold value between the effective mass of the human body and the mass of another assumed collision object, it is possible to classify the types of the collision object. This effective mass is calculated by dividing the constant integral value of the pressure value detected by the pressure sensor 4 at a predetermined time by the vehicle speed detected by the speed sensor 5 as shown in the following equation.

M = (∫P (t) dt) / V (Expression 1)
M is an effective mass, P is a value detected by the pressure sensor 4 at a predetermined time, t is a predetermined time (for example, several ms to several tens of ms), and V is a vehicle speed at the time of collision. As another method for calculating the effective mass, it is possible to calculate using an equation E = 1/2 · MV ² representing the kinetic energy E of the collided object. In this case, the effective mass is calculated by M = 2 · E / V ² .

When the collision detection ECU 6 determines that a collision has occurred with a pedestrian that requires the pedestrian protection device 10 to operate, the collision detection ECU 6 outputs a control signal for operating the pedestrian protection device 10 to operate the pedestrian protection device 10. Let the impact on the pedestrian be reduced as described above.

As described above, the vehicle collision detection apparatus 1 according to the first embodiment includes the bumper absorber 2 disposed in the bumper 7 of the vehicle, and the groove 2a formed in the bumper absorber 2 along the vehicle width direction. And detecting the pressure in the hollow portion 3a of the detection tube member 3 and the detection tube member 3 in which the hollow portion 3a is formed inside the bumper reinforcement 9 disposed on the front side of the vehicle. A pressure sensor 4 and detects a collision of an object (pedestrian) with the bumper 7 based on a pressure detection result by the pressure sensor 4. The bumper absorber 2 includes a lower bore 21b having a shape that is recessed from the lower surface 2c of the bumper absorber 2 toward the vehicle upper side at a position directly below the groove 2a in the vehicle vertical direction. Features.

According to this configuration, in the bumper absorber 2, the lower bore portion 21 b having a concave shape from the lower surface 2 c of the bumper absorber 2 toward the vehicle upper side is provided at a position immediately below the groove portion 2 a in the vehicle vertical direction. Therefore, the magnitude of the force per unit area of the external force applied at the time of the collision can be increased as compared with the case where there is no lower bore portion 21b. Therefore, the external force accompanying the collision can be effectively transmitted to the detection tube member 3, and the detection tube member 3 can be reliably deformed (collapsed). In particular, when the pedestrian's legs are scooped by the bumper 7 and the upper body collides so as to fall on the engine hood, the external force applied from the upper side of the vehicle accompanying the fall is more applied to the detection tube member 3. It can be transmitted effectively. Thereby, since the pressure change in the hollow part 3a of the tube member 3 for detection is reliably detected by the pressure sensor 4, the fall of a pedestrian can be detected reliably, and the collision detection of the vehicle collision detection apparatus 1 is detected. Accuracy can be improved.

Further, the lower punching portion 21 b is provided over the entire vehicle width direction of the bumper absorber 2. According to this configuration, since the lower punching portion 21 b is provided over the entire vehicle width direction of the bumper absorber 2, the output of the pressure sensor 4 can be increased over the entire vehicle width direction of the bumper 7.

Further, the bumper absorber 2 further includes an upper counterbore portion 21a having a shape that is recessed from the upper surface 2d of the bumper absorber 2 toward the vehicle lower side at a position directly above the vehicle in the groove portion 2a. To do.

According to this configuration, in addition to the lower bore portion 21b, the upper bore has a shape that is concavely recessed toward the vehicle upper side from the upper surface 2d of the bumper absorber 2 at a position directly above the vehicle in the groove portion 2a of the bumper absorber 2. Since the portion 21a is provided, the magnitude of the force per unit area of the external force applied at the time of the collision can be further increased. Thereby, since the external force accompanying a collision can be more effectively transmitted to the tube member 3 for a detection, a pedestrian's fall can be detected more reliably.

Further, the upper punching portion 21 a is provided over the entire vehicle width direction of the bumper absorber 2. According to this configuration, since the upper counterbore 21a is formed over the entire vehicle width direction of the bumper absorber 2, the pressure detection output by the pressure sensor 4 can be further increased over the entire vehicle width direction. .

Further, at each position in the vehicle width direction, the cross-sectional area (groove amount) of the concave portion formed by the lower piercing portion 21b is larger than the cross-sectional area of the concave portion formed by the upper piercing portion 21a. According to this configuration, the collision occurs on the lower side of the bumper 7 in the vertical direction of the vehicle by making the cross-sectional area (the amount of punching) of the concave portion formed by the lower punching portion 21b larger than the amount of the top punching portion 21a. ON-off target objects (pedestrians, etc.) that increase the external force applied from the vehicle upper side of the bumper 7 as the pedestrian falls (see FIG. 8) and the collision with the off-requirement target objects (road side markers, etc.) The collision (see FIG. 7) can be accurately determined. That is, the external force associated with a collision is detected more in the case of a collision with an ON requirement object (such as a pedestrian) that involves the fall of a pedestrian than in the case of a collision with an OFF requirement object (such as a roadside marker). It can be transmitted more reliably to the tube member 3.

Further, the cross-sectional area of the concave portion formed by the lower bore portion 21b is different in the vehicle width direction, and the concave portion of the lower bore portion 21b becomes longer as the length Ax of the bumper absorber 2 in the vehicle front-rear direction is longer. The cross-sectional area is set to be large.

According to this configuration, the cross-sectional area (groove amount) of the concave portion of the lower punching portion 21b in the vehicle width direction center side (center portion) of the bumper absorber 2 is defined as the vehicle width direction end portion side (corner portion) of the bumper absorber 2. By making it larger than the cross-sectional area of the concave portion of the lower bore portion 21b, the output of the pressure sensor 4 can be sufficiently generated over the entire vehicle width direction. That is, when the longitudinal length Ax (thickness) of the bumper absorber 2 is increased (thick), the deformation amount of the detection tube member 3 with respect to a predetermined load is reduced, and the output of the pressure sensor 4 is reduced. Taking this into consideration, the output of the pressure sensor 4 at this portion can be improved by increasing the cross-sectional area (the amount of punching) of the concave portion of the lower punching portion 21b at the position where the longitudinal length Ax of the bumper absorber 2 is long. it can.

Further, the sum of the cross-sectional area of the concave portion of the lower bore portion 21b and the cross-sectional area of the concave portion of the upper bore portion 21a at each position in the vehicle width direction is different in the vehicle width direction. According to this configuration, the variation in the output of the pressure sensor 4 at the vehicle width direction position can be changed by appropriately changing the cross-sectional area (the amount of the bore) of the concave portions of the upper and lower bore portions 21a and 21b at the vehicle width direction position. It can be made smaller.

Further, the length Lb of the lower punching portion 21b in the vehicle front-rear direction and the length La of the upper punching portion 21a in the vehicle front-rear direction are approximately the same as the length Lc of the groove portion 2a in the vehicle front-rear direction. According to this configuration, the length Lb of the lower piercing portion 21b in the vehicle front-rear direction and the length La of the upper piercing portion 21a in the vehicle front-rear direction are approximately the same as the length Lc of the groove portion 2a in the vehicle front-rear direction. The magnitude of the force per unit area of the external force applied to the detection tube member 3 mounted in the groove 2a can be reliably increased.

Further, the lower bore 21b and the upper bore 21a are characterized in that the cross-sectional shape viewed from the side of the vehicle is a rectangular shape. According to this configuration, since the cross-sectional shapes of the lower bore portion 21b and the upper bore portion 21a are rectangular, the amount of the bores of the lower bore portion 21b and the upper bore portion 21a can be easily adjusted.

Further, the length Hb of the lower piercing portion 21b in the vertical direction of the vehicle is longer than the length Ha of the upper piercing portion 21a in the vertical direction of the vehicle. According to this configuration, the length Hb of the lower piercing portion 21b in the vertical direction of the vehicle is made longer than the length Ha of the upper piercing portion 21a in the vertical direction of the vehicle, thereby colliding with the OFF requirement target object (roadside marker or the like). Compared to the case, the external force accompanying the collision can be more easily transmitted to the detection tube member 3 in the case of a collision with an ON-required object (such as a pedestrian) that causes the pedestrian to fall.

The length Hb of the lower piercing portion 21b in the vertical direction of the vehicle is different in the vehicle width direction, and the length Ax (thickness) of the bumper absorber 2 in the longitudinal direction of the vehicle is set longer as the position becomes thicker. Is done. Specifically, the length Hb of the lower piercing portion 21b in the vehicle vertical direction is characterized in that the vehicle width direction center side is longer than the vehicle width direction end portion side.

According to this configuration, the vertical dimension Hb1 of the lower recess portion 21b in the vehicle width direction center side (center portion) of the bumper absorber 2 is set to be equal to the lower recess portion 21b of the bumper absorber 2 in the vehicle width direction end portion side (corner portion). By making it larger than the vertical dimension Hb2, the output of the pressure sensor 4 can be sufficiently generated over the entire vehicle width direction. That is, considering that the longitudinal length Ax of the bumper absorber 2 is increased, the deformation amount of the detection tube member 3 at the time of the collision is reduced, so that the longitudinal length Ax of the bumper absorber 2 is longer on the center side in the vehicle width direction. By increasing the vertical length Hb1 of the lower punching portion 21b, the output of the pressure sensor 4 at this portion can be increased.

Further, the groove 2 a is provided on the rear surface 2 b of the bumper absorber 2. According to this configuration, the detection tube member 3 mounted in the groove 2a can be disposed to face the vehicle front side of the bumper reinforcement 9 that is a rigid member. It can prevent bending to the side. Thereby, the collision detection performance of the vehicle collision detection device 1 can be ensured over the entire vehicle width direction. Furthermore, the assembly | attachment operation | work to the bumper absorber 2 of the tube member 3 for a detection can be performed easily.

Further, the groove portion 2a is provided on the upper side of the bumper absorber 2 in the vehicle vertical direction. According to this configuration, a large amount of external force accompanying the fall of the pedestrian is applied to the upper part of the bumper absorber 2, so that the groove 2a (detection tube member 3) is disposed on the upper side of the bumper absorber 2 in the vehicle vertical direction. The external force applied from above the bumper absorber 2 can be transmitted to the tube member 3 for detection more reliably. Thereby, the collision with the pedestrian of a vehicle can be detected more reliably.

Further, the groove 2a is characterized in that it is disposed above the center position C of the bumper reinforcement 9 in the vehicle vertical direction. According to this configuration, by disposing the groove 2a above the vehicle vertical direction center position C of the bumper reinforcement 9, an OFF requirement target object that causes a collision on the lower side of the bumper 7 in the vehicle vertical direction ( It is possible to make it difficult for the external force associated with the collision to be transmitted to the detection tube member 3 at the time of a collision with a roadside marker or the like (see FIG. 8). A collision with an object (see FIG. 7) can be more accurately determined.

In the present embodiment, by arranging two pressure sensors 4 on the left and right end portions of the rear surface 9b of the bumper reinforcement 9, it is possible to detect a pressure change in the detection tube member 3 with high accuracy and to provide redundancy. Can be secured. That is, by performing collision determination using the outputs of the two pressure sensors 4, it is possible to prevent erroneous detection and perform accurate collision detection.
(Second Embodiment)
Next, a second embodiment will be described with reference to FIGS. In FIGS. 9 to 11, the same parts as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted. Only different parts will be described.

In the second embodiment, as shown in FIGS. 9 to 11, a groove 2a for mounting the detection tube member 3 is provided inside the bumper absorber 2 (the vehicle front side relative to the rear surface 2b). Yes. The lower bore 22b is provided at a position directly below the groove 2a in the vertical direction of the vehicle (directly below), and the upper pocket 22a is provided at a position directly above the groove 2a in the vertical direction of the vehicle (directly above). Yes.

In this case, the lower punching portion 22b is provided along the vehicle width direction on the center side of the lower surface 2c of the bumper absorber 2 in the vehicle front-rear direction. Further, the upper punching portion 22a is provided along the vehicle width direction on the center side of the upper surface 2d of the bumper absorber 2 in the vehicle front-rear direction. The lower bore 22b has a shape that is recessed from the lower surface 2c of the bumper absorber 2 toward the upper side of the vehicle, and has a rectangular cross-sectional shape as viewed from the side of the vehicle. Further, the upper punching portion 22a has a shape that is recessed from the upper surface 2d of the bumper absorber 2 toward the vehicle lower side, and has a rectangular cross-sectional shape as viewed from the side of the vehicle.

As shown in FIGS. 10 and 11, the length Lb of the lower piercing portion 22b in the vehicle front-rear direction is substantially the same as the length Lc of the groove portion 2a in the vehicle front-rear direction, and is set substantially uniform in the vehicle width direction. Yes. Further, the length of the upper punching portion 22a in the vehicle front-rear direction is also approximately the same as the length Lc of the groove portion 2a in the vehicle front-rear direction, and is set substantially uniformly in the vehicle width direction. In this case, the length Lb, the length Lc, and the length La are about 8 mm.

On the other hand, the length Hb (vertical dimension) of the lower piercing portion 22b in the vehicle vertical direction is different in the vehicle width direction, and the length depends on the length Ax (thickness) of the bumper absorber 2 in the vehicle front-rear direction. Is set. That is, the vertical dimension Hb1 of the lower recess 22b in the vehicle width direction center side (center portion) is larger than the vertical dimension Hb2 of the lower recess 22b in the vehicle width direction end portion (corner portion). For this reason, the cross-sectional area (groove amount) of the concave portion formed by the lower bore portion 22b is larger on the vehicle width direction center side than on the vehicle width direction end portion side.

On the other hand, the cross-sectional area (groove amount) of the concave portion formed by the upper punching portion 22a is substantially uniform at each position in the vehicle width direction, and is set smaller than the cross-sectional area of the concave portion formed by the lower punching portion 22b. . That is, the length Ha of the upper punching portion 22a in the vehicle vertical direction is substantially uniform in the vehicle width direction, and is set shorter than the length Hb of the lower punching portion 22b in the vehicle vertical direction at each position in the vehicle width direction. . In this case, the vertical length Ha of the upper bore portion 22a is about 4 mm.

Next, the operation at the time of collision of the vehicle collision detection apparatus 1 in the second embodiment will be described. In the second embodiment, the groove 2a disposed in the bumper absorber 2 (the front side of the rear surface 2b) is directly below the vehicle in the vertical direction (directly below), that is, the vehicle on the lower surface 2c of the bumper absorber 2. A lower bore 22b is provided along the vehicle width direction on the center side in the front-rear direction. Further, an upper counterboring portion 22a is provided along the vehicle width direction at a position directly above (directly above) the groove portion 2a in the vehicle vertical direction, that is, on the center side of the upper surface 2d of the bumper absorber 2 in the vehicle front-rear direction.

For this reason, when an impact (external force) due to a collision with a pedestrian or the like of the vehicle is transmitted to the detection tube member 3 attached to the groove 2a, the magnitude of the force per unit area of the external force is reduced. It can be made larger than the case where there is no portion 22b and upper punching portion 22a. Therefore, it is possible to effectively transmit the impact (external force) associated with the collision to the detection tube member 3 and to reliably deform (crush) the detection tube member 3.

Further, the vertical dimension Hb1 of the lower punching portion 22b on the center side in the vehicle width direction where the front and rear length A1 (thickness) of the bumper absorber 2 is long (thick) is the position where the front and rear length A2 of the bumper absorber 2 is short. It is larger than the vertical dimension Hb2 of the lower punching portion 22b on the vehicle width direction end portion side. Thereby, the output of the pressure sensor 4 at the vehicle width direction center side (center portion) of the bumper 7 is increased, and the output of the pressure sensor 4 can be sufficiently generated over the entire vehicle width direction. That is, at the position where the longitudinal length Ax of the bumper absorber 2 is long, the deformation amount of the detection tube member 3 with respect to a predetermined load is small, and the output of the pressure sensor 4 is small. Taking this into consideration, the output of the pressure sensor 4 at this portion can be improved by increasing the cross-sectional area (the amount of punching) of the concave portion of the lower punching portion 21b at the position where the longitudinal length Ax of the bumper absorber 2 is long. it can.

Also, in a vehicle with a low vehicle height, it is assumed that when the vehicle collides with a pedestrian, the legs of the pedestrian are scooped by a bumper and the upper body collides with the engine hood. In this case, it is conceivable that the impact (external force) generated at the upper part of the bumper 7 is increased and the bumper cover 8 is greatly deformed from the upper side to the lower side. In the second embodiment, the groove 2a (detection tube member 3) is disposed on the upper surface 2d (the vehicle upper side) of the bumper absorber 2, and the lower bore 22b is disposed on the lower surface 2c of the bumper absorber 2 in the vehicle width direction. It is the structure provided over the whole. For this reason, when the pedestrian's legs are scooped by the bumper 7 and collide so that the upper body falls on the engine hood on the upper side of the vehicle in the bumper absorber 2, the bumper 7 falls from above the bumper 7. This external force is effectively transmitted to the tube member 3 for detection.

In the vehicle collision detection apparatus 1 of the second embodiment described above, the same effect as that of the first embodiment can be obtained. That is, in the vehicle collision detection apparatus 1 of the second embodiment, the bumper absorber 2 is recessed in a position directly below the groove 2a in the vehicle vertical direction from the lower surface 2c of the bumper absorber 2 toward the vehicle upper side. The upper bottom portion 22b having the shape of the bumper absorber 2 is provided at a position directly above the vehicle in the groove portion 2a of the bumper absorber 2, and the upper portion having a concave shape from the upper surface 2d of the bumper absorber 2 toward the vehicle upper side. A punch 22a is provided. Thereby, the impact (external force) accompanying the fall of a pedestrian can be effectively transmitted with respect to the tube member 3 for a detection. Therefore, the hollow portion 3a of the detection tube member 3 can be reliably deformed at the time of a collision, and the pressure detection output by the pressure sensor 4 can be sufficiently generated.

Further, since the groove portion 2a (detection tube member 3) is disposed on the upper side of the bumper absorber 2 in the vertical direction of the vehicle, it detects an external force applied from the upper side of the bumper absorber 2 at the time of a collision involving a pedestrian falling down. Can be transmitted to the tube member 3 more reliably.
(Third embodiment)
Next, a third embodiment will be described with reference to FIG. In FIG. 12, the same parts as those in the first embodiment are denoted by the same reference numerals, description thereof is omitted, and only different parts are described.

In the third embodiment, a lower bore portion 23b is provided along the vehicle width direction on the vehicle lower side of the rear surface 2b of the bumper absorber 2, and an upper bore is formed on the vehicle upper side of the rear surface 2b of the bumper absorber 2. The point where the part 23a is provided along the vehicle width direction is the same configuration as that of the first embodiment. On the other hand, in the third embodiment, the first aspect is that the front / rear length Lb3 of the lower bore 23b and the front / rear length La3 of the upper bore 23a are set longer than the front / rear length Lc of the groove 2a. Different from the embodiment.

As in the first embodiment, the length (vertical dimension) Hb of the lower punching portion 23b in the vehicle vertical direction is different in the vehicle width direction, and the longitudinal length (thickness) Ax of the bumper absorber 2 is different. It is set according to. Specifically, the longer the front-rear length Ax of the bumper absorber 2 is, the longer the length Hb of the lower punching portion 21b in the vehicle vertical direction is set. Specifically, the length Hb1 in the vehicle up-down direction of the lower fork portion 23b in the vehicle width direction center side (center portion or the like) shown in FIG. 12 is equal to the lower fork portion 23b in the vehicle width direction end side (corner portion). It is larger than the length Hb2 (see FIG. 4) in the vehicle vertical direction. That is, the cross-sectional area (groove amount) of the concave portion formed by the lower bore portion 23b is set larger on the vehicle width direction center side than on the vehicle width direction end portion side.

On the other hand, the cross-sectional area (groove amount) of the concave portion formed by the upper bore portion 23a is substantially uniform at each position in the vehicle width direction, and is set smaller than the cross-sectional area of the concave portion formed by the lower bore portion 23b. . That is, the length Ha of the upper punching portion 23a in the vehicle vertical direction is substantially uniform in the vehicle width direction, and is set shorter than the length Hb of the lower punching portion 23b in the vehicle vertical direction at each position in the vehicle width direction. .

The same effects as those of the first embodiment can also be obtained by the vehicle collision detection apparatus 1 of the third embodiment described above. That is, in the third embodiment, the lower surface 2c of the bumper absorber 2 is provided with the lower recess 23b over the entire vehicle width direction, and the upper surface 2d of the bumper absorber 2 is extended over the entire vehicle width direction. The section 23a is provided, and at each position in the vehicle width direction, the cross-sectional area of the concave portion formed by the lower bore portion 23b is larger than the cross-sectional area of the concave portion formed by the upper bore portion 23a. Can be reliably detected. In addition, an ON requirement object (walking) in which the external force applied from the vehicle upper side of the bumper 7 increases as the pedestrian falls and the collision with the OFF requirement object in which a collision occurs on the lower side of the bumper 7 in the vehicle vertical direction. It is possible to accurately determine the collision with the person.

Further, the length Lb3 of the lower piercing portion 23b in the vehicle front-rear direction and the length La3 of the upper piercing portion 23a in the vehicle front-rear direction are longer than the length Lc of the groove 2a in the vehicle front-rear direction over the entire vehicle width direction. By setting, the output of the pressure sensor 4 can be increased over the entire vehicle width direction.
(Fourth embodiment)
Next, a fourth embodiment will be described with reference to FIG. In FIG. 13, the same parts as those in the first embodiment are denoted by the same reference numerals, description thereof is omitted, and only different parts are described.

In this 4th Embodiment, the groove part 2a for mounting | wearing the tube member 3 for a detection is provided in the inside of the bumper absorber 2 (vehicle front side rather than the rear surface 2b) in 2nd Embodiment. It is the same composition. On the other hand, in the fourth embodiment, the lower bore portion 24b extends from the position directly below the groove portion 2a in the vehicle vertical direction (near the vehicle center portion on the lower surface 2c of the bumper absorber 2) to the front surface 9a of the bumper reinforcement 9. The point provided is different from the second embodiment. That is, the length Lb4 in the vehicle front-rear direction of the lower piercing portion 24b is set to be longer than the length Lc in the vehicle front-rear direction of the groove portion 2a over the entire vehicle width direction. On the other hand, the length La of the upper punching portion 22a in the vehicle front-rear direction is substantially the same as the length Lc of the groove portion 2a in the vehicle front-rear direction, and is set substantially uniformly in the vehicle width direction. Note that the cross-sectional shapes of the lower bore portion 24b and the upper bore portion 22a are rectangular, as in the second embodiment.

Further, in the fourth embodiment, the length (vertical dimension) Hb of the lower punching portion 24b in the vehicle vertical direction depends on the length (thickness) Ax of the bumper absorber 2 in the vehicle front-rear direction. Is set. Specifically, the vehicle vertical direction length Hb1 of the lower fork portion 24b in the vehicle width direction center side (center portion or the like) shown in FIG. 13 is the vehicle vertical direction length of the vehicle width direction end portion side (corner portion). It is larger than the height Hb2 (see FIG. 11). Accordingly, the cross-sectional area of the concave portion formed by the lower bore portion 24b (the amount of the bore) is larger on the vehicle width direction center side than on the vehicle width direction end portion side.

On the other hand, the cross-sectional area (groove amount) of the concave portion formed by the upper bore portion 22a is substantially uniform at each position in the vehicle width direction. That is, the length Ha of the upper punching portion 22a in the vehicle vertical direction is substantially uniform in the vehicle width direction, and is set shorter than the length Hb of the lower punching portion 22b in the vehicle vertical direction at each position in the vehicle width direction. .

In the vehicle collision detection apparatus 1 of the fourth embodiment described above, the same effect as that of the first embodiment can be obtained. In other words, the lower surface 2c of the bumper absorber 2 is provided with a lower bore portion 24b over the entire vehicle width direction, and the upper surface 2d of the bumper absorber 2 is provided with an upper bore portion 22a over the entire vehicle width direction. Therefore, it is possible to accurately detect a collision involving a pedestrian falling down. In particular, since the length Lb4 of the lower piercing portion 24b in the vehicle front-rear direction is longer than the length Lc of the groove portion 2a in the vehicle front-rear direction over the entire vehicle width direction, the pressure sensor 4 outputs pressure detection. Can be made larger.
(Fifth embodiment)
Next, a fifth embodiment will be described with reference to FIG. In FIG. 14, the same parts as those in the first embodiment are denoted by the same reference numerals, description thereof is omitted, and only different parts are described.

In the fifth embodiment, as shown in FIG. 14, a fixed reinforcing member 12 for reinforcing the fixing strength between the bumper absorber 2 and the bumper reinforcement 9 is provided on the vehicle lower side of the bumper absorber 2 in the vehicle width direction. It is provided along. The fixed reinforcing member 12 has a substantially L-shaped cross-sectional shape. As a material of the fixed reinforcing member 12, for example, a foamed resin having a foaming ratio lower than that of the bumper absorber 2 is used.

A part of the upper surface of the fixed reinforcing member 12 (a portion excluding the portion directly below the lower punching portion 21b) is in contact with the lower surface 2c of the bumper absorber 2. Further, the rear surface of the fixed reinforcing member 12 is in contact with the front surface 9 a of the bumper reinforcement 9. Although not shown, the fixed reinforcing member 12 and the bumper reinforcement 9 are fitted and fixed by fitting fitting portions provided on the fixed reinforcing member 12 and the bumper reinforcement 9. Thereby, the bumper absorber 2 is fixed to the bumper reinforcement 9 in a state where the lower surface 2 c is supported by the fixed reinforcing member 12.

In the vehicle collision detection apparatus 1 of the fifth embodiment described above, the same effect as that of the first embodiment can be obtained. Furthermore, in the fifth embodiment, the bumper absorber 2 is provided with a fixing reinforcing member 12 for reinforcing the fixing strength between the bumper absorber 2 and the bumper reinforcement 9 on the vehicle lower side of the bumper absorber 2. The fixing strength between 2 and the bumper reinforcement 9 can be improved. Thereby, the bumper absorber 2 can be stably disposed on the front surface 9 a of the bumper reinforcement 9.

The present disclosure is not limited to the above-described embodiment, and various modifications or extensions can be made without departing from the gist of the present disclosure. A modification of the above embodiment will be described. For example, in the first embodiment, the lower bore portion 21b has a cross-sectional area (amount of bore) formed by the lower bore portion 21b as the position Ax of the bumper absorber 2 in the vehicle front-rear direction is longer. Although it set so that it might become large, it is not restricted to this. For example, the amount of punching of the lower punching portion 21 on the side in the vehicle width direction may be larger than the amount of punching of the lower punching portion 21 on the center side in the vehicle width direction. This is because the detection tube member 3 is not deformed sufficiently at the end in the vehicle width direction side due to the impact (external force) caused by the collision escaping to the side of the vehicle at the time of collision with a pedestrian or the like of the vehicle. It is assumed that the output of the sensor 4 may be small. In this case, the output of the pressure sensor 4 at the vehicle width direction end can be improved.

In addition, although two pressure sensors 4 are disposed on the left and right ends of the rear surface 9b of the bumper reinforcement 9, the present invention is not limited to this, and the position of the pressure sensor 4 can be changed as appropriate. For example, the pressure sensor 4 may be disposed on the inner wall surface of the bumper reinforcement 9.

In the above embodiment, in the collision determination process, it is determined that a collision with a pedestrian that requires the operation of the pedestrian protection device 10 has occurred when the effective mass exceeds a predetermined threshold. Not limited to. For example, a pressure value detected by the pressure sensor 4, a pressure change rate, or the like may be used as a threshold for collision determination.

Although the present disclosure has been described based on the embodiments, it is understood that the present disclosure is not limited to the embodiments and structures. The present disclosure includes various modifications and modifications within the equivalent range. In addition, various combinations and forms, as well as other combinations and forms including only one element, more or less, are within the scope and spirit of the present disclosure.

Claims (18)

1. A bumper absorber (2) disposed on the front side of the bumper reinforcement (9) in the bumper (7) of the vehicle, and a groove (2a) formed in the bumper absorber (2) along the vehicle width direction. ) And a pressure sensor (4) for detecting the pressure in the hollow portion (3a) of the detection tube member (3). In a vehicle collision detection device (1) for detecting a collision of an object with the bumper (7) based on a pressure detection result by the pressure sensor (4),
   The bumper absorber (2) has a shape that is recessed from the lower surface (2c) of the bumper absorber (2) toward the vehicle upper side at least at a position immediately below the groove portion (2a) in the vehicle vertical direction. A collision detection device for a vehicle, comprising a lower punching portion (21b, 22b, 23b, 24b).
2. The vehicular collision detection device according to claim 1, wherein the lower punching portion (21b, 22b, 23b, 24b) is provided over the entire vehicle width direction of the bumper absorber (2).
3. The bumper absorber (2) has a shape that is concavely recessed from the upper surface (2c) of the bumper absorber (2) toward the vehicle lower side at a position directly above the vehicle in the groove (2a). The vehicle collision detection device according to claim 1 or 2, further comprising (21a, 22a, 23a).
4. 4. The vehicle collision detection device according to claim 3, wherein the upper punching portion (21a, 22a, 23a) is provided over the entire vehicle width direction of the bumper absorber (2).
5. At each position in the vehicle width direction, the cross-sectional area of the concave portion formed by the lower bore portion (21b, 22b, 23b, 24b) is greater than the cross-sectional area of the concave portion formed by the upper bore portion (21a, 22a, 23a). 5. The vehicle collision detection device according to claim 3, wherein the vehicle collision detection device is also large.
6. 6. The vehicle collision according to claim 1, wherein a cross-sectional area of the concave portion formed by the lower bore portion (21 b, 22 b, 23 b, 24 b) is different in the vehicle width direction. Detection device.
7. The lower piercing portion (21b, 22b, 23b, 24b) is located at a position where the length (Ax) of the bumper absorber (2) in the vehicle front-rear direction is longer. The vehicular collision detection device according to claim 6, wherein the cross-sectional area of the concave portion to be formed is set to be large.
8. The sum of the cross-sectional area of the concave portion of the lower bore portion (21b) and the cross-sectional area of the concave portion of the upper bore portion (21a) at each position in the vehicle width direction is different in the vehicle width direction. Item 8. The vehicle collision detection device according to any one of Items 3 to 7.
9. The length (Lb) of the lower piercing portion (21b, 22b) in the vehicle front-rear direction and the length (La) of the upper piercing portion (21a, 22a) in the vehicle front-rear direction are the vehicle front-rear direction of the groove portion (2a). The vehicle collision detection device according to any one of claims 3 to 8, wherein the vehicle collision detection device has a length approximately equal to a length (Lc) of the vehicle.
10. The cross section of the lower bore portion (21b, 22b, 23b, 24b) and the upper bore portion (21a, 22a, 23a) as viewed from the side of the vehicle has a rectangular shape. The vehicle collision detection device according to any one of the above.
11. The length (Hb) in the vehicle up-down direction of the lower bore (21b, 22b, 23b, 24b) is longer than the length (Ha) in the vehicle up-down direction of the upper bore (21a, 22a, 23a). The vehicle collision detection device according to any one of claims 3 to 10, wherein:
12. The vehicle collision according to any one of claims 1 to 11, wherein a length (Hb) of the lower piercing portion (21b, 22b, 23b) in a vehicle vertical direction is different in a vehicle width direction. Detection device.
13. The lower bores (21b, 22b, 23b, 24b) of the lower bores (21b, 22b, 23b, 24b) are located at positions where the length (Ax) in the vehicle front-rear direction of the bumper absorber (2) is longer. The vehicle collision detection device according to claim 12, wherein a length (Hb) in the vehicle vertical direction is set to be long.
14. The length (Hb) in the vehicle vertical direction of the lower bore portion (21b, 22b, 23b, 24b) is longer in the vehicle width direction center side than in the vehicle width direction end side. The vehicle collision detection device according to claim 12 or 13.
15. The vehicular collision detection device according to any one of claims 1 to 14, wherein the groove (2a) is provided on a rear surface (2b) of the bumper absorber (2).
16. The vehicle collision detection device according to any one of claims 1 to 15, wherein the groove (2a) is provided on an upper side of the bumper absorber (2) in a vehicle vertical direction.
17. The said groove part (2a) is arrange | positioned above the vehicle vertical direction center position (C) of the said bumper reinforcement (9), It is any one of Claim 1 to 16 characterized by the above-mentioned. Vehicle collision detection device.
18. On the vehicle lower side of the bumper absorber (2), there is provided a fixed reinforcing member (12) for reinforcing the fixing strength between the bumper absorber (2) and the bumper reinforcement (9). The vehicle collision detection device according to claim 1, wherein the vehicle collision detection device is characterized in that

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