JP3365308B2 - Method and apparatus for determining side collision of vehicle - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention distinguishes between a side collision that is received almost directly from the side of a vehicle and a side oblique collision to a door when a side collision of a vehicle is made possible, and enables accurate side protection of the occupant depending on the collision mode. The present invention relates to a side collision determination method and a side collision determination device for a vehicle.

[0002]

2. Description of the Related Art A side airbag system is almost the same in basic operation as the front airbag system which has been previously implemented, although there are some differences in system configuration. In the case of a side airbag system, the airbag is embedded in the door panel, the side of the seat, etc.When the vehicle receives a lateral impact exceeding a certain limit due to a side collision, the collision determination device issues a deployment signal and the squib The so-called detonator element is configured to apply an operating current to deploy the airbag, and the deployed airbag is interposed between the door panel and the occupant to perform a cushioning function.

However, there are many differences between the side airbag and the front airbag that control the deployment time required to deploy the airbag, and the passenger compartment space is narrower in the lateral direction than in the passenger front direction. Also, in the case of a frontal collision, the factor that narrows the space between the occupant and the passenger interior structure at the time of collision is mainly the movement of the occupant due to inertial force, whereas in the case of a side collision, the movement of the occupant due to inertial force Side airbags need to be deployed within a short time after the start of a collision compared to front airbags because of the intrusion of vehicle side structures into the passenger compartment. Collision determination in a very short time of ms is required. Therefore, in order to respond to such a request and to perform a side collision determination at high speed, for example, a compression switch that mechanically closes a contact is installed in a door, and a side collision determination is performed by detecting deformation and compression of the door. Attempts have been made in the past.

However, in order to speed up the side collision judgment, an attempt to judge the collision by arranging a compression switch that mechanically closes the contacts in the door is injured to the occupant at the time of the collision to a position other than the compression switch position. In some cases, the collision determination may not be made even in the case of a collision, and in the case of a collision to the compression switch position, there is a problem that an erroneous determination is easily made due to door deformation compression due to a collision of a lightweight object that does not injure an occupant.
Therefore, the collision determination method based on the acceleration signal detected by the acceleration sensor has been studied for the side collision determination as well as the front collision determination. The Applicant has sought a method of comprehensively determining the amount of change in speed at a plurality of places that occurs in a vehicle structural member at the time of a collision, and having a collision determination capability for a wide variety of side collisions. For example, a collision determination is made at a location where both vehicle side deformation and vehicle movement are observed (for example, under the B pillar or side sill) and a location where only vehicle movement is observed without lateral deformation of the vehicle (for example, center tunnel). A unit has been installed, and various devices have been obtained from both units to make a trial or improvement of a device for comprehensively determining a collision.

[0005]

However, in the conventional side collision determination device that has been prototyped, in the medium speed collision determination section, the threshold value for the side collision determination that is received almost directly from the side is not determined up to a higher speed. If it is pulled up, the high-speed side-face diagonal collision judgment to the door tends to be delayed, which has been said to be particularly difficult for the early occupant protection request. For example, in the case of a side oblique collision from the front to the front seat door as shown in FIG. 8A, the front end angle of the obliquely colliding vehicle deforms while sliding on the door surface, and the inner panel is placed in the passenger compartment. It advances while invading. During that time, the vehicle moves slightly gently in the lateral direction, but when the vehicle collides with the B pillar, it moves greatly. That is, in the case of a side collision event in which a vehicle having a relatively low rigidity on the side surface of the vehicle collides intensively, the occupant is injured due to the door deformation and intrusion before the collision with the side structural member such as the B pillar or the side sill. For this reason, collision determination and lateral airbag deployment at this stage are the keys to ideal occupant protection,
Within this time, only a slight impact was exerted on the structural members at the lower side of the B pillar, the side sills and the like and the central part such as the center tunnel, and it was difficult to detect the side deformation and the side movement. On the contrary, in the low-speed side collision from right side as shown in FIG. 8B, the impact is such that the passenger compartment is protected by the side structural members (mainly the B pillars), so Although the deformation intrusion is very small, the vehicle moves abruptly laterally. This is shown in FIG.
As shown in (A) and (B), both the amount of speed change observed in the vehicle side unit (segment integration value of acceleration) and the amount of speed change observed in the vehicle center unit are used in the high-speed diagonal side collision. When viewed within the period of the determination time T required for negative protection, the high-speed diagonal side collision is lower than the low-speed side collision from almost the side during the entire period or a period close thereto,
Therefore, by simply comparing the interval integrated value of accelerations with a predetermined threshold value as a reference, a high-speed diagonal side collision is judged as "judgment" within this judgment time T, and a low-speed side collision almost directly from the side is "non-judged". It was because of the situation that it could not be said.

The present invention has solved the above-mentioned problems, and has a tendency of each of a low-speed side collision from a side of the vehicle which causes a rapid vehicle movement and an oblique side collision in which the vehicle movement occurs gently. The purpose is to allow the occupant restraint to be properly operated by capturing it and accurately identifying it.

[0007]

In order to achieve the above object, a method of determining a side collision of a vehicle according to the present invention detects an acceleration applied from the side of the vehicle, integrates the acceleration in a section, and calculates the section integration value. Preliminary after exceeding the preset lower threshold
Within the observation band until the upper limit threshold set for
It is judged as stagnant and the interval integral value exceeds the upper threshold.
The duration of stagnation in the observation zone is preset
If it exceeds a certain period, it will cause slow vehicle movement.
A side airbag that is judged to be an oblique collision and deploys a side airbag.
The duration of the stagnation in the observation zone is set in advance
The interval integral value is
Side collision from almost sideways when the upper threshold is exceeded
For the condition that the side airbag is not deployed
The deployment of the side airbag according to the results of both the determinations
It is characterized in that the permission / prohibition conditions of are switched.

Further, the method for judging the side collision of the vehicle according to the present invention is such that the condition for propagating the side airbag is switched.
Is placed at a position where both vehicle deformation and vehicle movement can be observed.
Vehicles that are not affected by vehicle side unit and vehicle deformation
Arranged at a position where acceleration due only to movement can be detected
Based on various collision discrimination outputs from the vehicle central unit
If the diagonal collision signal is not supplied, the vehicle side unit
Output from the vehicle
AND of medium speed collision discrimination output or vehicle side unit
Medium speed collision discrimination output and low speed collision discrimination from the vehicle central unit
The logical product of the different outputs is used as the operating condition of the occupant restraint, and the diagonal
When a collision signal is supplied, the vehicle side unit
Low-speed collision discrimination output and low-speed collision discrimination from vehicle central unit
The logical product of the different outputs is used as the condition for determining whether or not the lateral airbag can be deployed
It is characterized by adding to.

Further, the vehicle side collision determination device according to the present invention has an acceleration sensor for detecting an acceleration applied from the side of the vehicle, a section integrator for sectionally integrating the output of the acceleration sensor, and the section integration value in advance. Exceeding the set lower threshold
State from when the preset upper threshold is exceeded
It is judged that the observation zone is stagnant, and the interval integral value is above the upper limit.
If the duration of the stagnation in the observation zone does not exceed
Slow vehicle movement when the set period is exceeded
An oblique collision determination means for determining a side oblique collision to cause a side air bag when the side oblique collision is determined.
The duration of the stagnation in the observation zone
Is the area without exceeding the preset fixed period.
If the inter-integral value exceeds the upper threshold, it is almost
The side airbag is not deployed when it is judged to be a side collision from
It is used for the condition that
It is characterized by comprising a comprehensive judgment means for switching the condition of whether or not to expand the bag .

Also, in the vehicle side collision judgment apparatus according to the present invention, the oblique collision judgment means is an output of the acceleration sensor.
Interval integration means for performing interval integration over a predetermined integration period
And the interval integral value output by the interval integrating means is a lower limit threshold.
Obstacles within the observation zone until the upper threshold is exceeded after the value is exceeded
Section integrated value transition output means for outputting a signal, and the section integrated value
Monitor the history of stagnation signals in the observation zone output by the transition output means
However, how long has the stagnation signal in the observation zone been within the past certain time width?
Output a history judgment signal that indicates whether or not
History determining means for determining the threshold value of the
The pulse of a pulse that lasts for a predetermined period is
And a diagonal collision signal output means for outputting as a collision signal.
It is characterized by being equipped. Also, the comprehensive format
The determining means is a position where both vehicle deformation and vehicle movement are observed.
The vehicle side unit installed on the
Without arranging it at a position where acceleration due to vehicle movement can be detected.
Various collision discrimination outputs are supplied from the installed vehicle central unit.
If the diagonal collision signal is not supplied, the vehicle side
Low-speed collision discrimination output from unit and vehicle central unit
Or the vehicle side unit
Middle speed collision discrimination output and low speed collision from the vehicle central unit
The logical product of the collision discrimination outputs is set as the operating condition of the occupant restraint, and
If a diagonal collision signal is supplied, the vehicle side unit
Low speed collision discrimination output from the vehicle and low speed collision from the vehicle central unit
Do not add the logical product of collision detection outputs to the operating conditions of the occupant restraint.
And are characterized by.

[0011]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to FIGS. FIG. 1 is a schematic configuration diagram showing an embodiment of a vehicle side collision determination device of the present invention,
FIG. 2 is a circuit configuration diagram of the diagonal collision determination block shown in FIG. 1, FIG. 3 is a diagram showing a collision determination area by the comprehensive determination block shown in FIG. 1, and FIG.
5 is a signal waveform diagram of each part of the circuit shown in FIG. 5, FIG. 5 is a signal waveform diagram of each part of the circuit shown in FIG. 2 at the time of a low-speed side collision from almost the side, and FIG. 6 is a side collision different from the cases of FIGS. 2 is a signal waveform diagram of each part of the circuit shown in FIG. 2, and FIG. 7 is a flowchart showing an operation flow when the function of the oblique collision determination block shown in FIG. 2 is realized by software.

A side collision determination device 51 shown in FIG. 1 is provided at a position where an acceleration that causes at least one of a side deformation amount and a movement amount of a vehicle that receives a side collision can be detected, for example, a lower side of a B pillar or a side sill (also called a side). The vehicle side unit 51s (however, only one side is shown) arranged on both sides of the vehicle such as the outside of the member) or the cross member, and the acceleration due to only the movement amount of the vehicle can be detected regardless of which side receives the side collision. The vehicle central unit 51c is arranged at a position such as a center tunnel. In addition, the vehicle central unit 51c includes a lateral axis (Y
It is also possible to separately detect the acceleration of the longitudinal axis (X-axis) of the vehicle in addition to the (axis) and to make a collision determination for a vehicle front collision. Further, it is known from the results of the collision experiment that, on the side opposite to the side subject to the side collision, a component caused only by the movement amount of the vehicle is detected, as in the acceleration that can be detected by the vehicle central unit 51c.

Vehicle side unit 5 disposed on the left and right of the vehicle
1s has the same structure. Vehicle side unit 5 on the collision side
1s has three blocks having different determination levels, a high speed collision determination A block 4, a medium speed collision determination A block 5 and a low speed collision determination A block 6, and outputs three types of determination signals S1 to S3 to the vehicle central unit. Supply to 51c. These three blocks are supplied with the output of the acceleration sensor 1 via a low-pass filter 2 for removing aliasing error and an AD converter 3. As the acceleration sensor 6, for example, a stress-strain gauge that uses piezoresistance change is incorporated on a semiconductor substrate, a capacitance-type semiconductor acceleration sensor, or an acceleration sensor using a piezoelectric element is used.

Each of the three blocks 4 to 6 has a predetermined threshold value which is a calculation value for collision determination unique to each block calculated based on the discrete value acceleration data Gs (k) output from the AD converter 3. The threshold value is discriminated, each of the obtained threshold discriminant outputs is converted into a pulse which lasts for a certain time, and is supplied to the vehicle central unit 51c as the first to third type judgment signals S1 to S3. .

By the way, although the collision judgment calculation of each of the collision judgment blocks 4 to 6 is arbitrary, the collision judgment based on the interval integration method will be described here as an example. In the high-speed collision determination A block 4, a section integration width and a determination threshold value that can determine in a short time a high-speed side collision that involves a severe deformation and intrusion of a vehicle side structure are set. When the section integration value exceeding is obtained, the determination signal S1 indicating the determination such as the high speed side collision is output. The interval integration width and the determination threshold value may be set as a plurality of numerical values selected according to different scales. Further, in the medium-speed collision determination A block 5, a section integration width and a determination threshold value are set which determine that a medium-speed side collision from almost the side is determined and a low-speed side collision from the almost side is not determined. When the section integrated value exceeding the threshold value is obtained, the determination signal S2 indicating the determination of the medium speed side collision or the like is output. The interval integration width and the determination threshold value may be set as a plurality of numerical values selected according to different scales. Further, the low-speed collision determination A block 6 has a threshold value set lower than that of the medium-speed collision determination A block 5, and a side collision such as a high-speed oblique side collision that collides intensively with the door. There is a threshold that can be determined relatively early even for an event or an event such as a collision with a vehicle side structure away from the vehicle side unit position. When the section integrated value exceeding the threshold value is obtained, the determination signal S3 indicating the determination such as the low speed side collision is output. Also for the low speed collision determination A block 6, a plurality of sets of numerical values selected according to different scales can be set as the interval integration width and the determination threshold value.

The vehicle central unit 51c includes four blocks, a high-speed collision determination B block 13, a medium-speed collision determination B block 14, a low-speed collision determination B block 15, and an oblique collision determination block 16.
There are two blocks, and each block outputs four kinds of determination signals C1 to C4. These four blocks are supplied with the output of the acceleration sensor 10 via a low-pass filter 11 for removing a folding error and an AD converter 12. Further, three blocks 13 to 15 out of the four blocks are all discrete value acceleration data Gc output from the AD converter 12.
The collision determination calculation value unique to each block calculated on the basis of (k) is subjected to threshold value discrimination with a predetermined threshold value, and each obtained threshold value discrimination output is maintained for a certain period of time. Instead of pulses, the determination signals C1 to C3 are output. Further, the collision judgment blocks 13 to 15 can arbitrarily adopt the collision judgment calculation, but here, the case of collision judgment by the interval integration method will be described as an example.

The high-speed collision determination B block 13 is set to determine a low threshold value for an integral value in a relatively short section corresponding to a collision determination time period in which a vehicle side structure is severely deformed and intruded. . However, for the interval integration width and the corresponding threshold value, a plurality of sets of numerical values selected according to different scales may be set. It should be noted that the low threshold value is adopted here because the vehicle starts to move laterally after the vehicle lateral structure is deformed and invaded in the case of a collision involving severe lateral deformation and intrusion of the vehicle lateral structure. This is because it is not possible to observe a sufficient speed change without waiting for a while to start. When the interval integral value exceeding the threshold value is obtained, the judgment signal C1 indicating the low threshold value judgment is output. Further, the medium-speed collision determination B block 14 sets a section integration width and a determination threshold value in which a medium-speed side collision from almost right side is “determined” and a low-speed side collision from almost side is “non-determined”. I am doing it. However, the integral interval width and the corresponding threshold value may be set to a multiple number set by different scales. When the section integrated value exceeding the threshold value is obtained, the determination signal C2 indicating the determination such as the medium speed side collision determination is output. The low-speed collision determination B block 15 sets a threshold value that determines a collision event such as a lateral movement of the vehicle as “determination” and an event such as strong door closing or misuse or a collision with a lightweight object as “non-determination”. There is. However, for the interval integration width and the corresponding threshold value, a plurality of sets of numerical values selected according to different scales may be set. When the section integral value exceeding the threshold value is obtained, the determination signal C3 indicating the low speed side collision determination or the like is output.

The details of the diagonal collision determination block 16 are shown in FIG.
Will be described with reference to. The diagonal collision determination block 16 is A
A section integrator 20 that performs section integration of the discrete value acceleration data Gc (k) from the D converter 12 over a certain section (here, for example, 3 ms), and a section integration value IG output by the section integrator 20 is the lower limit. The interval integration value transition output circuit 21 that outputs the intra-observation band stagnation signal WH and the intra-observation band stagnation signal WH that the interval integration value transition output circuit 21 outputs after exceeding the threshold value ThL and exceeding the upper limit threshold value ThH. Monitor the history of
This stagnation signal WH within the observation band has been
For example, a history determination signal that outputs a history determination signal indicating how long the transition has occurred in the width and compares the value with a threshold value, and a history determination signal output from the history determination circuit 22. Is triggered by a predetermined period (eg,
And a diagonal collision signal output circuit 23 that outputs a pulse that lasts for 30 ms) as a diagonal collision signal. The diagonal collision signal output circuit 23 illustrated here is a one-shot circuit 23a that is triggered by a history determination signal and continues for 30 ms, and an OR gate 23b that ORs the output of the one-shot circuit 23a and the history determination signal.
Composed of and. Further, in the present embodiment, since the sampling cycle is 0.5 ms, the history judgment circuit 22
Converts the number of samples into a history of 14 samples from the present to the past, and outputs a history determination signal when a sample of 4.5 ms or more, that is, more than 9 points is obtained.

In the vehicle central unit 51c, a comprehensive judgment block 17 is provided outside the above four blocks 13 to 16 and is supplied from the four kinds of judgment signals C1 to C4 and the vehicle side unit 51s on the collision side. A logical judgment is made based on the three kinds of judgment signals S1 to S3, and a collision judgment signal for finally deploying the side airbag on the side of the collision is output. The first AND gate 30 provided in the comprehensive judgment block 17 is provided with the judgment signals S1 and C.
1 is ANDed and the output is OR gate 34 at the final stage.
Supply to. Therefore, when the vehicle side unit 51s determines that the vehicle is severely deformed and enters, and the vehicle center unit 51c determines a slight amount of change in the vehicle movement speed, the collision determination is made. The second AND gate 31 takes the logical product of the determination signals S3 and C2 and supplies the output to the OR gate 34 at the final stage. Therefore, the vehicle side unit 51
When it is determined at s that at least one of the deformation intrusion and the vehicle movement is to some extent, and the vehicle central unit 51c determines the medium vehicle movement speed change amount, the collision determination is made. The third AND gate 32 takes the logical product of the determination signals S2 and C3 and supplies the output to the OR gate 34 at the final stage. Therefore, the vehicle side unit 5
When it is determined at 1s that at least one of the medium deformation intrusion and the vehicle movement is determined and the vehicle central unit 51c determines the speed change amount of the vehicle movement corresponding to the side collision, the collision determination is made. . The fourth AND gate 33 is
The logical product of the determination signals S3 and C3 and C4 is calculated, and the output is supplied to the OR gate 34 at the final stage. Therefore, the vehicle side unit 51s is determined to have some deformation intrusion,
The collision determination is made when the vehicle central unit 51c determines the amount of change in the vehicle movement speed corresponding to the side collision and the diagonal collision is determined.

In FIG. 3, the collision judgment area by the above-mentioned comprehensive judgment block, the horizontal axis represents the threshold level of each judgment block in the vehicle central unit 51c, and the vertical axis represents the threshold of each judgment block in the vehicle side unit 51s. It is displayed by taking value levels. In the same figure, the non-judgment area for low-speed side collision and the judgment area for high-speed oblique side collision from right side partially overlap, but the judgment in this overlap area is limited to the simple threshold judgment of the interval integral value. Rather than relying on it, it refers to the collision event determination in the time domain, which is the history determination of the acceleration signal section integrated value, and by doing so, it is possible to distinguish between a low-speed side collision from a near side and a high-speed oblique side collision. Means

Here, it is assumed that a high-speed oblique side collision occurs. In this case, the output IG of the interval integrator 20 in the oblique collision determination block 16 does not change significantly at the beginning of the collision, but gradually increases in size as shown in FIG. 4 (A). When the interval integral value IG exceeds the lower limit threshold ThL,
As shown in FIG. 4B, the interval integrated value transition output circuit 2
The stagnation signal WH in the observation zone output by 1 becomes high level. The high-level output of the interval integrated value transition monitoring circuit 21 continues until the output of the interval integrator 20 exceeds the high threshold ThH. During the period when the stagnation signal WH in the observation band is high level, as shown in FIG.
2 adds 1 to the point number P every 0.5 ms. Then, when the point number integrated value ΣP exceeds 9 points, as shown in FIG. 4D, the oblique collision signal output circuit 23 operates. The diagonal collision signal output circuit 23
Once activated, it outputs an oblique collision signal C4 that lasts for a period of 30 ms.

An oblique collision signal C4 from the oblique collision signal output circuit 23 and a judgment signal S3 (low speed collision judgment A block judgment output of acceleration section integrated value) from the low speed collision judgment A block 6 in the vehicle side unit 51s, Since the logical product of the determination signal C3 (low speed collision determination B block determination output of the acceleration section integrated value) from the low speed collision determination B block 15 in the vehicle central unit 51c is supplied to the OR gate 34 via the AND gate 33, With respect to the oblique collision, the combination of the collision determination signals of the low-speed collision determination A block 6 on the side surface side and the low-speed collision determination B block 15 on the central side on the side having lower thresholds is effective. As a result, it is possible to detect the acceleration section integral value that gradually increases after the collision even at a high-speed collision at a low level stage, and generate a collision determination signal (airbag deployment signal) early as a high-speed diagonal side collision. .

On the other hand, when a low-speed collision occurs almost right from the side, the section integrator 2 in the oblique collision determination block 16
The output IG of 0 shows a relatively large change at the beginning of the collision, and as shown in FIG. 5A, shows a remarkable change from the beginning.
Therefore, when the interval integral value IG exceeds the lower limit threshold ThL, the stagnation signal WH within the observation band output from the interval integral value transition output circuit 21 becomes high level.
Since the output IG of 0 immediately exceeds the upper limit threshold ThH, the high level output of the interval integrated value transition output circuit 21 does not continue, and as shown in FIG. WH appears only for a short time. Therefore, during the period in which the output of the interval integrated value transition output circuit 21 is at the high level, the history determination circuit 22 is 0.5 m long as shown in FIG.
Even if 1 is added to the point number P for each s, the point number integrated value ΣP does not exceed 9 points. As a result, as shown in FIG. 5 (D), the diagonal collision signal output circuit 23 ends without operating, and the collision determination signal, that is, the airbag deployment signal is output from the comprehensive determination block 15 for a low-speed collision from the side. Is never output.

That is, when the oblique collision signal C4 is not supplied, the AND gate 33 is not opened, so the judgment signal S3 from the low speed collision judgment A block in the vehicle side unit 51s and the low speed collision judgment B in the vehicle central unit 51c.
The logical product of the determination signal C3 from the block 15 is not selected, and in the medium speed and low speed collision determination blocks, the determination signal S3 from the low speed collision determination A block 6 in the vehicle side unit 51s and the medium speed in the vehicle central unit 51c. The logical product of the determination signal C2 from the collision determination B block 14, the determination signal S2 from the medium speed collision determination A block 5 in the vehicle side unit 51s, and the determination signal C3 from the low speed collision determination B block 15 in the vehicle central unit 51c. Only the logical product of is valid. The low-speed side collision is “non-judgment” by either the medium speed collision judgment A block 5 in the vehicle side unit 51s or the medium speed collision judgment B block 14 in the vehicle central unit 51c.
Thus, the final judgment can be made "non-judgment". Further, the determination when the oblique collision signal C4 is not supplied is performed by the medium speed collision determination A in the vehicle side surface unit 51s.
Judgment signal S2 from block 5 and vehicle central unit 51
Judgment signal C3 from the low speed collision judgment B block 15 in c
In the logical product of, a collision with a large deformation amount (for example, a medium speed side collision) is judged faster than the vehicle deformation of the low speed side collision, and the judgment signal S3 from the low speed collision judgment A block 6 in the vehicle side unit 51s is determined. In the logical product of the determination signal C2 from the medium speed collision determination B block 14 in the vehicle central unit 51c, the vehicle deformation cannot be detected so much, but the collision event is abruptly moved compared to the vehicle movement of the low speed side collision, for example, the truck side surface. It can be set to determine collisions etc. faster.

As described above, the side collision determination device 1 is
Acceleration sensor 1 for detecting acceleration applied from the side of the vehicle
When the output of 0 is section-integrated and the section integration value IG stays between the preset lower limit threshold ThL and the upper limit threshold ThH for more than a preset certain period,
It is determined that the vehicle is an oblique side collision that causes a slow vehicle movement, the side collision is a side collision that causes a sudden vehicle movement, and it is possible to switch the side air bag operation enable / disable condition. For this reason, it is possible to reliably distinguish between a side collision that collides at a low speed almost directly beside the vehicle and a high-speed oblique side collision, and for example, in a side collision at a low speed that does not require occupant protection, a side air collision can occur. While suppressing the operation of the bag, the side airbag can be operated in a high-speed diagonal side collision that requires occupant protection, and the occupant can be reliably protected by finely responding to the side collision.

Further, as shown in FIG.
Interval integration value I showing a waveform different from the collision case shown in FIG.
Even when G is observed, it is possible to make a reliable judgment by distinguishing it from a side collision from almost the side. In this collision case,
The interval integral value IG is the lower limit threshold ThL and the upper limit threshold T.
transiting between hH, first exceeding the lower limit threshold ThL, falling below the lower limit threshold ThL after a short time,
After that, the lower limit threshold ThL is again exceeded. For this reason,
The stagnation signal WH in the observation zone is output as an intermittent pulse as shown in FIG. 7B, but the oblique collision determination block 16 outputs the stagnation signal WH in the observation zone as a history determination signal for a certain past time. Since the determination is made by converting to, the determination can be made surely by distinguishing it from a side collision from almost the side.

As another embodiment, it is possible to make an oblique collision determination by using the output from the acceleration sensor 1 of the vehicle side unit 51s, but the output from the acceleration sensor 10 of the vehicle central unit 51c of this embodiment. As described above, the determination at a position where the vehicle deformation does not extend and acceleration due to only the vehicle movement can be detected can be more accurately identified without being disturbed by the vehicle deformation. Further, similarly, an acceleration component resulting only from the vehicle movement amount is detected at the vehicle center and the side surface opposite to the side where the vehicle collides, so that instead of the vehicle center unit 51c, the vehicle side unit 51s on the opposite side is detected. It is also possible to judge by. In this case, the vehicle central unit may not be used, and the vehicle side unit may be used.

Further, in each of the above-described embodiments, the main function of the oblique collision determination block 16 can be replaced with the software processing shown in FIG. The software processing shown in the figure is obtained by replacing the hardware from the interval integrator 20 to the history determination circuit 22 with software processing, and is repeatedly executed with an interrupt cycle of 0.5 ms.

In the flowchart shown in FIG. 7, first, in step (100), the interval integration process is performed, and in the subsequent determination step (110), the interval integration value IG is Th.
It is determined whether or not L is exceeded. If the interval integral value IG is less than or equal to the lower limit threshold ThL, step (120).
, The ThH over flag is set to the “0” level, the stagnation data in the observation zone is set to WH = 0, and the following step (13
In 0), it is stored in a buffer memory such as a ring buffer. However, if it is found in the judgment step (110) that the section integral value IG exceeds the lower threshold value ThL, in the subsequent judgment step (121), it is determined whether or not the section integral value IG exceeds the upper threshold value ThH. To determine. Further, when the interval integrated value IG is equal to or less than the upper limit threshold ThH, in the subsequent determination step (122), it is determined whether the level of the ThH overflag is 1/0. Here, when the ThH over flag is at the “0” level, that is, when the interval integrated value IG has not yet exceeded ThH, in the step (123), the observation zone stagnation data WH = 1 is set, and the process proceeds to the step (130). Transition. However, if the interval integral value IG is ThH even once in the past,
If it has exceeded the threshold and returned again between ThL and ThH, it is determined that the ThH overflag is at the “1” level in the judgment step (122). WH = 0 is set and the process proceeds to step (130). In the previous judgment step (121), the interval integral value IG is Th
When it is determined that the value exceeds H, in step (125), the ThH over flag is set to the "1" level, and the stagnation data within the observation band WH = 0 is set, and then step (1)
Move to 30).

The stagnation data WH in the observation zone stored in the buffer memory is integrated and counted in step (140), and this is the point number integrated value P, that is, ΣWH.
(K). The point number integrated value P is determined by the threshold value ThP (for example, 9) in the subsequent judgment step (150).
The threshold value is discriminated based on. If it is determined as a result of the threshold value determination that the integrated point number P is less than ThP, the history determination flag B is kept down in step (160), but the integrated point number P is ThP or more. If it is found that the history determination flag B is set in step (161). This history determination flag B
Is a trigger signal to the diagonal collision signal output circuit 23 in the next stage.

[0031]

As described above, the acceleration applied from the side of the vehicle is detected, the acceleration is sectionally integrated, and the section integration value is preset after the preset lower threshold value is exceeded.
Observe the state until it exceeds the specified upper threshold.
And the interval integral value exceeds the upper limit threshold value.
The duration of the stagnation in the observation zone is preset without
The side that causes slow vehicle movement if the fixed period is exceeded
As a condition for deploying the side airbag after judging it as a diagonal collision
Use before the duration of stagnation in the observation zone is preset
The interval integral value does not exceed the upper limit without exceeding a certain period.
If the threshold value is exceeded, it is judged that the vehicle is a side collision from almost the side.
Used in the condition that the side airbag is not deployed,
Since the permission / prohibition conditions for deploying the side airbag are switched according to the determination results, it is possible to reliably distinguish between a side collision and a diagonal side collision, which collide almost directly beside the vehicle. Suppresses the operation of the occupant restraint in a side collision at a low speed that does not require occupant protection, while operating the occupant restraint within the required time for a diagonal side collision at a high speed that requires occupant protection. As a result, it is possible to reliably protect the occupant by finely responding to the side collision, and so on.

Further, according to the present invention, it is determined that the interval integral value of acceleration exceeds the lower limit threshold value and exceeds the upper limit threshold value as the observation zone stagnation, and the duration of the observation zone stagnation is preset. Since the diagonal collision determination is made when the threshold value is exceeded, the observation period of the acceleration interval integral value is set in the interval integral value transition determining means in accordance with the upper threshold value and the lower threshold value. It can be variably set at will, and the transition of the interval integral value is monitored, and when it is found that the acceleration interval integral value is in the observation band of the upper threshold value and the lower threshold value at a certain time in the past. By outputting a history judgment signal, it is possible to accurately judge even a collision case in which the upper and lower limits of the observation zone have been exceeded and the vehicle has returned to the observation zone, and the history judgment signal is used for a certain period of time, for example. Lasting pulse By outputting the diagonal collision signal consisting of the logical sum of the above, the diagonal collision signal can be maintained for a certain period of time, so that it can be adapted to the required judgment time required for the high-speed diagonal side collision judgment. Play.

Further, the comprehensive judging means is arranged at a position where the vehicle side unit disposed at a position where both the vehicle deformation and the vehicle movement are observed and a position where the acceleration caused only by the vehicle movement can be detected without being affected by the vehicle deformation. If the diagonal collision signal is not supplied from the installed vehicle center unit based on various collision determination outputs, the logical product of the low-speed collision determination output from the vehicle side unit and the medium-speed collision determination output from the vehicle central unit or A logical product of the medium speed collision determination output from the vehicle side unit and the low speed collision determination output from the vehicle central unit is set as the operating condition of the occupant restraint, and when the diagonal collision signal is supplied, the low speed collision from the vehicle side unit. Since the logical product of the discrimination output and the low-speed collision discrimination output from the vehicle central unit is added to the operating conditions of the occupant restraint, in the case of a high-speed diagonal side collision Both the side unit side and the vehicle central unit side determine the low-speed collision by comparing the acceleration section integrated values of both sides to obtain the low-speed collision determination output. On the other hand, in the case of a side collision from the side or from the side, the medium speed and low speed judgment blocks use the low speed collision judgment output based on the low speed collision judgment on the single side unit side and the medium speed collision judgment based on the middle speed collision judgment on the vehicle center unit side. Do you get a fast collision discrimination output,
Or, to obtain a side collision at low speed as "non-judgment" by obtaining a medium speed discrimination output based on medium speed collision determination on the vehicle side unit side and a low speed collision discrimination output based on low speed collision determination on the vehicle central unit side. In addition, it is possible to make a "judgment" for a side collision at a medium speed or a truck collision in a short time, and to change the judgment criteria of the vehicle side unit side and the vehicle central unit side directly by the diagonal collision signal. Instead of the collision determination signals generated according to the plurality of determination criteria on the vehicle side unit side and the vehicle central unit side, only the collision determination signal that is suitable for the diagonal collision can be selected and handled. Since the generation and the generation of the other determination signal can be performed in parallel at the same time, it is possible to quickly and surely determine whether or not the occupant restraint is activated.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing an embodiment of a vehicle side collision determination device of the present invention.

FIG. 2 is a circuit configuration diagram of an oblique collision determination block shown in FIG.

3 is a diagram showing a collision determination area by the comprehensive determination block shown in FIG.

4 is a signal waveform diagram of each part of the circuit shown in FIG. 2 at the time of a high-speed diagonal side collision.

5 is a signal waveform diagram of each part of the circuit shown in FIG. 2 at the time of a low-speed side collision from almost right side.

6 is a signal waveform diagram of each part of the circuit shown in FIG. 2 at the time of a side collision different from the cases of FIGS.

FIG. 7 is a flowchart showing an operation flow when the function of the diagonal collision determination block shown in FIG. 2 is realized by software.

FIG. 8 is a diagram showing a difference between vehicle deformation and vehicle movement depending on a collision mode.

FIG. 9 is a diagram showing a difference in events detected between a vehicle side unit and a central unit.

[Explanation of symbols]

1 Accelerometer 4 High-speed collision judgment block A 5 Medium speed collision judgment A block 6 Middle speed collision judgment B block 13 High-speed collision judgment B block 14 Medium speed collision judgment C block 15 Medium speed collision determination D block 16 Oblique collision judgment block 17 Comprehensive judgment block 20 interval integrator 21 Section integrated value transition output circuit 22 History judgment circuit 23 Oblique collision signal output circuit 51 Vehicle side collision determination device 51s Vehicle side unit 51c Vehicle central unit

Continuation of the front page (56) References JP-A-8-278325 (JP, A) JP-A6-1199 (JP, A) JP-A-10-44925 (JP, A) JP-A-10-81198 (JP , A) JP-A-10-86787 (JP, A) JP-A-11-255060 (JP, A) JP-A-11-6840 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB) (Name) B60R 21/16-21/32

Claims (5)

(57) [Claims] 1. The acceleration applied from the side of the vehicle is detected,
The acceleration is sectionally integrated, and the section integration value is preset .
Upper threshold set in advance after the lower threshold is exceeded
It is judged that the condition until the time exceeds
Stop within the observation zone without the minute value exceeding the upper threshold
When the duration of the delay exceeds a preset period
Is a side-on-side collision that causes slow vehicle movement.
It is used for the condition of deploying side airbags
The duration of the delay exceeds the preset fixed period.
If the interval integral value exceeds the upper limit threshold
Is judged to be a side collision from almost the side, and
It is used for the condition that the bag is not expanded,
A side collision determination method for a vehicle, characterized in that the condition for deploying the side airbag is switched. 2. The condition of whether or not the side airbag can be deployed is switched only when the vehicle is moved without being affected by the vehicle side unit disposed at a position where both vehicle deformation and vehicle movement are observed. If the diagonal collision signal is not supplied from the vehicle central unit arranged at a position where the resulting acceleration can be detected, and the oblique collision signal is not supplied, the low-speed collision discrimination output from the vehicle side unit and the medium central unit output The logical product of the high-speed collision determination output or the logical product of the medium-speed collision determination output from the vehicle side unit and the low-speed collision determination output from the vehicle central unit is set as the operating condition of the occupant restraint,
When the oblique collision signal is supplied, the logical product of the low-speed collision determination output from the vehicle side unit and the low-speed collision determination output from the vehicle central unit is used to determine the deployment of the side airbag.
The method for determining a side collision of a vehicle according to claim 1, wherein the method is added to the permission / prohibition condition. 3. An acceleration sensor for detecting an acceleration applied from the side of the vehicle, a section integrator for sectionally integrating the output of the acceleration sensor, and a lower limit threshold for which the section integration value is preset.
Threshold is exceeded before the preset upper threshold is exceeded.
It is determined that the state of
Sustained stagnation in the observation zone without exceeding the upper threshold
If the period exceeds a preset period, it will be slow
Oblique collision determining means for determining a side oblique collision that causes vehicle movement, and a lateral direction when the side oblique collision is determined.
Used for the condition of deploying an air bag,
The duration must not exceed the preset fixed period.
If the interval integral value exceeds the upper threshold,
The side airbag is determined to be a side collision from almost the side.
Is used as a non-expansion condition, and
A side collision determination device for a vehicle, comprising: a comprehensive determination unit that switches a condition for propagating a side airbag . 4. The oblique collision determination means is a section integration means for integrating the output of the acceleration sensor over a predetermined integration period, and a section integration value output by the section integration means has a lower threshold value. Interval integration value transition output means for outputting a stagnation signal in the observation zone until the threshold value is exceeded, and the history of the stagnation signal in the observation zone output by the interval integration value transition output means, and the observation zone A history determination signal that indicates how long the internal stagnation signal has transited within a certain time period in the past, and a history determination unit that determines the threshold value of the value and a predetermined period by a trigger of the history determination unit 4. The side collision determination device for a vehicle according to claim 3 , further comprising: an oblique collision signal output unit that outputs a pulse that lasts as a diagonal collision signal. 5. The overall determination means is a vehicle side unit disposed at a position where both vehicle deformation and vehicle movement are observed, and a position where acceleration caused by only vehicle movement can be detected without being affected by vehicle deformation. When various collision discrimination outputs are supplied from the arranged vehicle central unit and the oblique collision signal is not supplied, a logical product of the low speed collision discrimination output from the vehicle side unit and the medium speed collision discrimination output from the vehicle central unit or the vehicle When the oblique collision signal is supplied, the logical product of the medium speed collision determination output from the side unit and the low speed collision determination output from the vehicle central unit is used as the operating condition of the occupant restraint, and the low speed collision determination from the vehicle side unit is supplied. 4. The side collision judgment of a vehicle according to claim 3, wherein a logical product of the output and the low-speed collision discrimination output from the vehicle central unit is added to the operating condition of the occupant restraint. Stationary device.