KR100622124B1 - air bag control method - Google Patents

Abstract

The present invention relates to an airbag control method, and more particularly, to an airbag control method for appropriately controlling an airbag in various collision situations.

Airbags, Fuzzy

Description

Air bag control method

1 is a classification table according to a conventional airbag control method.

2 is a flowchart of an airbag control method according to a preferred embodiment of the present invention.

3 is a classification table according to the airbag control method according to the preferred embodiment of the present invention.

4 is a table showing the development pressure of Class D of FIG.

5 is a time and airbag pressure change graph according to the deployment pressure.

<Explanation of symbols for the main parts of the drawings>

S1: first step S2: second step

S3a, S3b: Third step S21: Belt wearing

S21a: Rule 1 S21b: Rule 2

The present invention relates to an airbag control method, and more particularly, to an airbag control method for appropriately controlling an airbag in various collision situations.

As such an airbag control method, it is proposed in the publication of Korean Patent Publication No. 1999-0048336.

Airbag devices protect drivers and passengers in the event of a vehicle crash.

Generally, the airbag device is a safety device to protect the driver or passenger as an auxiliary device of the seat belt. When the impact energy from the front of the vehicle exceeds the specified value, the airbag is inflated between the occupant and the steering wheel so that the shock is transmitted to the occupant. It has the function of mitigating.

The operation of the airbag apparatus will be described in brief with reference to the passenger's position.

In the event of a vehicle crash, the gas generator is triggered when the impact amount exceeds a specified value. The occupant is still in the normal position.

Then, the airbag folded in the pat cover by the gas generated by the gas generator is deployed, and the occupant starts to move forward.

After the airbag is fully inflated, when the vehicle crash is complete, the occupant's upper body bends forward greatly, and the head and chest collide with the inflated airbag.

The gas in the airbag is then discharged at high speed through the back vents to cushion the occupant's collision to protect the occupant from the secondary collision of the vehicle.

 As shown in FIG. 1, a conventional airbag is developed by tabulating the timing and strength of operation of an airbag according to a collision speed and a seated occupant.

For example, if the collision speed is 25 MPH and the occupant is 5%, the airbag is operated by a low deployment pressure, and when the occupant is 50%, the airbag is operated by a high deployment pressure.

Here, MPH is a unit representing miles / hour, and 1 MPH may be converted to 1.6 km / h.

However, if the collision situation is determined and the airbag operation is matched 1: 1 by the mapping structure as described above, it is unpredictable and appropriate in the airbag operation in the gray zone. Problems occur that do not cause operation.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problem, and an object thereof is to provide an airbag control method for actively controlling an airbag in various collision situations.

The airbag control method of the present invention for achieving the above object is a first step of the control unit receives the passenger information and vehicle information, and the second step of the control unit determines the received information by the fuzzy theory to output the output value And a third step of operating the airbag according to the output value.

According to this configuration, the airbag control method can appropriately control the airbag in various collision situations.

In the above configuration, the output value is the deployment pressure of the inflator, the deployment pressure is divided into high pressure or low pressure, the operation structure is simple so that the airbag can be operated quickly.

Between the high pressure and the low pressure is divided into a medium pressure, the medium pressure is generated by two or more inflators are operated with a time difference, the time difference is controlled by the control unit, it can be properly protected by the subdivided pressure.

If the occupant does not wear the belt after the second step, the airbag may be deployed by a deployment pressure one step higher than the output value, thereby protecting the occupant more efficiently.

Furthermore, the vehicle information is a collision speed, and the occupant information is preferably the occupant.

In addition, the control unit outputs the development pressure to a medium pressure gradually increasing in proportion to the vehicle body type in a certain range, and outputting the vehicle body value of the center of the range has a value that becomes smaller as the collision speed increases desirable.

Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

For reference, among the configurations of the present invention to be described below, the same configuration as the prior art will be referred to the above-described prior art, and a detailed description thereof will be omitted.

2 is a flowchart of an airbag control method according to a preferred embodiment of the present invention.

As shown in FIG. 2, in the airbag control method according to the present embodiment, a control unit receives a passenger information and vehicle information in a first step (S1), and the control unit determines the received information by fuzzy theory and outputs an output value. It consists of a second step (S2) and the third step (S3a, S3b) to operate the airbag according to the output value.

In the first step S1, the controller receives vehicle information detected by various sensors.

The vehicle information may be a collision speed detected by the impact sensor.

Furthermore, in the first step S1, it is preferable to further input occupant information such as the height of the occupant and the weight of the occupant indicating the occupant body shape detected by various sensors.

In addition, the information detected by the distance sensor for detecting the distance between the occupant and the steering wheel and the airbag pressure sensor for detecting the pressure in the deployed airbag may be further input to the first step S1.

In the second step (S2), the control unit receives the input information, passes the determination process by the method and outputs the output value.

On the other hand, the output value may be a variety of values for controlling the operation of the airbag, in this embodiment, the deployment pressure value of the airbag as the output value.

In this case, the controller outputs an output value by comparing the tabled value according to the received information.

However, the operation of the airbag is difficult to be accurately defined when the body type is ambiguous or the collision speed is a median value other than the table values.

Therefore, it is preferable that the controller uses fuzzy theory to optimize the output value for operating the airbag based on a plurality of input information without accessing the criterion for the impulse situation by the dichotomy (True / False).

Since the fuzzy theory is presented in Korean Patent Laid-Open Publication No. 1992-0010382, a detailed description thereof will be omitted and only the characteristic operation in the present invention will be described.

As shown in FIG. 3, the control unit may further refine the table value by applying fuzzy theory to determine the collision situation strictly and in detail.

For example, unlike FIG. 1, the vehicle body type is defined by subdividing a value between 5%, 50%, and 95%, and the value between the reference collision speed is also defined by specifying a range, so that the control unit has a more detailed airbag situation. Airbag operating rules can be established for

In this case, the unit of the collision speed is MPH, and the deployment pressure is given as a tendency proportional to the occupant shape and the collision speed.

On the other hand, Figure 4 is a table showing the deployment pressure of the airbag when rule 2 (S21b) is applied to the output value classified as Class D, Da is low pressure, Db is low pressure, Dc is High 20ms delay, Dd is High 15ms delay , De is High 10ms delay, Df is High 5ms delay, and all passengers above Dg are applied at high pressure.

As such, the development pressure is largely divided into high pressure, medium pressure, and low pressure, and the controller outputs the development pressure at a predetermined pressure in a predetermined range (that is, Dc to Df) and gradually increases in proportion to the occupant's own shape. Before the lower limit line (ie, Da to Db), all output at low pressure, and after the upper limit line (ie, Dg to Dk), all output at high pressure.

In addition, the rest of the classes are given the same pattern of deployment pressure.

Here, the occupant shape value at the midpoint of the range is applied so that the collision speed becomes smaller as the collision speed increases. The said midpoint is the average or near average of the medium pressure value in the said range. That is, if the same medium pressure (e.g. High 20ms delay) is applied to each collision speed (e.g. C, D), the smaller the vehicle's shape (e.g. Cd->) as the collision speed increases (e.g. C-> D) The medium pressure (eg High 20ms delay) is applied to Dc).

Therefore, the deployment pressure in class C is low pressure below Cc, high 20ms delay for Cd, high 15ms delay for Ce, High 10ms delay for Cf, high 5ms delay for Cg, and all the vehicle types of Ch or higher are applied at high pressure.

Meanwhile, the high pressure and the low pressure may be generated by operating the high pressure inflator and the low pressure inflator, respectively, or one of the two inflators having the same capacity and the low pressure may be generated by operating both of them. have.

In particular, the medium pressure is generated by operating one of the two inflators first and then operating the remaining inflators after a time difference by the delay time, which has a value between the high pressure and the low pressure.

Further, by gradually decreasing the delay time, the overall development pressure value has a higher value, and the development pressure value is further subdivided.

Therefore, the control unit can apply more accurate deployment pressure for each situation.

On the other hand, in addition to the output value output in the second step (S2), the control unit can determine whether the belt is worn and can further control the deployment pressure of the airbag (S21).

The belt is divided into rule 1 (S21a) when the belt is not worn and rule 2 (S21b) when the belt is worn through belt wearing, and is output through the second step (S2) when the belt is not worn. It is possible to protect the occupant more safely by bursting with the development pressure higher than the deployment pressure.

For example, if the belt is not worn at the value classified as Dc, rule 1 is applied to protect the occupant by applying the development pressure at a higher 15 ms delay higher than the high 20 ms delay.

In the third steps S3a and S3b, the airbag is operated according to the output value.

On the other hand, as shown in Figure 5, the deployment pressure of the airbag is applied as shown in the table over time by the output value output by the control unit.

In this way, the operation of the airbag is controlled by the control method to efficiently absorb the shock applied to the occupant to protect the occupant.

As described above, although described with reference to a preferred embodiment of the present invention, those skilled in the art various modifications or variations of the present invention without departing from the spirit and scope of the invention described in the claims below Can be carried out.

According to the airbag control method of the present invention as described above, has the following advantages.                     

First, the control unit judges the inputted information by fuzzy theory and outputs the output value, so that it is possible to determine the exact and detailed collision situation. The protection function can be performed efficiently and the malfunction can be reduced.

Second, the output value is the deployment pressure of the inflator, the deployment pressure is divided into high pressure or low pressure, the operation value is simple, so that the airbag is operated quickly.

Third, between the high pressure and the low pressure is divided into a medium pressure, the medium pressure is generated by the operation of two or more inflators at a time difference, the time difference is controlled by the control unit, by applying a more detailed deployment pressure to further increase the occupant It can be safe.

Fourth, if the occupant does not wear the belt after the second step, including the step of deploying the airbag by a deployment pressure one step higher than the output value, by detecting the impact damping element received by the occupant in the situation of the occupant Suitably the airbag can be operated.

Fifth, the inputted information is the collision speed, and the occupant information is the occupant's own shape, so that the shock can be efficiently absorbed by operating the airbag according to the impact and the occupant.

Sixth, the control unit outputs the deployment pressure as a medium pressure gradually increasing in proportion to the vehicle body shape in a certain range, the vehicle body value of the center of the range is smaller as the collision speed is increased, further subdivided into the air bag Effectively applying the deployment pressure to protect the occupants more safely.

Claims (6)

delete delete A first step of the control unit receiving occupant information and vehicle information; A second step of the control unit judging the received information by fuzzy theory and outputting an output value; Including the third step of operating the airbag according to the output value, The output value is the development pressure of the inflator, the development pressure is divided into high pressure to low pressure, Between the high pressure and the low pressure is divided into medium pressure, The medium pressure is generated by operating two or more inflators at a time difference, wherein the time difference is controlled by the control unit. The method of claim 3, wherein And if the occupant does not wear the belt after the second step, causing the airbag to be deployed by a deployment pressure one step higher than the output value. The method according to claim 3 or 4, And the vehicle information is a collision speed, and the occupant information is a passenger body type. The method of claim 5, The control unit outputs the deployment pressure to a medium pressure gradually increasing in proportion to the vehicle body type in a predetermined range, wherein the vehicle body value of the center of the range is smaller as the collision speed increases.

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