JP2004256024A - Starting system of occupant protection unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To detect vehicle roll-over at an appropriate timing. <P>SOLUTION: A starting determination part 34 determines the starting of an occupant protection unit 10 placed in the collision side of a vehicle based on a determination result of a side collision determination part 33, and determines the starting of the occupant protection unit 10 placed in the non-collision side of the vehicle based on a determination result of a roll-over determination part 32. It is thereby possible to start the occupant protection unit 10 placed in the collision side at an early stage and start the occupant protection unit 10 placed in the non-collision side at an appropriate timing in the event of vehicle roll-over such as trip over where large lateral acceleration is generated at the early stage of the roll-over. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a starting device for an occupant protection device.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, there has been proposed a determination method for determining the possibility of a vehicle rolling over (for example, see Patent Document 1). According to the vehicle rollover determination method disclosed in Patent Literature 1, for example, a threshold line is set on a two-dimensional map using the roll angle and roll angular velocity of the vehicle as parameters, and the actual roll angle and roll of the vehicle are set. The rollover possibility is determined based on whether or not the angular velocity history line crosses the threshold line from the non-rollover region to the rollover region. The determination result of the possibility of the vehicle rolling over using the two-dimensional map is applied to the deployment control of the air curtain and the side airbag.
[0003]
[Patent Document 1]
JP 2001-260780 A
[0004]
[Problems to be solved by the invention]
In the above-described method of determining the rollover of the vehicle, the deployment timing for protecting the occupant in the rollover mode of trip over is advanced by moving the threshold line in accordance with the increase in the skid speed of the vehicle, but the occupant is not necessarily protected. It is not always the right timing to do it.
[0005]
For example, when a vehicle having a high vehicle height such as SUVs (Sports Utility Vehicles) collides against a side surface of a stopped vehicle, the colliding vehicle rolls over immediately after the collision with the non-collision-side wheel as a fulcrum (hereinafter, referred to as a fulcrum). In this case, although the side slip speed does not occur, the upper body of the occupant is swung to the collision side immediately after the collision, so it is necessary to deploy the air curtain and the like on the driver's seat side early. is there. As described above, the conventional rollover determination method for a vehicle cannot make a determination at an appropriate timing for protecting the occupant.
[0006]
The present invention has been made in view of such a problem, and an object of the present invention is to provide an activation device for an occupant protection device that can determine a rollover of a vehicle at an appropriate timing.
[0007]
[Means for Solving the Problems]
The activation device for an occupant protection device according to claim 1, wherein the roll angular velocity detecting means for detecting a roll angular velocity of the vehicle, the roll angular detection means for detecting a roll angle of the vehicle, or a roll of the vehicle by integrating the roll angular velocity. Roll angle calculating means for calculating an angle; vehicle rollover determining means for determining whether or not the vehicle may roll over based on the value indicated by the roll angle and the value indicated by the roll angular velocity; and acceleration generated in the width direction of the vehicle. A lateral acceleration detecting means for detecting a lateral acceleration, a side collision determining means for determining the presence or absence of a collision in the width direction with respect to the vehicle based on a value indicated by the lateral acceleration, and a lateral acceleration is generated, and thereafter, a roll angular velocity is continuously generated. A start determination of the occupant protection device mounted on the collision side of the vehicle is performed based on the determination result of the side collision determination unit, and the vehicle is determined to be on the non-collision side based on the determination result of the vehicle rollover determination unit. Characterized in that it comprises a start determination means for performing a start determination of the occupant protection device to be mounting.
[0008]
For example, in a mode in which the vehicle skids and one of the left and right wheels collides with a curb or the like and rolls over using the curb as a fulcrum (hereinafter, referred to as a curb trip over), or in the above-described mode in which the SUV side impacts and rolls over, the initial rollover occurs. At this stage, a relatively large lateral acceleration is generated. Also, in the initial stage of rollover, the occupant's upper body is swung toward the collision side, so the occupant protection device mounted on the collision side (for example, an airbag device that protects the occupant's head, chest, waist, etc., a seat, It is necessary to start the pretensioner for removing the slack of the belt at an early stage.
[0009]
Therefore, the activation device of the occupant protection device of the present invention determines the activation of the occupant protection device mounted on the collision side of the vehicle based on the determination result of the side collision determination device, and based on the determination result of the vehicle rollover determination device. The activation of the occupant protection device mounted on the non-collision side of the vehicle is determined. Thus, in a rollover mode in which a large lateral acceleration occurs at the initial stage of rollover, the occupant protection device mounted on the collision side is activated based on the determination result of the side collision determination, and based on the result of the vehicle rollover determination. The occupant protection device mounted on the non-collision side can be activated. As a result, it is possible to activate the occupant protection device at an appropriate timing for the occupant.
[0010]
According to the starting device of the occupant protection device according to the second aspect, the vehicle rollover determining means has a two-dimensional map including a roll angle and a roll angular velocity, and the possibility that the vehicle rolls on the two-dimensional map. A boundary line is set between the region where the vehicle is located and the region where there is no possibility of rollover. Each value is applied to the two-dimensional map to determine the possibility of vehicle rollover. It is characterized in that the presence or absence of a collision is determined from a magnitude relationship between the value and a predetermined threshold. Thereby, it is possible to determine the vehicle rollover in the form of the trip over.
[0011]
In the starter of the occupant protection device according to the third aspect, the roll angular velocity detecting means for detecting the roll angular velocity of the vehicle, the roll angular detecting means for detecting the roll angle of the vehicle, or the roll angle of the vehicle by integrating the roll angular velocity. Roll angle calculating means for calculating an angle; vehicle rollover determining means for determining whether or not the vehicle may roll over based on the value indicated by the roll angle and the value indicated by the roll angular velocity; and acceleration generated in the width direction of the vehicle. Lateral acceleration detecting means for detecting the lateral acceleration, lateral collision determining means for determining the presence or absence of a collision in the width direction with respect to the vehicle based on the value indicated by the lateral acceleration, lateral acceleration occurs, and then, or substantially simultaneously, the roll angular velocity If it occurs, a start-up determination of the occupant protection device mounted on the collision side of the vehicle is performed based on the determination result of the side collision determination unit and the determination result of the vehicle rollover determination unit. Characterized in that it comprises a start determination means for performing a start determination of the occupant protection apparatus mounted on the non-collision side of the vehicle based on the determination result.
[0012]
For example, when the kinetic energy at the time of the collision is efficiently absorbed by the colliding vehicle or the colliding vehicle during the above-mentioned rollover after the SUV side collision, the colliding vehicle may not generate much lateral acceleration or roll angular velocity. In such a case, it is not possible to activate the occupant protection device on the collision side of the colliding vehicle at an early stage only by the result of the side collision determination. Therefore, the activation determination of the occupant protection device mounted on the collision side is performed based on the determination results of the side collision determination and the vehicle rollover determination. Thus, the activation determination of the occupant protection device mounted on the collision side can be performed early.
[0013]
According to the starting device of the occupant protection device according to the fourth aspect, the vehicle rollover determining means has a two-dimensional map including a roll angle and a roll angular velocity, and the possibility of the vehicle rolling over on the two-dimensional map. A boundary line is set between the region where the vehicle is located and the region where there is no possibility of rollover. Each value is applied to the two-dimensional map to determine the possibility of vehicle rollover. It is characterized in that the presence or absence of a collision is determined from a magnitude relationship between the value and a predetermined threshold. Thereby, it is possible to determine the vehicle rollover in the form of the trip over.
[0014]
In the activation device for an occupant protection device according to claim 5, the vehicle rollover judging means sets a small threshold boundary line in which the boundary line is moved in a direction that promotes the possibility of the vehicle rollover on a two-dimensional map, The side collision judging means has a small threshold value indicating a value smaller than the threshold value, and the activation judging means uses a judgment result by the vehicle rollover judging means using a two-dimensional map having a small threshold boundary line and a small threshold value. The activation determination of the occupant protection device mounted on the collision side of the vehicle is performed based on the determination result by the side collision determination means.
[0015]
As a result, the occupant protection device mounted on the collision side can be activated at an early stage, even in the case of a trip-over rollover mode in which the lateral collision and the roll angular velocity do not significantly occur in the collision vehicle.
[0016]
In the activation device for an occupant protection device according to claim 6, the vehicle rollover determination unit further determines a magnitude relationship between a difference value between a previous value and a current value of the roll angular velocity and a predetermined value, and the activation determination unit includes: The determination of the activation of the occupant protection device mounted on the collision side of the vehicle is performed based on the determination result of the vehicle rollover determination unit using the determination of the difference value of the roll angular velocity and the determination based on the two-dimensional map.
[0017]
As described above, by performing the activation determination using the difference value of the roll angular velocity only for the occupant protection device mounted on the collision side, the occupant protection device mounted on the collision side can be activated early. In addition, as for the occupant protection device mounted on the non-collision side, since the start determination using the difference value of the roll angular velocity is not performed, the occupant protection device mounted on the non-collision side is started at an appropriate timing for the occupant. Become so.
[0018]
In the activation device for an occupant protection device according to claim 7, the vehicle rollover judging means sets a large threshold boundary line on a two-dimensional map in which the boundary line is moved in a direction to suppress the possibility of the vehicle rollover, The activation determination unit performs activation determination of an occupant protection device mounted on the non-collision side of the vehicle based on a determination result by the vehicle rollover determination unit using a two-dimensional map in which a large threshold boundary is set. I do.
[0019]
As a result, the non-collision-side occupant protection device is activated at a timing when the roll angle is somewhat large and the roll angular velocity is somewhat high, and as a result, is mounted on the non-collision side at a timing appropriate for the occupant. The occupant protection device can be activated.
[0020]
In the activation device for an occupant protection device according to claim 8, the vehicle rollover judging means judges that there is a possibility of rollover of the vehicle when the value indicated by the roll angle is equal to or greater than a critical value of the roll angle, and the start judgment is made. The means is configured to make a determination on activation of the occupant protection device mounted on the non-collision side of the vehicle based on a determination result by the vehicle rollover determination means using only the roll angle.
[0021]
As a result, the occupant protection device on the non-collision side is activated at a timing when the roll angle of the vehicle is increased to some extent, and as a result, the occupant protection device mounted on the non-collision side is activated at an appropriate timing for the occupant. It is possible to do.
[0022]
In the activation device for an occupant protection device according to claim 9, the activation determination means determines a rollover mode of the vehicle based on a direction in which the lateral acceleration is generated in a width direction of the vehicle and a rotational direction of the roll angular velocity around the longitudinal axis of the vehicle. The start-up determination means is mounted on the non-collision side of the vehicle based on the determination result by the vehicle rollover determination means when the rollover type determination means determines that the vehicle is in a trip over rollover mode. The activation of the occupant protection device is determined.
[0023]
For example, in a curb trip over, at the beginning of a rollover, the occupant's upper body is swung to the collision side, and immediately thereafter, the occupant's upper body is swung to the non-collision side. Therefore, in the case of curb trip over, it is necessary to activate the occupant protection device early on both the collision side and the non-collision side. On the other hand, in the rollover after the SUV side collision, the upper body of the occupant swings toward the collision side in the initial stage of the rollover, but the timing at which the occupant upper body swings to the non-collision side is later than the timing at the curb trip over.
[0024]
As described above, even in the case of a trip over rollover mode, the timing at which the occupant's body swings to the non-collision side is different. Therefore, the appropriate activation timing of the occupant protection device on the non-collision side is also different. Therefore, the type of rollover is determined from the direction of occurrence of the lateral acceleration and the rotational direction of the roll angular velocity, and in the case of rollover after the SUV side collision, the occupant protection device mounted on the non-collision side is replaced with the occupant protection device mounted on the collision side. Start later.
[0025]
In other words, when the curb trip is over, lateral acceleration occurs in the direction from the non-collision side to the collision side with the curb, while in the case of SUV side collision, lateral acceleration occurs in the direction from the collision side to the non-collision side. I do. In addition, in the curbstone tripover, the vehicle rotates with the collision-side curb as a fulcrum, while in the rollover after the SUV side collision, the vehicle rotates with the non-collision-side wheel as a fulcrum.
[0026]
As described above, since the direction in which the lateral acceleration is generated and the rotation direction of the roll angular velocity are different even in the rollover mode of the trip over, it is possible to determine whether or not the curb trip is over from these polarities. As a result, the non-collision-side occupant protection device can be activated at a timing suitable for the rollover mode. The present invention is also applicable to a so-called sandy land trip over mode in which a vehicle skids and one of the right and left wheels steps into a place having a different friction coefficient of a road surface, such as a sandy ground, and rolls over with the wheel stepped on the sandy ground or the like as a fulcrum.
[0027]
In the activation device for an occupant protection device according to claim 10, the occupant protection device constitutes an airbag device that inflates and deploys between an occupant of the vehicle and a side portion of the vehicle interior, and the activation determination unit includes a vehicle rollover determination unit. Is used to determine the activation of the airbag device mounted on the non-collision side of the vehicle.
[0028]
This makes it possible to activate the non-collision-side airbag device at an appropriate timing. In addition, the occupant protection device such as a pretensioner that removes the seat belt of the occupant on the non-collision side is activated at the same timing as the pretensioner mounted on the collision side, so that the occupant can be seated from the initial rollover stage. Can be restrained.
[0029]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, a starting device of an occupant protection device according to an embodiment of the present invention will be described with reference to the drawings.
[0030]
(1st Embodiment)
FIG. 1 is a block diagram illustrating an activation device of the occupant protection device according to the present embodiment. As shown in the figure, the activation device of the occupant protection device according to the present embodiment includes a side collision sensor 20, a control unit 30, and an angular velocity sensor 40. The control unit 30 is connected to the occupant protection device 10.
[0031]
The occupant protection device 10 includes, for example, a pretensioner for loosening a seat belt, an impact absorbing airbag that expands and deploys between the occupant's head, chest, waist, and the like and the inside of the vehicle interior (both not shown). It is. The occupant protection device 10 is provided on each of the driver's seat side and the passenger's seat side, and operates in response to a start command from the control unit 30.
[0032]
The side collision sensor 20 is a sensor that detects acceleration generated in the width direction of the vehicle (hereinafter, referred to as lateral acceleration (GY)), and is used to detect an impact force received from the width direction of the vehicle. The side collision sensor 20 is provided near the lower end of the center pillar (B pillar) on both the driver's seat side and the passenger's seat side of the vehicle, and a detection signal is output to the control unit 30.
[0033]
The angular velocity sensor 40 is a sensor that detects an angular velocity (roll angular velocity, RR) around the longitudinal axis of the vehicle. For example, an acceleration sensor that detects a force generated at a predetermined mass in accordance with rotation, a vibration gyro, a gas rate gyro Are used. The angular velocity sensor 40 outputs a detected signal to the control unit 30.
[0034]
The control unit 30 includes an integral value calculation unit 31, a rollover determination unit 32, a side collision determination unit 33, and an activation determination unit 34. The integral value calculation unit 31 integrates the roll angular velocity (RR) from the angular velocity sensor 40 to calculate the rotation angle (roll angle, RA) of the vehicle around the longitudinal axis. For example, it is obtained by the following equation.
[0035]
RA = ・ RR · dt (t [t−1] to t [t])
The rollover determining unit 32 determines whether there is a possibility of a rollover of the vehicle using the roll angle (RA) and the roll angular velocity (RR). As shown in FIG. 6, the rollover determination unit 32 stores a map indicating the relationship between the roll angle and the roll angular velocity, and the values of the roll angle (RA) and the roll angular velocity (RR) on this map are From the position shown, it is determined whether there is a possibility of the vehicle rolling over.
[0036]
That is, when the vehicle is located in the non-rollover region, it is determined that there is no possibility of rollover, and when the vehicle is located in the rollover region, it is determined that the vehicle is likely to rollover. Note that the boundary line a between the non-rollover region and the rollover region differs depending on the vehicle, and is obtained in advance by an experiment or the like.
[0037]
The side collision determination unit 33 determines whether the value indicated by the lateral acceleration (GY) is equal to or greater than a predetermined value (GYth). The activation determination unit 34 determines whether to activate the occupant protection device 10 based on the determination result by the rollover determination unit 32 and the determination result by the side collision determination unit 33.
[0038]
In this embodiment, the activation determination unit 34 separately determines the activation of the occupant protection devices 10 provided on the driver's seat side and the passenger's seat side. First, the values of the side collision sensors 20 provided on the B pillars on both the driver's seat side and the passenger's seat side are compared, and the one with the larger absolute value is determined as the collision side. Then, the activation determination of the occupant protection devices 10 mounted on the collision side and the non-collision side is separately performed. Hereinafter, an activation determination process of the occupant protection device according to the characteristic portion of the present embodiment will be described with reference to flowcharts shown in FIGS.
[0039]
First, FIG. 2 shows a start determination process of the occupant protection device 10 mounted on the collision side. In step S100 of the figure, the roll angular velocity (RR) is read. In Step S110, the roll angle (RA) is calculated by integrating the roll angular velocity (RR). In step S120, the lateral acceleration (GY) detected from the side collision sensor 20 mounted on the collision side is read.
[0040]
In step S130, using the map shown in FIG. 6, from the position on the map indicated by the value of the roll angular velocity (RR) read in step S100 and the value of the roll angle (RA) calculated in step S110, Determine the possibility of rollover. Further, it is determined whether or not the value of the lateral acceleration (GY) read in step S120 is larger than a predetermined value (GYth).
[0041]
Then, the activation determination of the occupant protection device 10 mounted on the collision side is performed based on the determination result of the possibility of the vehicle rolling over and the determination result of the lateral acceleration (GY). For example, when there is a possibility of the vehicle rolling over and the result of the determination that the lateral acceleration (GY) is larger than the predetermined value (GYth), it is determined to activate the occupant protection device 10 mounted on the collision side. .
[0042]
On the other hand, FIG. 3 shows a start determination process of the occupant protection device 10 mounted on the non-collision side. In step S140 shown in the figure, the roll angular velocity (RR) is read. In step S150, a roll angle (RA) is calculated by integrating the roll angular velocity (RR).
[0043]
In step S160, using the map shown in FIG. 6, it is possible to roll over from the position on the map indicated by the value of the roll angular velocity (RR) read in step S140 and the value of the roll angle (RA) calculated in step S150. Determine the presence or absence of sex. Then, based on the rollover determination result, the activation determination of the occupant protection device 10 mounted on the non-collision side is performed.
[0044]
As described above, the activation device of the occupant protection device according to the present embodiment performs the activation determination of the occupant protection device mounted on the collision side of the vehicle using the value indicating the lateral acceleration and the values of the roll angle and the roll angular velocity, The activation determination of the occupant protection device mounted on the non-collision side of the vehicle is performed using the values of the roll angle and the roll angular velocity.
[0045]
Thus, in a rollover mode of a trip over in which a large lateral acceleration occurs at the initial stage of the rollover, the vehicle is mounted on the collision side based on the lateral acceleration detected from the side collision sensor provided on the collision side, the roll angle and the roll angular velocity. The occupant protection device mounted on the non-collision side can be started based on the roll angle and the roll angular velocity. As a result, it is possible to activate the occupant protection device at an appropriate timing for the occupant.
[0046]
(Modification 1)
In the present embodiment, the determination using the lateral acceleration (GY), the roll angle (RA), and the roll angular velocity (RR) is performed in the activation determination of the occupant protection device mounted on the collision side in step S130 in FIG. However, the activation determination may be performed only from the magnitude relationship between the lateral acceleration (GY) and the predetermined value (GYth). Thus, in a rollover mode in which a large lateral acceleration occurs at the initial stage of rollover, the occupant protection device mounted on the collision side can be activated early.
[0047]
(Second embodiment)
Since the second embodiment has much in common with the first embodiment, a detailed description of the common parts will be omitted, and different parts will be mainly described below.
[0048]
For example, when the kinetic energy at the time of the collision is efficiently absorbed by the colliding vehicle or the colliding vehicle in the above-mentioned rollover after the SUV side collision, the lateral acceleration generated in the colliding vehicle decreases, and the generated roll angular velocity also decreases. Sometimes. In such a case, the occupant protection device on the collision side of the colliding vehicle cannot be activated early.
[0049]
Therefore, a new threshold line is set by moving the boundary line set on the map used in the vehicle rollover determination in a direction in which the possibility of vehicle rollover is promoted, and this small threshold line is used. To determine the rollover of the vehicle. In the side collision determination, a small threshold smaller than a normal threshold is set, and a collision is determined using the small threshold.
[0050]
FIG. 4 shows a block diagram of the activation device of the occupant protection device in the present embodiment. As shown in the figure, the determination of the possibility of the vehicle rolling over is performed by the rollover determining units 32a and 32b. The rollover determination unit 32a determines the possibility of the vehicle rollover using the map in which the boundary line a shown in FIG. 6 is set, and the determination result is based on the activation of the occupant protection device 10 mounted on the non-collision side. Used for judgment.
[0051]
On the other hand, the rollover determination unit 32b determines whether or not the vehicle can rollover using the map in which the boundary line b shown in FIG. 7 is set, and the determination result is based on the occupant protection device 10 mounted on the collision side. Used for startup determination. As shown in the figure, the boundary line b is set at a position shifted to the origin side with respect to the boundary line a, thereby promoting the possibility of the vehicle rolling over.
[0052]
Further, as shown in FIG. 4, the determination of the collision from the side of the vehicle is performed by the side collision determination units 33a and 33b. The side collision determination unit 33a determines whether the value indicated by the lateral acceleration (GY) is equal to or greater than a predetermined value (GYth). Further, the side collision determination unit 33b determines whether the value indicated by the lateral acceleration (GY) is equal to or greater than a predetermined value (GYLoth) indicating a value smaller than the predetermined value (GYth). The determination result by the side collision determination unit 33b is used for determining whether the occupant protection device 10 mounted on the collision side is activated. Thus, a collision can be determined even at a low lateral acceleration (GY).
[0053]
Next, an activation determination process of the occupant protection device according to the characteristic portion of the present embodiment will be described with reference to a flowchart shown in FIG. In addition, since the activation determination of the occupant protection device 10 mounted on the non-collision side is the same as the process in the first embodiment, the description is omitted.
[0054]
First, in step S100 shown in FIG. 5, the roll angular velocity (RR) is read. In Step S110, the roll angle (RA) is calculated by integrating the roll angular velocity (RR). In step S120, the lateral acceleration (GY) detected from the side collision sensor 20 mounted on the collision side is read.
[0055]
In step S130a, a map indicating the value of the roll angular velocity (RR) read in step S100 and the value of the roll angle (RA) calculated in step S110 using the map in which the boundary line b shown in FIG. 7 is set. From the upper position, it is determined whether there is a possibility of the vehicle rolling over. Further, it is determined whether or not the value of the lateral acceleration (GY) read in step S120 is larger than a predetermined value (GYLoth).
[0056]
Then, the activation determination of the occupant protection device 10 mounted on the collision side is performed based on the determination result of the possibility of the vehicle rolling over and the determination result of the lateral acceleration (GY). For example, when there is a possibility of the vehicle rolling over and the lateral acceleration (GY) is a determination result larger than the predetermined value (GYLoth), it is determined that the occupant protection device 10 mounted on the collision side is activated. . Thereby, the occupant protection device mounted on the collision side can be activated at an early stage.
[0057]
(Modification 2)
In the present embodiment, in order to activate the occupant protection device 10 mounted on the collision side early, the activation determination is performed using the map in which the boundary line b is set and the predetermined value (GYLoth). It is not limited. For example, a difference value (D_RR) between the current value and the previous value of the roll angular velocity (RR) is determined, a determination result in which the difference value (D_RR) is equal to or more than a predetermined value (Dth), and a map in which a boundary line a is set. May be used to determine the activation of the occupant protection device 10 mounted on the collision side.
[0058]
Thus, in the mode in which the rollover is performed at a high roll angular velocity in the initial stage of the rollover, the occupant protection device 10 mounted on the collision side can be activated early. Note that the occupant protection device 10 mounted on the non-collision side does not perform the start-up determination using the difference value (D_RR), so that the occupant protection device mounted on the non-collision side starts at an appropriate timing for the occupant. Will be done.
[0059]
(Third embodiment)
Since the third embodiment has much in common with those according to the first and second embodiments, a detailed description of the common parts will be omitted, and different parts will be mainly described below.
[0060]
In the activation determination of the occupant protection device 10 mounted on the non-collision side in the first and second embodiments, the determination of the possibility of the vehicle rolling over using the map in which the boundary line a shown in FIG. 6 is set. Although the results are used, in order to make the activation of the occupant protection device 10 mounted on the non-collision side more appropriate timing, the possibility that the vehicle rolls over the boundary line a set on the map is suppressed. A large threshold boundary line moved in the direction to be moved is set, and rollover of the vehicle is determined using the large threshold boundary line.
[0061]
That is, the possibility of the vehicle rolling over is determined using the map in which the boundary line c shown in FIG. 7 is set. As shown in the figure, the boundary line c is set at a position shifted to the side opposite to the origin of the boundary line a, thereby suppressing the possibility of the vehicle rolling over. The determination based on the map in which the boundary c is set is performed in step S160 shown in FIG.
[0062]
As a result, the occupant protection device 10 mounted on the non-collision side starts at a timing when the roll angle (RA) is large to some extent and the roll angular velocity (RR) is high to some extent. The occupant protection device 10 mounted on the non-collision side can be started at an appropriate timing.
[0063]
Note that the activation determination of the occupant protection device 10 mounted on the non-collision side may be performed simply by using the value of the roll angle (RA). For example, when the value of the roll angle (RA) is larger than the value of a point d at which the boundary line a shown in FIG. Note that this point d is not limited to the point where the boundary line a intersects the axis of the roll angular velocity, but is set arbitrarily. As a result, the occupant protection device 10 mounted on the non-collision side is activated at a timing when the roll angle (RR) becomes large to some extent.
[0064]
(Modification 3)
In the present embodiment, the activation determination of the occupant protection device 10 mounted on the non-collision side may be performed according to the form of trip over. For example, in a curb trip over, at the beginning of a rollover, the occupant's upper body is swung to the collision side, and immediately thereafter, the occupant's upper body is swung to the non-collision side. Therefore, at the time of curb trip over, it is necessary to activate the occupant protection device 10 early on both the collision side and the non-collision side. On the other hand, in the rollover after the SUV side collision, the upper body of the occupant swings toward the collision side in the initial stage of the rollover, but the timing at which the occupant upper body swings to the non-collision side is later than the timing at the curb trip over.
[0065]
As described above, even in the case of a trip over rollover mode, the timing at which the occupant's body swings to the non-collision side is different. Therefore, the appropriate activation timing of the occupant protection device 10 on the non-collision side is also different. Therefore, the type of rollover is determined from the direction of occurrence of the lateral acceleration and the rotational direction of the roll angular velocity. Start up later than the device.
[0066]
In other words, when the curb trip is over, lateral acceleration occurs in the direction from the non-collision side to the collision side with the curb, while in the case of SUV side collision, lateral acceleration occurs in the direction from the collision side to the non-collision side. I do. In addition, in the curbstone tripover, the vehicle rotates with the collision-side curb as a fulcrum, while in the rollover after the SUV side collision, the vehicle rotates with the non-collision-side wheel as a fulcrum. Therefore, the form of the trip over can be determined from the polarity of the lateral acceleration and the polarity of the roll angular velocity.
[0067]
If it is determined that the occupant is in the form of curb tripover, the occupant protection device 10 mounted on the non-collision side in the present embodiment is determined to be activated. The occupant protection device 10 mounted on the non-collision side can be activated.
[0068]
The present invention is also applicable to a so-called sandy land trip over mode in which a vehicle skids and one of the right and left wheels steps into a place having a different friction coefficient of a road surface, such as a sandy ground, and rolls over with the wheel stepped on the sandy ground or the like as a fulcrum.
[0069]
(Modification 4)
In the present embodiment, the activation determination of the occupant protection device 10 mounted on the non-collision side is used to activate the pretensioner and the shock absorbing airbag mounted on the non-collision side. The pretensioner may be activated using the activation determination result of the occupant protection device 10 mounted on the collision side and applied only to the activation of the shock absorbing airbag mounted on the non-collision side. Thus, the occupant can be restrained on the seat from the initial stage of rollover.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a functional configuration of a control unit 30 for driving an occupant protection device 10 according to a first embodiment.
FIG. 2 is a flowchart illustrating a startup determination process of the occupant protection device 10 mounted on the collision side according to the first embodiment.
FIG. 3 is a flowchart illustrating a start determination process of the occupant protection device 10 mounted on the non-collision side according to the first embodiment.
FIG. 4 is a block diagram showing a functional configuration of a control unit 30 for driving an occupant protection device 10 according to a second embodiment.
FIG. 5 is a flowchart illustrating a start determination process of the occupant protection device 10 mounted on the collision side according to the second embodiment.
FIG. 6 is a diagram of a map showing a relationship between a roll angle and a roll angular velocity.
FIG. 7 is a diagram showing boundary lines b and c set on a map showing a relationship between a roll angle and a roll angular velocity.
[Explanation of symbols]
10 Occupant protection device
20 Side collision sensor
30 Control unit
31 Integral value calculator
32 Rollover judgment unit
33 Side collision judgment unit
34 Startup determination unit
40 angular velocity sensor

Claims (10)

Roll angular velocity detecting means for detecting the roll angular velocity of the vehicle,
Roll angle detection means for detecting the roll angle of the vehicle, or roll angle calculation means for calculating the roll angle of the vehicle by integrating the roll angular velocity,
Vehicle rollover determining means for determining the possibility of rollover of the vehicle based on the value of the roll angle and the value of the roll angular velocity,
Lateral acceleration detecting means for detecting acceleration generated in the width direction of the vehicle,
Side collision determining means for determining whether there is a collision in the width direction with respect to the vehicle based on the value indicating the lateral acceleration,
When the lateral acceleration is generated, and thereafter, the roll angular velocity is continuously generated, an activation determination of an occupant protection device mounted on the collision side of the vehicle is performed based on a determination result of the side collision determination unit, and the vehicle An activation device for an occupant protection device, comprising: activation determination means for performing activation determination of an occupant protection device mounted on the non-collision side of the vehicle based on a determination result of a rollover determination device. The vehicle rollover determining means has a two-dimensional map including a roll angle and a roll angular velocity. On the two-dimensional map, a boundary between a region where the vehicle may roll over and a region where there is no possibility of rollover. A line is set, and the values are applied to the two-dimensional map to determine the possibility of the vehicle rolling over,
2. The activation device for an occupant protection device according to claim 1, wherein the side collision determination unit determines presence or absence of a collision based on a magnitude relationship between a value indicating the lateral acceleration and a predetermined threshold. 3. Roll angular velocity detecting means for detecting the roll angular velocity of the vehicle,
Roll angle detection means for detecting the roll angle of the vehicle, or roll angle calculation means for calculating the roll angle of the vehicle by integrating the roll angular velocity,
Vehicle rollover determining means for determining the possibility of rollover of the vehicle based on the value of the roll angle and the value of the roll angular velocity,
Lateral acceleration detecting means for detecting acceleration generated in the width direction of the vehicle,
Side collision determining means for determining whether there is a collision in the width direction with respect to the vehicle based on the value indicating the lateral acceleration,
When the lateral acceleration occurs and thereafter or at about the same time when the roll angular velocity occurs, the vehicle is mounted on the collision side of the vehicle based on the determination result of the side collision determination unit and the determination result of the vehicle rollover determination unit. Starting determination means for determining the activation of the occupant protection device to be performed, and determining the activation of the occupant protection device mounted on the non-collision side of the vehicle based on the determination result of the vehicle rollover determination means. Activating device for occupant protection device. The vehicle rollover determining means has a two-dimensional map including a roll angle and a roll angular velocity. On the two-dimensional map, a boundary between a region where the vehicle may roll over and a region where there is no possibility of rollover. A line is set, and the values are applied to the two-dimensional map to determine the possibility of the vehicle rolling over,
4. The activation device for an occupant protection device according to claim 3, wherein the side collision determination unit determines the presence or absence of a collision based on a magnitude relationship between a value indicating the lateral acceleration and a predetermined threshold. The vehicle rollover judging means sets a small threshold boundary line on the two-dimensional map, in which the boundary line is moved in a direction that promotes the possibility of a vehicle rollover,
The side collision determination unit has a small threshold indicating a value smaller than the threshold,
The start-up determination unit is configured to control the vehicle based on a determination result by the vehicle rollover determination unit using the two-dimensional map in which the small threshold boundary line is set and a determination result by the side collision determination unit using the small threshold value. The activation device for an occupant protection device according to claim 4, wherein the activation of the occupant protection device mounted on the collision side is determined. The vehicle rollover determination means further performs a magnitude relationship between a predetermined value and a difference value between a previous value and a current value of the roll angular velocity,
The activation determination unit activates an occupant protection device mounted on the collision side of the vehicle based on a determination result of the vehicle rollover determination unit using the determination of the difference value of the roll angular velocity and the determination based on the two-dimensional map. The activation device for an occupant protection device according to claim 4, wherein the determination is performed. The vehicle rollover judging means sets a large threshold boundary line on the two-dimensional map obtained by moving the boundary line in a direction that suppresses the possibility of a vehicle rollover,
The activation determination unit determines activation of an occupant protection device mounted on the non-collision side of the vehicle based on a determination result by the vehicle rollover determination unit using the two-dimensional map in which the large threshold boundary is set. The activation device for an occupant protection device according to claim 2, wherein the activation is performed. The vehicle rollover determination means determines that there is a possibility of vehicle rollover when the value indicated by the roll angle is equal to or greater than a critical value of the roll angle,
The vehicle according to claim 2, wherein the activation determination unit performs activation determination of an occupant protection device mounted on a non-collision side of the vehicle based on a determination result by the vehicle rollover determination unit using the roll angle. 7. The activation device for an occupant protection device according to any one of 4 to 6. The start determination unit includes a rollover mode determination unit that determines a rollover mode of the vehicle based on a generation direction of the lateral acceleration with respect to a width direction of the vehicle and a rotation direction of the roll angular velocity about a longitudinal axis of the vehicle. Prepare,
When the rollover type determination unit determines that the vehicle is in a rollover mode of trip over, the start determination unit determines the activation of the occupant protection device mounted on the non-collision side of the vehicle based on a determination result by the vehicle rollover determination unit. 9. The activation device for an occupant protection device according to claim 7, wherein the activation is performed. The occupant protection device constitutes an airbag device that is inflated and deployed between an occupant of the vehicle and a vehicle interior side portion,
10. The occupant according to claim 7, wherein the activation determination unit uses a determination result by the vehicle rollover determination unit to determine activation of an airbag device mounted on the non-collision side of the vehicle. Activating device for protection device.

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