JP2007176307A - Colliding position detecting device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a colliding position sensing device for a vehicle capable of sensing in the event of collision, the input position of an impact force to the vehicle concerned accurately with good response. <P>SOLUTION: The colliding position sensing device for the vehicle to sense the input position of the impact force to the vehicle concerned in the event of collision is equipped with at least three collision sensors 501, 502, 503 to sense the impact force to the vehicle and emit in the form of signal, wherein the collision sensors 501, 502, 503 are arranged in the vehicle positions to generate a sensing sequence different from region to region when the impact input position on the whole perimeter of the vehicle is divided into a plurality of regions about the boundaries as positions on the vehicle perimeter at the same distance as two collision sensors selected, and at the time of collision, an impact input position specifying means (Step S2) specifies the input position of the impact force to the vehicle according to the sequence of sensing the impact force given by the sensors 501, 502, 503. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention belongs to a technical field of a vehicle collision position detection device that detects an input position of an impact force to a host vehicle at the time of a collision.

Conventionally, it has an XG sensor that detects the deceleration in the longitudinal direction of the vehicle and a YG sensor that detects the deceleration in the lateral direction of the vehicle. At the time of collision, the output signal from the XG sensor is integrated over time, and the longitudinal direction The deceleration vector is calculated, the output signal from the YG sensor is integrated over time, the lateral deceleration vector is calculated, and the resultant vector of the longitudinal deceleration vector and the lateral deceleration vector is calculated. What determines and specifies the magnitude and direction of a collision is known (see, for example, Patent Document 1).
JP-A-5-193439

  However, in the conventional vehicle collision direction detection device, since the output signals from the XG sensor and the YG sensor require integral calculation processing with respect to time, the calculation amount is large and the calculation time becomes long. Therefore, if the calculation time is set to a short time, the detection accuracy of the collision direction is lowered, and if the calculation time is set to a long time, it takes time until the collision direction is specified, and the operation is performed based on the collision direction information. There was a problem that the deployment timing of the airbag to be delayed was delayed.

  The present invention has been made paying attention to the above problem, and provides a vehicle collision position detection device capable of detecting the input position of impact force to the own vehicle in a responsive and accurate manner at the time of a collision. With the goal.

In order to achieve the above object, in the present invention, a collision position detection device for a vehicle that detects an input position of an impact force to the vehicle at the time of a collision,
It has at least three collision sensors that detect the impact force on the vehicle and output a signal,
The at least three collision sensors are detected differently in each region when the impact input position of the entire circumference of the vehicle is divided into a plurality of regions with the vehicle circumferential position at the same distance as the two selected collision sensors as a boundary. Placed in the vehicle position in order,

  In the event of a collision, there is provided an impact input position specifying means for specifying an input position of the impact force to the host vehicle based on the detection order of the impact force from the at least three collision sensors.

Therefore, in the vehicle collision position detection device of the present invention, at least three collision sensors have the vehicle circumferential position at the same distance as the two selected collision sensors. When divided into a plurality of areas as boundaries, they are arranged at vehicle positions having different detection orders in each area. In the event of a collision, the impact input position specifying means specifies the input position of the impact force to the host vehicle based on the detection order of the impact force from at least three collision sensors.
That is, in identifying the input position of the impact force to the host vehicle, because it is based on a discrimination process using the detection order of the impact force from the collision sensor, it does not require calculation processing time such as integral calculation, for example, When three collision sensors are arranged, the detection order of the three impact sensors is determined at the start of detection of the impact force by the second collision sensor, and the input position can be specified. Therefore, at the time of collision, the input position of the impact force with respect to the own vehicle is detected with good response.
For example, when the collision direction is detected by the resultant vector of the deceleration vector in the front-rear direction and the deceleration vector in the left-right direction, the detected collision direction will fluctuate until the two vectors are determined, and the collision direction will be detected with good response. Then, the detection accuracy of the collision direction is lowered.
On the other hand, in the present invention, when the input position of the impact force to the host vehicle is specified, the input position of the impact force is specified by the detection order of the impact force from the collision sensor. The input position of the force can be specified as one divided area. Therefore, at the time of collision, the input position of the impact force with respect to the own vehicle is detected with high accuracy.
As a result, it is possible to detect the input position of the impact force with respect to the host vehicle with good response and accuracy at the time of collision.

  Hereinafter, the best mode for carrying out a collision position detecting apparatus for a vehicle according to the present invention will be described based on Example 1 shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall system diagram showing a hybrid vehicle (an example of a vehicle) to which the collision position detection device of the first embodiment is applied. FIG. 2 is a diagram illustrating the setting of three collision sensors in the collision position detection device of the first embodiment. It is the arrangement layout figure which shows a position.

  As shown in FIG. 1, the hybrid vehicle according to the first embodiment includes a CPU 101, an auxiliary battery 102, a brake actuator 201, a mechanical brake 202, a high-power battery 301, an inverter 302, a motor 303, and a generator 304. Engine 305, power split mechanism 306, accelerator sensor 401, brake sensor 402, DC / DC converter 403, front collision sensor 501 (first collision sensor), and right side collision sensor 502 (second collision sensor) ), A left side collision sensor 503 (third collision sensor), a yaw rate sensor 504 (vehicle behavior detection means), an occupant protection device 505, a GPS 601 and an external transmitter 602.

The CPU 101 monitors the high-power battery 301, calculates the input / output possible electric energy according to the SOC, temperature, and deterioration state, and controls the inverter 302 based on this to control the motor 303 (for front drive) and power generation. The machine 304 is operated and the engine 305 is controlled (including distribution of driving force between the motor and the engine).
Further, the CPU 101 considers the regenerative braking force by the motor 303 and transmits a braking force calculation command value (including front / rear braking force distribution) generated by the mechanical brake 202 to the brake actuator 201.
By confirming the detection order of the front collision sensor 501, the right side collision sensor 502, and the left side collision sensor 503, and comparing the magnitude of the detection timing deviation amount (phase difference) between the two sensors, In the event of a collision, the vehicle body input position of impact force is specified.
The accident location detected by the GPS 601 is added to the input position information of the impact force, and the information is transmitted to a rescue unit such as a fire department by the external transmitter 602.
The vehicle speed is basically determined based on the number of rotations of the motor 303.

  The auxiliary battery 102 serves to provide an operating power source for the CPU 101. In this system, power is supplied by a DC / DC converter 403 that uses a high-power battery 301 as a power source.

  The brake actuator 201 receives a friction braking force calculation command value to be generated by the mechanical brake 202 calculated by the CPU 101, and applies a necessary hydraulic pressure to the mechanical brake 202 accordingly.

  The mechanical brake 202 generates a braking force according to the hydraulic pressure generated by the brake actuator 201.

  The high-power battery 301 assists the vehicle running by supplying electric power to the motor 303 via the inverter 302, and collects the electric power generated by the motor 303 and the generator 304 via the inverter 302. Have

  The inverter 302 is directly controlled by the CPU 101. The electric energy of the high-power battery 301 is supplied to the motor 303 according to the generated torque and the rotation speed of the engine 305, and the electric energy generated by operating the generator 304 is returned to the high-power battery 301. Since the motor 303, the generator 304, and the engine 305 are directly connected to the planetary gear mechanism (built in the power split mechanism 306), the vehicle operates normally unless controlled to maintain a balance between torque and rotational speed. I can't.

  The motor 303 alone generates drive torque when the vehicle speed is low. Further, when the vehicle speed is high, the driving torque of the engine 305 is assisted. Further, during deceleration, it has a function of generating electric energy by generating power (regenerative braking) and returning it to the high-power battery 301 via the inverter 302.

  The generator 304 basically has no starter in a hybrid electric vehicle. At the start of the vehicle to which this system is applied, power is supplied from the high-power battery 301 and the engine 305 is started by operating as a motor. During normal travel, electric energy is generated (power generation) by balancing the motor 303 and the engine 305 and is returned to the high-power battery 301. Sometimes, it is possible to cope with rapid acceleration by supplying the motor 303 directly.

  The engine 305 is directly controlled by the CPU 101. Specifically, when the vehicle speed is high, torque is generated for driving the vehicle (when the vehicle speed is low, the motor travels, so no control is required: control that does not start up is applied).

  The power split mechanism 306 has a planetary gear mechanism, and an engine 305 is directly connected to the carrier, a motor 303 is connected to the ring gear, and a generator 304 is directly connected to the sun gear. The transmission equivalent of the conventional system is also configured inside.

  The accelerator sensor 401 transmits to the CPU 101 the amount of accelerator pedal stroke that the driver has depressed during acceleration.

  The brake sensor 402 transmits to the CPU 101 the brake pedal stroke amount that the driver has depressed when decelerating.

  The DC / DC converter 403 converts the energy from the high voltage battery 301 into 12V and supplies it to the auxiliary battery 102. That is, it has the same function as an alternator in a conventional engine vehicle.

As shown in FIG. 2, the front collision sensor 501, the right side collision sensor 502, and the left side collision sensor 503 are arranged on the vehicle circumference where the impact input position of the entire vehicle circumference is equidistant from the two selected collision sensors. When the vehicle is divided into a plurality of regions with the position as a boundary, the vehicle is arranged at a vehicle position having a different detection order in each region (see FIG. 4).
The front collision sensor 501 is disposed at the center position of the front of the vehicle and is mainly used for detecting an impact from the front.
The right side collision sensor 502 is disposed at the right side position in the center of the vehicle and is mainly used for detecting an impact from the right side.
The left side collision sensor 503 is disposed at the left side position in the center of the vehicle, and is mainly used to detect an impact from the left side.
These collision sensors 501, 502, and 503 do not require a high-precision G sensor that detects acceleration / deceleration, so that, for example, an impact on a host vehicle that exceeds a predetermined value, such as an operation switch used in an airbag system. An on / off switch that outputs a pulse signal in response to a force input is used.

  The yaw rate sensor 504 is utilized to increase the accuracy of information by collating the collision signals detected by the front collision sensor 501, the right side collision sensor 502, and the left side collision sensor 503 with the state of yaw moment generated by an accident. The In addition, it will be possible to grasp the vehicle behavior after the collision based on the detected value so that the information can be expanded to an external rescue unit.

The occupant protection device 505 indicates all items such as an air bag and a pre-crash seat belt that reduce the impact on the occupant during a collision.
In the first embodiment, the driver's seat airbag A, the passenger seat airbag B, the right side airbag C, and the left side airbag D are mounted as the occupant protection device 505 (see FIG. 8B). ).

  The GPS 601 (Global Positioning System) is used when specifying the accident site in the system of the first embodiment.

  The external transmitter 602 summarizes the accident site, the accident state (collision method, detection diagnosis), etc., and transmits information to a rescue unit such as a fire department to improve the efficiency of the rescue operation.

  FIG. 3 is a flowchart showing the flow of the impact input position specifying process, the airbag operation control process, and the accident information transmission process executed by the CPU 101 according to the first embodiment. Each step will be described below.

  In step S1, it is determined whether or not a collision sensor signal is received by any one of the front collision sensor 501, the right side collision sensor 502, and the left side collision sensor 503. If Yes, the process proceeds to step S2. Repeats the determination in step S1.

In step S2, following the determination of reception of the collision sensor signal in step S1, when the second sensor signal is input, the signals from the three front collision sensors 501, the right side collision sensor 502, and the left side collision sensor 503 are received. The detection order of the impact force is confirmed, the input position (represented by the area) of the impact force to the own vehicle is specified by the confirmed detection order, and the process proceeds to step S3 (impact input position specifying means).
Here, as shown in FIG. 4, the input position according to the sensor detection order is represented by (1) for the front collision sensor 501, (2) for the right side collision sensor 502, and (3) for the left side collision sensor 503. Is specified as follows.
First, the impact input position of the entire circumference of the vehicle is determined by setting the vehicle circumference positions P1, P2 that are equidistant from the selected two collision sensors (2), (3), and the two selected collision sensors (1), The vehicle circumference positions P3 and P4 that are equidistant from (2) and the two selected collision sensors (1) and (3) and the vehicle circumference positions P5 and P6 that are equidistant are the six boundaries. Divide into areas.
At this time, in the right front area FR of P1 to P3, the detection order is (1) → (2) → (3), and in the left front area FL of P1 to P4, (1) → (3) → (2) This is the detection order.
In the right side area SR of P3 to P5, the detection order is (2) → (1) → (3), and in the right rear area RR of P2 to P5, the detection order is (2) → (3) → (1). It becomes.
In the left area SL of P4 to P6, the detection order is (3) → (1) → (2), and in the left rear area RL of P2 to P6, the detection order is (3) → (2) → (1). It becomes.
At the vehicle circumferential position P1, the detection order is (1) → (2), (3), and at the vehicle circumferential position P2, the detection order is (2), (3) → (1). At the upper position P3, the detection order is (1), (2) → (3), at the vehicle circumferential position P4, the detection order is (1), (3) → (2), and at the vehicle circumferential position P5. The detection order is (2) → (1), (3). At the vehicle circumferential position P6, the detection order is (3) → (1), (2).

In step S3, following the detection order confirmation in step S2, when the third sensor signal is input, the vehicle is detected based on the phase difference that is the detection timing shift amount between the sensors in the input presence area determined in step S2. The input position of the impact force is specified, and the process proceeds to step S4 (impact input position specifying means).
Here, the region specification (6 regions) based on the detection order is further subdivided and specified (12 regions) to specify the input position based on the phase difference. The input position specification map shown in FIGS. Any one of the areas I to IX shown in FIG.
That is, when the collision sensor (1) first detects, in the right front region FR of P1 to P3, as shown in FIG. 5, the region I shown in FIG. And region II and region IX. The left front region FL of P1 to P4 is specified as a region I, a region III, and a region IV shown in FIG. 8 depending on the size of the phase difference of (3) → (2).
When the collision sensor (2) first detects, in the right side region SR of P3 to P5, as shown in FIG. 6, the region I and region shown in FIG. Specified as II and Region IX. The right rear region RR of P2 to P5 is specified as a region I, a region VII, and a region VIII shown in FIG. 8 depending on the phase difference from (3) to (1).
When the collision sensor (3) first detects, in the left side region SL of P4 to P6, as shown in FIG. 7, the region I and region shown in FIG. Specified as III and Region IV. The left rear region RL from P2 to P6 is specified as a region I, a region VI, and a region V shown in FIG. 8 depending on the phase difference from (2) to (1).

In step S4, following the specification of the input position in step S3, the driver's seat airbag A, the passenger seat airbag B, the right side airbag C, which is the occupant protection device 505, according to the specified input position, The operation timing of the left side airbag D is determined, and the process proceeds to step S5.
Here, the operation timing of the airbags A, B, C, and D is determined as follows for each region shown in FIG.
Region I: A = B = C = D
Area II: A⇒B⇒D⇒C
Area III: B⇒A⇒C⇒D
Area IV: D⇒C⇒A = B
Region V: D⇒C⇒A = B (= region IV)
Area VI: A = B⇒C = D
Area VII: A = B => C = D (= area VI)
Area VIII: C⇒D⇒A = B
Area IX: C⇒D⇒A = B (= area VIII)
In other words, in the case of an offset collision to the corner of the vehicle, the airbag is deployed at the same time, but basically the operation timing is set according to the deployment order that prioritizes the deployment of the airbag near the specified input position. Is done.

  In step S5, following the determination of the occupant protection device operation timing in step S4, the operation of the four airbags A, B, C, and D is controlled at the determined timing, and the process proceeds to step S6. Steps S4 and S5 correspond to occupant protection device operation control means.

  In step S6, following the operation of the occupant protection device in step S5, the number of revolutions of the motor 303 is confirmed, and it is determined whether the number of revolutions is zero, that is, whether the vehicle speed is zero (= collision is finished), If yes, the process proceeds to step S7. If no, the determination in step S6 is repeated.

  In step S7, following the determination that the vehicle speed is zero in step S6, the magnitude of the impact force (degree of accident) is ascertained based on the vehicle behavior detection result by the yaw rate sensor 504 from the start of the collision to the completion of the collision. The process proceeds to S8.

  In step S8, after confirming the behavior after the collision in step S7, the information from the GPS 601 is collated, the location where the accident occurred and the location where the vehicle after the accident exists are specified, and the process proceeds to step S9 (accident location specifying means). ). The location of the accident can be specified by checking the log file.

  In step S9, following the accident position confirmation in step S8, based on a diagnostic confirmation method (a self-diagnosis code confirmation method) that can determine the degree of collision, the diagnostic status of the vehicle system is confirmed, and the process proceeds to step S10 ( Diag confirmation means).

  In step S10, following the diagnosis confirmation in step S9, the accident information including the diagnosis occurrence status and the accident position is organized, transmitted to the external rescue unit using the external transmitter 602, and the process proceeds to the end (accident information transmission). means).

Next, the operation will be described.
[Background technology]
A plurality of airbags, pre-crash seat belts, and the like are employed in the vehicle as an occupant protection device from the viewpoint of ensuring the safety of the occupant during a collision. However, for example, when a plurality of airbags are operated at the same time during a collision regardless of the collision direction, the simultaneous deployment of the airbags is not always appropriate depending on the collision direction. . As described above, there is a demand for obtaining information on the collision direction in order to appropriately define the order in which the plurality of airbags are deployed.

  In contrast, in Japanese Patent Laid-Open No. 5-193439, as shown in FIG. 9, an XG sensor that detects a deceleration in the front-rear direction of the vehicle and a YG sensor that detects a deceleration in the left-right direction of the vehicle are provided. In the event of a collision, the output signal from the XG sensor is integrated over time to calculate the longitudinal deceleration vector, and the output signal from the YG sensor is integrated over time to calculate the lateral deceleration vector. In this document, the resultant vector of the longitudinal deceleration vector and the lateral deceleration vector is obtained to specify the magnitude and direction of the collision.

  However, in the above collision direction detection device, since the output signals from the XG sensor and the YG sensor require integration calculation processing with respect to time, as shown in FIG. The vector calculation takes a long time, and it takes time to specify the collision direction.

For this reason, when the collision direction detection device is employed in the airbag system and the collision direction is specified after waiting for a sufficient calculation processing time, if the deployment order of a plurality of airbags is defined, the deployment timing of the airbag is delayed. End up. For this reason, for example, as shown in FIG. 10, the airbag must be deployed at the same time.
Moreover, if the collision processing direction is shortened and the collision direction is identified with good response, the collision direction detection accuracy is lowered, the collision direction cannot be confirmed, and the deployment order of the plurality of airbags cannot be properly defined.

[Input position specifying action of impact force at the time of collision]
On the other hand, in the collision position detection apparatus according to the first embodiment, at least three or more collision sensors are appropriately arranged in the vehicle, and a rapid sensor detection order determination process is performed as a position detection method without using an integration calculation process or the like. By adopting it, it is possible to detect the input position of the impact force to the vehicle at the time of collision with good response and accuracy.

That is, at the time of collision, in the flowchart of FIG. 3, the process proceeds from step S1 to step S2 to step S3. In step S2, the second sensor signal is input following the determination of reception of the collision sensor signal in step S1. At the time, the detection order of the impact force from the three collision sensors 501, 502, 503 is confirmed, and the input position of the impact force to the host vehicle is specified by the confirmed detection order.
For example, as shown in FIG. 11, the front collision sensor 501 (1) is detected at time t1, the right side collision sensor 502 (2) is detected at time t2, and the left side collision sensor 503 ( When 3) is detected, the detection order is (1) → (2) → (3). Therefore, as shown in FIG. 4, the input position of the impact force to the vehicle is the front right region FR of P1 to P3. Is identified.

In step S3, following the detection order confirmation in step S2, the phase difference that is the amount of detection timing deviation between the sensors in the input presence area determined in step S2 when the third sensor signal is input. Specify the input position of the impact force to the vehicle.
For example, as shown in FIG. 11, when the collision sensor (1) first detects in the right front region FR of P1 to P3, the phase difference Δt of (2) → (3) as shown in FIG. Is specified in the region II shown in FIG.

  In this way, when identifying the input position of the impact force to the vehicle, it is based on the discrimination process using the detection order of the impact force from the collision sensors (1), (2), (3). When 3 collision sensors (1), (2), and (3) are arranged as in the first embodiment without calculating processing time by calculation, etc., detection of impact force by the second collision sensor The detection order of the three impact sensors is determined at the start time, and the input position can be specified. Therefore, at the time of collision, the input position of the impact force with respect to the own vehicle is detected with good response.

For example, when the collision direction is detected by the resultant vector of the longitudinal and lateral deceleration vectors as in the prior art, the detected collision direction fluctuates until the two vectors are determined, and the response If the collision direction is well detected, the detection accuracy of the collision direction is lowered.
On the other hand, in the first embodiment, when the input position of the impact force to the host vehicle is specified, the input position of the impact force is determined by the detection order of the impact force from the collision sensors (1), (2), (3). Therefore, when the detection order is determined, the impact force input position can be specified as one area from among the six divided areas.

  Furthermore, in the first embodiment, when the input position of the impact force to the host vehicle is specified, the impact input position existing region (6) is determined by the detection order of the impact force from the collision sensors (1), (2), (3). "Determine input position existing area" and "Determine input position existing area" and determine the input position of impact force by phase difference in the determined existing area (1 area out of 12 areas). Since an input position detection method using a two-stage aperture called “subdivision of input position within an existing area” is adopted, the input position of the impact force against the host vehicle is detected with high accuracy at the time of collision.

As described above, the first embodiment is a vehicle collision position detection device that detects the input position of the impact force to the host vehicle at the time of a collision, and detects at least the impact force on the host vehicle and outputs a signal. Each of the collision sensors 501, 502, and 503, and the at least three collision sensors 501, 502, and 503 are arranged in a plurality of regions with the impact input position of the entire circumference of the vehicle at a position on the vehicle circumference that is equidistant from the two selected collision sensors. When divided, it is arranged at a vehicle position that has a different detection order in each region, and at the time of a collision, an impact that specifies the input position of the impact force to the host vehicle by the detection order of the impact force from the at least three collision sensors 501, 502, 503 Input position specifying means (step S2) is provided.
For this reason, at the time of a collision, the input position of the impact force to the own vehicle can be detected with good response and high accuracy.

In the collision position detection apparatus according to the first embodiment, the impact input position specifying means (steps S2 and S3) is configured so that the impact force applied to the own vehicle is detected according to the detection order of the impact force from the at least three collision sensors 501, 502, and 503. And the input position of the impact force to the vehicle is specified by the phase difference which is the amount of deviation of the detection timing between the sensors in the determined input presence area.
For example, when the impact force input position is specified only by the detection order of the collision sensors, when the three collision sensors 501, 502, and 503 are used, the input position is specified as one of six regions, and is specified roughly.
On the other hand, by adding a method for specifying the input position of the impact force due to the phase difference, if the three collision sensors 501, 502, and 503 are used, the input position is specified by subdividing from 6 areas to 12 areas with high accuracy. The input position of the impact force with respect to the own vehicle can be specified.

In the collision position detection apparatus according to the first embodiment, as the collision sensor, a first collision sensor 501 disposed at a center position of the vehicle front, a second collision sensor 502 disposed at a right position of the vehicle center portion, and a vehicle center portion A third collision sensor 503 arranged at the left side position was used.
Thus, as shown in FIG. 4, the front half of the vehicle is divided into four regions, a right front region FR, a left front region FL, a right side region SR, and a right rear region RR. The rear half of the vehicle can be divided into two regions, a left side region SL and a left rear region RL.
In this way, while using the minimum number of three collision sensors 501, 502, 503, it is divided into regions with an emphasis on collisions with the front half of the vehicle, and at the time of collision with the front and left and right sides of the vehicle, the driver's seat and the passenger seat The operation sequence of the occupant protection device 505 mounted mainly with the occupant can be appropriately determined.

In the collision position detection apparatus according to the first embodiment, the first collision sensor 501, the second collision sensor 502, and the third collision sensor 503 are ON to output a pulse signal in response to an input of an impact force exceeding a predetermined value to the own vehicle. / Off switch.
For example, when a G sensor that accurately detects deceleration is used as a collision sensor, the unit price of one sensor is expensive, which increases the cost of the system.
On the other hand, the three collision sensors 501, 502, and 503 are on / off switches, so that the low-cost system can obtain the input position information of the impact force with respect to the host vehicle at the time of collision with good response and high accuracy. be able to.

[Airbag operation control action]
When the input position of the impact force with respect to the own vehicle is specified, the flow proceeds from step S3 to step S4 to step S5 in the float chart of FIG. In step S4, the operation timing of the driver's seat airbag A, the passenger seat airbag B, the right side airbag C, and the left side airbag D, which are the occupant protection devices 505, is determined according to the specified input position. In step S5, the operation of the four airbags A, B, C, and D is controlled at the determined timing.

  For example, in the detection order of (1) → (2) → (3), when the input position of the impact force to the vehicle is specified as the region II in the right front region FR of P1 to P3, 11, the driver's seat airbag A is deployed at the timing of time t3, the passenger airbag B is deployed at the timing of time t4, and the left side airbag D is deployed at the timing of time t5. The right side airbag C is deployed at the timing of time t6.

  That is, the driver's seat airbag A closest to the region II that is the specified input position is first deployed, the passenger seat airbag B closest to the next is deployed, and then the left side airbag D and the right side airbag C. As described above, the operation timing is set according to a deployment order that prioritizes the deployment of the airbag at a position close to the input position of the impact force. As a result, the passenger protection function by the airbags A, B, C, and D can be maximized.

As described above, in the collision position detection device according to the first embodiment, the impact force applied to the host vehicle by the plurality of occupant protection devices 505 that protect the occupant when the vehicle collides, and the impact input position specifying means (steps S2 and S3) When the input position is specified, the operation timing of the plurality of occupant protection devices 505 is set according to the specified input position, and the operation of the occupant protection devices is controlled at the set timing. And control means (steps S4 and S5).
For this reason, it is possible to operate the occupant protection device 505 at an optimal timing in accordance with the input position specified with good response and high accuracy.

In the collision position detection device according to the first embodiment, the plurality of occupant protection devices 505 are a driver seat airbag A, a passenger seat airbag B, a right side airbag C, and a left side airbag D. The protection device operation control means (steps S4, S5) is located at a position close to the specified input position when the input position of the impact force to the host vehicle is specified by the impact input position specifying means (steps S2, S3). The operation timing is set according to a deployment order that prioritizes the deployment of the airbag, and the operations of the plurality of airbags A, B, C, and D are controlled at the set timing.
Therefore, the airbags A, B, C, and D can be effectively deployed while pulling out the occupant protection function to the maximum during a collision.

[Accident information transmission]
When the airbags A, B, C, and D are deployed, the process proceeds from step S5 to step S6 in the flowchart of FIG. 3. In step S6, it is determined whether or not the vehicle speed is zero (= collision ends). To be judged. When it is determined that the collision has ended, the process proceeds from step S6 to step S7 → step S8 → step S9 → step S10. In step S7, the magnitude of the impact force (degree of accident) is grasped based on the vehicle behavior detection result by the yaw rate sensor 504 from the start of the collision to the completion of the collision. In step S8, the location from where the accident occurred and the location of the vehicle after the accident are specified by collating with information from the GPS 601. In step S9, the diagnosis occurrence state of the own vehicle system is confirmed based on a diagnosis confirmation method for determining the degree of collision. In step S10, the accident information including the diagnosis occurrence status and the accident position is organized and transmitted to the external rescue unit using the external transmitter 602.

  For example, when it is determined that the vehicle speed is zero (= collision is finished) at time t7 in FIG. 11, the detection information is fixed at time t8 immediately after, and the yaw rate is based on the detection information determined from time t8 to time t9. Information and GPS information are confirmed. Then, the diagnosis check starts at time t9, the diagnosis check ends at time t10, and information is transmitted from time t11 to time t12.

  In this way, the situation of the accident is summarized in detail and transmitted to the outside, so it is possible to collect accident information in advance rather than specifying accident information after coming to the accident site. Can be achieved.

As described above, in the collision position detection device according to the first embodiment, the yaw rate sensor 504 (vehicle behavior detection means) that detects the vehicle behavior and the impact force applied to the host vehicle by the impact input position specifying means (steps S2 and S3). And an impact force grasping means (step S7) for grasping the magnitude of the impact force based on the vehicle behavior detection result by the yaw rate sensor 504 from the start of the collision to the completion of the collision. .
For this reason, in a vehicle in which the yaw rate sensor 504 is mounted in advance, it is possible to grasp the extent of the accident that is the magnitude of the impact force by using the detection value from the yaw rate sensor 504.

In the collision position detection apparatus according to the first embodiment, after completion of the collision, the accident position specifying means (step S8) for specifying the location where the accident occurred and the place where the vehicle exists after the accident, and the impact force grasped by the impact force grasping means Based on the diagnosis confirmation method that determines the degree of collision according to the size and can determine the degree of collision, the diagnosis confirmation means (step S9) for confirming the diagnosis occurrence status of the vehicle system, including the confirmed diagnosis occurrence status and the accident position Accident information transmitting means (step S10) for transmitting accident information to an external rescue unit is provided.
In this way, the accident situation is summarized in detail and transmitted to the outside, so it is possible to collect accident information in advance rather than specifying accident information after coming to the accident site, and the rescue team can quickly It is possible to increase the efficiency of the rescue work so that the appropriate response processing can be started immediately after arrival at the site.

Next, the effect will be described.
In the collision position detection apparatus for a hybrid vehicle according to the first embodiment, the effects listed below can be obtained.

  (1) A collision position detection device for a vehicle that detects an input position of an impact force to the vehicle at the time of a collision, and includes at least three collision sensors 501, 502, and 503 that detect the impact force on the vehicle and output a signal. The at least three collision sensors 501, 502, and 503 are divided into a plurality of areas when the impact input position of the entire vehicle circumference is divided into a plurality of areas with the position on the vehicle circumference equidistant from the selected two collision sensors as a boundary. An impact input position specifying means (step S2) is arranged at a vehicle position having a different detection order, and specifies the input position of the impact force to the own vehicle by the detection order of the impact force from the at least three collision sensors 501, 502, 503 at the time of a collision. ), It is possible to detect the input position of the impact force with respect to the own vehicle in a responsive and accurate manner at the time of a collision.

  (2) The impact input position specifying means (step S2, step S3) determines an input existence area of the impact force to the vehicle according to the detection order of the impact force from the at least three collision sensors 501, 502, 503 at the time of a collision, In order to identify the input position of the impact force to the vehicle by the phase difference that is the amount of detection timing deviation between sensors in the determined input existence area, the identification of the input position is subdivided compared to the identification of the detection order alone Thus, the input position of the impact force to the own vehicle can be specified with high accuracy.

  (3) As the collision sensor, a first collision sensor 501 disposed at the center position of the vehicle front, a second collision sensor 502 disposed at the right position of the vehicle center, and a third disposed at the left position of the vehicle center. Since the collision sensor 503 is used, it is divided into regions with an emphasis on collision with the front half of the vehicle while using the minimum number of three collision sensors 501, 502, 503, and when the vehicle collides with the front part or the left and right side parts, It is possible to appropriately determine the operation sequence of the occupant protection device 505 that is mainly mounted on the driver's seat and the passenger's seat.

  (4) Since the first collision sensor 501, the second collision sensor 502, and the third collision sensor 503 are on / off switches that output a pulse signal in response to an input of an impact force greater than a predetermined value to the host vehicle, With a low-cost system, it is possible to acquire the input position information of the impact force with respect to the host vehicle with good response and high accuracy at the time of collision.

  (5) When the input position of the impact force to the own vehicle is specified by the plurality of occupant protection devices 505 that protect the occupant at the time of collision with the vehicle and the impact input position specifying means (steps S2 and S3), There are provided occupant protection device operation control means (steps S4 and S5) for setting the operation timing of the plurality of occupant protection devices 505 according to the input positions and controlling the operation of the plurality of occupant protection devices at the set timing. Therefore, the occupant protection device 505 can be operated at an optimal timing in accordance with the input position specified with good response and high accuracy.

  (6) The plurality of occupant protection devices 505 are a driver airbag A, a passenger airbag B, a right side airbag C, and a left side airbag D, and the occupant protection device operation control means (step In S4 and S5), when the input position of the impact force to the host vehicle is specified by the impact input position specifying means (steps S2 and S3), priority is given to the development of the airbag at a position close to the specified input position. In order to control the operation of multiple airbags A, B, C, and D at the set timing, the operation timing is set according to the deployment order. The backs A, B, C, and D can be deployed.

  (7) When the input position of the impact force to the host vehicle is specified by the yaw rate sensor 504 (vehicle behavior detection means) for detecting the vehicle behavior and the impact input position specifying means (steps S2 and S3), In the vehicle in which the yaw rate sensor 504 is mounted in advance, an impact force grasping means (step S7) for grasping the magnitude of the impact force is provided based on the vehicle behavior detection result from the yaw rate sensor 504 until the collision is completed. The degree of the accident, which is the magnitude of the impact force, can be grasped by utilizing the detection value from the yaw rate sensor 504.

  (8) After the collision is completed, the degree of collision according to the magnitude of the impact force identified by the accident position identifying means (step S8) for identifying the location where the accident occurred and the location where the vehicle exists after the accident, and the impact force grasping means Based on the diagnosis confirmation method that can determine the degree of collision, the diagnosis confirmation means (step S9) for confirming the diagnosis occurrence status of the own vehicle system, and the accident information including the confirmed diagnosis occurrence status and the accident position to the external rescue unit Accident information transmission means (step S10) is provided, so that it is possible to collect accident information in advance rather than specifying accident information after coming to the accident site, and to improve the efficiency of rescue work be able to.

  The vehicle collision position detection device according to the present invention has been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and the claims relate to each claim. Design changes and additions are allowed without departing from the scope of the invention.

  In the first embodiment, an example in which an isosceles triangle is drawn with a line connecting the sensors using three collision sensors is shown. For example, as shown in FIG. 12, four collision sensors are used, An example in which a square is drawn by a line connecting the sensors may be used. In the case of the example shown in FIG. 12, the positions on the vehicle circumference equidistant from the two collision sensors are eight positions (indicated by black circles), and the vehicle circumference is divided into eight areas as different detection orders. It is done.

  In the first embodiment, the preferable example in which the input position specified by the detection order is subdivided by the phase difference between the two collision sensors has been described. However, the input position of the impact force may be specified only by the detection order. good. In short, any impact input position specifying means for specifying the input position of the impact force to the host vehicle according to the detection order of impact force from at least three collision sensors at the time of a collision is included in the present invention.

  In the first embodiment, an example in which a switch for detecting an impact force is used as a collision sensor has been described. However, as long as the impact input can be detected with a time difference according to a set distance from the input position of the impact force. For example, a sound sensor that detects impact sound, a vibration sensor that detects impact vibration, or the like may be used.

  In the first embodiment, an example of application to a hybrid vehicle based on a front wheel drive base has been shown. However, the present invention can be applied to a hybrid vehicle based on a rear wheel drive base or a hybrid four-wheel drive vehicle. It can also be applied to fuel cell vehicles.

1 is an overall system diagram illustrating a hybrid vehicle to which a collision position detection device according to a first embodiment is applied. FIG. 3 is an arrangement layout diagram illustrating the set positions of three collision sensors on a vehicle in the collision position detection device according to the first embodiment. It is a flowchart which shows the flow of the impact input position specific process performed by CPU of Example 1, an airbag operation | movement control process, and an accident information transmission process. It is a figure which shows the input position area division in the case of specifying the impact input position by a detection order in Example 1. FIG. It is a figure which shows an example of the input position specific map in the case of specifying an impact input position by the phase difference by the sensor (2) and sensor (3) when the collision sensor (1) first detects in Example 1. FIG. It is a figure which shows an example of the input position specific map in the case of specifying an impact input position by the phase difference by the sensor (1) and sensor (3) at the time of the collision sensor (2) detecting initially in Example 1. FIG. It is a figure which shows an example of the input position specific map in the case of specifying an impact input position by the phase difference by the sensor (1) and sensor (2) when the collision sensor (3) first detects in Example 1. FIG. FIG. 5 is a diagram illustrating an input position area division when an impact input position is specified by a phase difference in the first embodiment and a layout diagram of an airbag. It is a figure which shows the vehicle system for the collision direction detection which uses two conventional G sensors. 6 is a time chart showing an example of each operation of XG sensor detection, YG sensor detection, collision direction identification, Fr driver seat side airbag, Fr passenger seat side airbag, right side airbag, and left side airbag in the conventional system. . Collision sensor (1) detection, collision sensor (2) detection, collision sensor (3) detection, Fr driver side airbag, Fr passenger side airbag, right side in the system equipped with the collision position detection device of Example 1 It is a time chart which shows an example of each operation of an air bag, a left side air bag, a vehicle speed sensor detection value, a yaw rate sensor detection, GPS information check, a diagnostic check, and information dispatch. It is a figure which shows an example of the vehicle system which uses four collision sensors.

Explanation of symbols

101 CPU
102 Auxiliary battery
201 Brake actuator
202 Mechanical brake
301 Heavy battery
302 inverter
303 motor
304 generator
305 engine
306 Power split mechanism
401 Accelerator sensor
402 Brake sensor
403 DC / DC converter
501 Front collision sensor (first collision sensor)
502 Right side collision sensor (second collision sensor)
503 Left side collision sensor (third collision sensor)
504 Yaw rate sensor (vehicle behavior detection means)
505 Crew protection device
601 GPS
602 External transmitter

Claims (9)

A collision detection device for a vehicle that detects an input position of an impact force to the vehicle at the time of collision,
It has at least three collision sensors that detect the impact force on the vehicle and output a signal,
The at least three collision sensors are detected differently in each region when the impact input position of the entire circumference of the vehicle is divided into a plurality of regions with the vehicle circumferential position at the same distance as the two selected collision sensors as a boundary. Placed in the vehicle position in order,
A collision position detection device for a vehicle, comprising: an impact input position specifying means for specifying an input position of an impact force to the host vehicle according to a detection order of the impact force from the at least three collision sensors at the time of a collision. In the collision position detection device for a vehicle according to claim 1,
The impact input position specifying means determines an input existence area of the impact force to the own vehicle according to the detection order of the impact force from the at least three collision sensors at the time of a collision, and detects between the sensors in the determined input existence area An apparatus for detecting a collision position of a vehicle, wherein an input position of an impact force to the own vehicle is specified by a phase difference which is a timing shift amount. In the vehicle collision position detection device according to claim 1 or 2,
As the collision sensor, a first collision sensor arranged at the center position of the vehicle front, a second collision sensor arranged at the right side position of the vehicle central part, and a third collision sensor arranged at the left side position of the vehicle central part. A collision position detection device for a vehicle characterized by being used. The vehicle collision position detection device according to any one of claims 1 to 3,
The first collision sensor, the second collision sensor, and the third collision sensor are on / off switches that output a pulse signal in response to an input of an impact force greater than a predetermined value to the host vehicle. Position detection device. In the collision position detection device for a vehicle according to any one of claims 1 to 4,
A plurality of occupant protection devices for protecting occupants in the event of a collision with the vehicle;
When the input position of the impact force to the host vehicle is specified by the impact input position specifying means, the operation timings of the plurality of occupant protection devices are set according to the specified input positions, and a plurality of times are set at the set timing. Occupant protection device operation control means for controlling the operation of the occupant protection device;
A collision detection device for a vehicle characterized by comprising: In the vehicle collision position detection device according to claim 5,
The plurality of occupant protection devices are a driver seat airbag, a passenger seat airbag, a right side airbag, and a left side airbag,
The occupant protection device operation control means, when the input position of the impact force to the vehicle is specified by the impact input position specifying means, in accordance with a deployment order that prioritizes the deployment of the airbag at a position close to the identified input position. A vehicle collision position detection device that sets operation timing and controls operation of a plurality of airbags at the set timing. The vehicle collision position detection device according to any one of claims 1 to 6,
Vehicle behavior detection means for detecting vehicle behavior;
When the input position of the impact force to the vehicle is specified by the impact input position specifying means, the magnitude of the impact force is grasped based on the vehicle behavior detection result by the vehicle behavior detection means from the start of the collision to the completion of the collision. Means for grasping the impact force,
An apparatus for detecting a collision position of a vehicle. In the vehicle collision position detection device according to claim 7,
Accident location identifying means for identifying the location of the accident and the location of the vehicle after the accident after completion of the collision,
A diagnosis confirming means for determining a diagnosis occurrence state of the own vehicle system based on a diagnosis confirming method that determines a collision degree according to the magnitude of the impact force grasped by the impact force grasping means, and can determine a collision degree;
Accident information transmission means for transmitting accident information including confirmed diagnosis occurrence and accident location to an external rescue unit,
An apparatus for detecting a collision position of a vehicle. A collision detection device for a vehicle that detects an input position of an impact force to the vehicle at the time of collision,
It has at least three collision sensors that detect the impact force on the vehicle and output a signal,
The at least three collision sensors are detected differently in each region when the impact input position of the entire circumference of the vehicle is divided into a plurality of regions with the vehicle circumferential position at the same distance as the two selected collision sensors as a boundary. Placed in the vehicle position in order,
A vehicle characterized in that, in the event of a collision, the input position of the impact force to the host vehicle is specified by determining the input existence area of the impact force to the host vehicle based on the detection order of the impact force from the at least three collision sensors. Collision position detection device.

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