JP2009274481A - Airbag control device for side collision - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an airbag control device for side collision capable of actualizing a more appropriate expansion action. <P>SOLUTION: The airbag control device 1 for side collision includes outer part acceleration detecting means 2 and 3 for detecting outer part accelerations Gd1 to 2 and Gp1 to 4 at outer parts located outside of the vehicle body of a vehicle in the vehicle width direction, and an inner part acceleration detecting means 4 for detecting inner part accelerations Gf1 to 2 at the inner part of the vehicle body in the vehicle width direction. The device also includes an range determination means 5a for determining whether the outer part accelerations Gd 1 to 2 and Gp 1 to 4 are within a predetermined range with necessity of determining a form of a side collision from the inner part accelerations Gf1 to 2, and a form determination means 5b for determining the form of the side collision from the inner part accelerations Gf1 to 2 when the range determination means 5a determines that the outer part accelerations Gd1 to 2 and Gp1 to 4 are within the predetermined range. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a side collision airbag control device suitable for use in automobiles such as passenger cars, trucks, and buses.

  In recent vehicles, when another vehicle collides with the side surface of the vehicle body, that is, when a normal barrier side surface collision occurs, or the side surface of the vehicle body collides with a pole such as a utility pole. In order to protect the occupant in the case of occurrence of a problem, there are some equipped with a side collision airbag device.

Such a side-impact airbag device is disclosed in Patent Document 1, and in order to detect a side impact and protect an occupant, a front door or a rear door and a vehicle body positioned in front of and behind the front door or the rear door are provided. The acceleration at the outer side is detected by an acceleration sensor provided on the outer side of the vehicle body in the vehicle width direction, such as a pillar, and the inner side is detected by the acceleration sensor provided at the center of the floor corresponding to the inner side in the vehicle width direction of the vehicle body. A partial acceleration is detected, and when the outer portion acceleration and the inner portion acceleration exceed a predetermined threshold on the map, a side collision airbag is deployed to protect the occupant.
JP 2005-81937 A

  In general, in a region where the outer portion acceleration or the inner portion acceleration is relatively small due to a relatively low vehicle collision speed or a relatively small vehicle weight (hereinafter referred to as a medium speed region), Although the demand for occupant protection is low and it is not necessary to deploy a side impact airbag, on the other hand, in the case of a pole side collision, the pole is locally sunk into the outside of the vehicle body, and it is easy to give an impact to the passenger in the vehicle interior space. It is necessary to deploy a side impact airbag.

  However, when a pole side collision occurs, within a certain period of time after the occurrence of a pole side collision of the outer part acceleration detected by the acceleration sensor provided on the outer part of the front door or rear door and the pillar of the vehicle body located in front and rear of the front door or rear door. The maximum value at is constant after the occurrence of the barrier side collision when the barrier side collision described above occurs, particularly in the medium speed region where the speed at which the vehicle collides with the pole is relatively low or the vehicle weight is relatively small. In many cases, it is equal to the maximum value during the period.

  Here, the fixed period is a time that is appropriately determined by a side collision test using an actual vehicle, and a sufficient time elapses after the detected values of the outer part acceleration and the inner part acceleration reach the maximum value after the side collision occurs. Refers to the period up to.

  For this reason, in the side collision airbag device as described above, the pole side surface is highly demanded to deploy the side collision airbag in the medium speed region where the vehicle collision speed is relatively low or the vehicle weight is relatively low. Determining that a collision has occurred, based on whether or not the outer side acceleration exceeds a certain threshold, against the occurrence of a barrier side collision that is less demanding to deploy a side collision airbag. Therefore, it is difficult to deploy the side collision airbag only when the pole side collision occurs, and there is a problem that a more appropriate deployment operation cannot be realized.

  On the other hand, when a pole side collision occurs in the medium speed region described above, the maximum value of the inner partial acceleration detected by the acceleration sensor in the center of the floor within a certain period after the pole side collision occurs is the above-mentioned barrier. In many cases, the inner partial acceleration is larger than the maximum value within a certain period of time when a side collision occurs, and is equal to the maximum inner partial acceleration when traveling on a road surface with a lot of unevenness, that is, a very bad road.

  For this reason, in the above-mentioned medium speed region, the fact that a pole side collision that is highly demanded to deploy a side collision airbag has occurred is based on whether or not the inner partial acceleration exceeds one threshold value. However, this time it is difficult to determine that a pole side collision has occurred while traveling on a villainous road. It is difficult to deploy the side collision airbag only when a side collision occurs, and this also causes another problem that a more appropriate deployment operation cannot be realized.

  In view of the above problems, an object of the present invention is to provide a side collision airbag control device capable of realizing a more appropriate deployment operation.

In order to solve the above problem, an airbag control device for side collision according to the present invention includes:
An outer portion acceleration detecting means for detecting an outer portion acceleration of an outer portion located outside the vehicle width direction of the vehicle body;
An inner partial acceleration detecting means for detecting an inner partial acceleration of an inner portion of the vehicle body in the vehicle width direction;
A region determination means for determining whether the outer portion acceleration is within a predetermined region where it is necessary to determine a form of a side collision of the vehicle based on the inner partial acceleration;
When the area determining means determines that the outer portion acceleration is within the predetermined area, the area determining means includes form determining means for determining the form of the side collision based on the inner partial acceleration.

  The outer portion typically refers to a front door or a rear door of the vehicle or a pillar constituting the vehicle body adjacent to the front and rear thereof.

Here, in the airbag control device for side collision,
It is preferable that the area determination unit determines whether the outer portion acceleration is larger or smaller than the predetermined area.

  According to this, it is determined whether or not the side collision airbag deployment operation of the side collision airbag control device is necessary depending on whether the outer portion acceleration is within the predetermined region, or larger or smaller than the predetermined region. Therefore, it is possible to distinguish and execute the control contents related to the above, and to realize a proper side-collision airbag deployment operation.

Furthermore, in the side collision airbag control device,
It is preferable that the predetermined region is a region satisfying that the outer portion acceleration is equal to or smaller than a first threshold value and larger than a second threshold value.

  According to this, the said predetermined area | region can be suitably determined based on said 2nd threshold value smaller than said 1st threshold value and said 1st threshold value.

  In addition, the determination of whether the outer portion acceleration is within the predetermined region determined by the first threshold value and the second threshold value, or larger or smaller than that by the region determining means, causes the side collision. A comparison between the maximum value of the outer portion acceleration and the first threshold value and the second threshold value in a certain period until a sufficient time elapses after the detected value of the outer portion acceleration reaches the maximum value. Based on.

  In this case, it is necessary to determine the type of the side collision based on the inner partial acceleration, and the predetermined area defined by the first threshold value and the second threshold value has a relatively small side collision speed. Or it is the area | region where the said outside part acceleration is comparatively small by the weight of the said vehicle being comparatively small, Comprising: The middle-speed area | region mentioned above is pointed out. This medium speed region, that is, the predetermined region, is a range determined by a value that the maximum value of the detected value of the outer portion acceleration can take within the predetermined period when a pole side collision occurs in the form of the side collision. These are obtained in advance by a side collision test or simulation using an actual vehicle.

  According to this, when the region determination unit determines that the outer portion acceleration is within the predetermined region, the form determination unit can more easily form the side collision using the inner partial acceleration. It can be determined whether the pole side collision occurs.

Here, in the side collision airbag control device,
It is preferable that the form determination means determines that the form of the side collision is a pole side collision when the inner partial acceleration is larger than a third threshold. In addition, the determination by the form determining means whether the inner partial acceleration is greater than the third threshold is a sufficient time after the detected value of the inner partial acceleration reaches the maximum value after the side collision has occurred. This is performed based on a comparison between the maximum value of the inner partial acceleration and the third threshold value in a certain period until elapses.

  That is, in the above-described medium speed region, the maximum value of the inner partial acceleration due to the pole side collision in a certain period after the pole side collision is constant after the barrier side collision due to the barrier side collision. Utilizing the fact that the third threshold is larger than the maximum value in the period, the third threshold value is attributed to the maximum value of the inner partial acceleration due to the pole side collision in a certain period after the pole side collision and the barrier side collision. By setting the intermediate partial acceleration to an intermediate value between the maximum value in a certain period after the barrier side collision, the pole side collision is performed by comparing the third threshold value and the inner partial acceleration by the form determination means. It is possible to accurately determine whether or not the occurrence has occurred.

  Further, after determining by the region determining means that the outer portion acceleration is within the predetermined region, the form determining means determines whether the form of the side collision is a pole side collision. Therefore, the following advantageous effects can be obtained.

  That is, in the above-described medium speed region, the maximum value of the outer side acceleration within a certain period after the occurrence of the pole side collision is the maximum value within the certain period after the barrier side collision when the barrier side collision occurs. It is equal to the value, and the second threshold value is used when the barrier side collision occurs by using the fact that it is larger than the maximum value of the outer portion acceleration when traveling on an extremely rough road surface, i.e., an extremely bad road. By setting the intermediate value between the maximum value of the outer part acceleration within a certain period and the maximum value of the outer part acceleration when traveling on the extremely bad road, By comparing the second threshold value with the outer portion acceleration, the outer portion acceleration when traveling on the villainous road can be cut out and excluded in advance.

  Thereby, due to the fact that the inner partial acceleration due to the pole side collision is equivalent to the inner partial acceleration when traveling on the villainous road, only in the determination by the form determining means, Compensating that the inner partial acceleration when traveling on the villainous road cannot be carved out, in the form determination means, the inner partial acceleration due to the pole side collision has occurred, that is, It is possible to accurately determine whether the side collision is the pole side collision.

  The pole side collision refers to a side collision form in which the side surface of the vehicle collides with a pole such as a utility pole. A side collision form other than the pole side collision includes, for example, a side collision of the vehicle. When the front end of another vehicle collides, that is, a normal barrier side collision.

  Moreover, the said vehicle width direction inner side part typically points out the floor which comprises the bottom part of the vehicle interior space of the said vehicle body.

Here, in the side collision airbag control device,
When the form determining means determines that the pole side collision has occurred,
Or
When the area determination means determines that the outer portion acceleration is larger than the predetermined area,
It is preferable to include necessity determination means for determining whether or not the side collision airbag needs to be deployed.

  According to this, when it is assumed that the unfolding operation is necessary, the necessity determining unit can determine whether the unfolding operation is necessary.

More specifically, in the side collision airbag control device,
Preferably, the necessity determination unit determines that the side collision airbag needs to be deployed when the inner partial acceleration is greater than a fourth threshold value.

  In this case as well, the determination as to whether or not the inner partial acceleration is greater than the fourth threshold is performed by the necessity determination unit after the detected value of the inner partial acceleration has reached the maximum value after the side collision has occurred. This is performed based on a comparison between the maximum value of the inner partial acceleration and the fourth threshold value in a certain period until a sufficient time elapses.

  Furthermore, the fourth threshold value should be ignored as a maximum value in a certain period of the detected value of the inner partial acceleration that occurs in a normal operation such that the driver of the vehicle bumps an object accidentally or hits a limb, and noise should be ignored. Based on the small value of the detected value of the inner partial acceleration in a certain period, the detected value of the inner partial acceleration is set to be larger than the maximum value in the certain period and smaller than the third threshold value. These detection values are determined in advance as values for separating and removing.

  Accordingly, when the maximum value of the inner partial acceleration within a certain period is larger than the fourth threshold value, the necessity determination unit determines that the side collision airbag control device needs to be deployed. be able to.

Furthermore, in the side collision airbag control device,
It is preferable to include a control unit that controls a deployment operation of the side collision airbag based on the determination of the necessity determination unit.

  According to this, based on the determination of the necessity determination means, the deployment operation of the side collision airbag can be more appropriately controlled.

  ADVANTAGE OF THE INVENTION According to this invention, the airbag control apparatus for side collision which can implement | achieve more suitable expansion | deployment operation | movement can be provided.

  The best mode for carrying out the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a schematic view showing an embodiment of a side collision airbag control apparatus according to the present invention, and FIG. 2 is an arrangement of a side collision airbag control apparatus according to an embodiment of the present invention in a vehicle. It is a schematic diagram which sees from above. FIG. 3 is a schematic view showing the arrangement of the side collision airbag control device according to the embodiment of the present invention in the vehicle in a cross section perpendicular to the vehicle longitudinal direction.

As shown in FIGS. 1 and 2, the side collision airbag control device 1 of the present embodiment is adjacent to door acceleration sensors 2 provided at a total of two locations of the left and right front doors FD of the vehicle and the rear of the front door FD. A pair of left and right B pillars, and a pair of left and right C pillars located adjacent to the rear of the rear door RD. Floor acceleration sensors 4 arranged at two locations, and an air bag ECU 5 arranged in front of the center console of the vehicle body
(Electronic Control Unit) and an airbag 6 for side collision. Note that the floor acceleration sensor 4 on the front side of the vehicle is disposed inside the airbag ECU 5.

  The door acceleration sensor 2 is a trim that forms an inner portion of a front door FD of a vehicle as shown in FIGS. 2 and 3, at a position adjacent to a joint portion by welding of an impact beam and an upper and lower beam, not shown in detail here. The outer portion accelerations Gd1 and Gd2 which are provided on the outer side surface in the vehicle width direction of T and are generated in the left and right front doors FD due to the impact force at the time of a side collision of the vehicle are detected, and their detected values Gd1 and Gd2 The outer portion acceleration detecting means is configured to output to the airbag ECU 5.

  The pillar acceleration sensor 3 is provided in a B pillar located behind the front door FD of the vehicle and a C pillar located behind the rear door RD behind the B pillar as shown in FIG. The outer accelerations Gp1 to Gp4 generated at the four locations including the left B pillar, the right B pillar, the left C pillar, and the right C pillar due to the impact force of the outer side are detected, and the detected values are detected as air The outer portion acceleration detection means for outputting to the bag ECU 5 is configured.

  As shown in FIG. 2, the floor acceleration sensor 4 is disposed inside the airbag ECU 5 disposed in front of the center console as shown in FIG. 2, and the other extends in the vehicle width direction slightly forward of the C pillar. Two internal accelerations Gf1 and Gf2 in the vehicle longitudinal direction of the vehicle width direction inner portion of the vehicle body caused by the impact force at the time of a side collision of the vehicle are detected on the C cross, and the detected values are used as airbags. The inner partial acceleration detecting means for outputting to the ECU 5 is configured.

  The airbag ECU 5 includes, for example, a CPU, a ROM, a RAM, a data bus that connects them, and an input / output interface, and an area determination unit 5a in which the CPU performs each process described below in accordance with a program stored in the ROM. The configuration determining unit 5b, the necessity determining unit 5c, and the control unit 5d are configured.

  The area determination means 5a of the airbag ECU 5 generates a side collision between the output values Gd1 and Gd2 of the door acceleration sensor 2 installed on the left and right front doors FD and the output values Gp1 to Gp4 of the four pillar acceleration sensors 3, respectively. Then, the maximum value MAX (Gd1-2, Gp1-4) within a certain period is calculated and stored in the RAM as the maximum value G1max of the outer portion acceleration G1, and the output values Gf1-2 of the two floor acceleration sensors 4 are calculated. The maximum value MAX (Gf1-2) within a certain period after the occurrence of the side collision is calculated and stored in the RAM as the maximum value G2max of the inner partial acceleration G2.

  Further, a first threshold value α, a second threshold value β, a third threshold value γ, and a fourth threshold value δ are stored in advance in the ROM of the airbag ECU 5. The first threshold value α is determined based on a waveform within a certain period of the output value of the door acceleration sensor 2 or the pillar acceleration sensor 3 obtained in advance by an actual vehicle test. Hereinafter, a method for determining the first threshold value α to the fourth threshold value δ will be described with reference to the drawings. 4 and 5 are schematic views showing a threshold value determining method used in an embodiment of the side collision airbag control apparatus according to the present invention.

  Here, in the high speed region where the outer portion acceleration G1 is larger than the medium speed region where the outer portion acceleration G1 is relatively small due to the relatively low speed of the vehicle side collision or the weight of the vehicle, the pole side collision Or, it is an intermediate value between the peak value P1 of the waveform of the outer portion acceleration G1 when the barrier side collision occurs and the peak value P2 of the waveform of the outer portion acceleration G1 when the pole side collision occurs in the medium speed region. That is, P1> α> P2 is set.

  As shown in FIG. 3, the door acceleration sensor 2 is disposed on the trim T of the front door FD, and the pillar acceleration sensor 3 is disposed on the B-pillar or C-pillar. FIG. 4 shows that the barrier MDB (Movement Deformable Barrier) directly collides with the door acceleration sensor 2 or the pillar acceleration sensor 3 even in the case of a collision on the side wall of the barrier directly against the acceleration sensor 2 or the pillar acceleration sensor 3. Thus, in the medium speed region, there is no significant difference between the peak value P2 of the outer portion acceleration G1 at the time of the pole side collision and the peak value P3 of the outer portion acceleration G1 at the time of the barrier side collision.

  On the other hand, as shown in FIG. 3, the floor acceleration sensor 4 is disposed on a floor F that is disposed across a pair of rockers R that are structural members extending in the vehicle front-rear direction outside the vehicle width direction of the vehicle body. As a result, the pole P extending in the vertical direction directly collides with the rocker R, and in the barrier side collision, the barrier MDB extending only above the rocker R in the vertical direction does not directly collide with the rocker R. As shown in FIG. 5, the peak value P22 of the inner partial acceleration G2 at the time of the pole side collision is larger than the peak value P23 of the inner partial acceleration G2 at the time of the barrier side collision.

  As for the second threshold value β, the peak value P2 of the waveform of the outer portion acceleration G1 when a pole side collision occurs and the peak of the waveform of the outer portion acceleration G1 when a barrier side collision occurs in the medium speed region. Occurs when the vehicle travels on a value P3 and the peak value P4 of the waveform of the outer portion acceleration G1 at the time of a mean impact and a very bad road with a lot of unevenness when the front door FD is intentionally closed tightly. Based on the peak value P5 of the waveform of the outer portion acceleration G1 during driving on a terrible road, as shown in FIG. 4, P2, P3, P4> β> P5 are set.

  The third threshold γ is determined based on the waveform of the inner partial acceleration G2 within a certain period of the output value of the floor acceleration sensor 4 obtained in advance by an actual vehicle test. Here, in the high speed region where the outer portion acceleration G1 is larger than the medium speed region, the peak value P21 of the waveform of the inner partial acceleration G2 when the pole side collision or the barrier side collision occurs, and the medium speed region, Based on the peak value P22 of the waveform of the inner partial acceleration G2 when the pole side collision occurs, and the peak value P23 of the waveform of the inner partial acceleration G2 when the barrier side collision occurs in the medium speed region, FIG. Thus, P21> P22> γ> P23 is set.

  As for the fourth threshold δ, the peak values P22 and P23 described above, the peak value P24 of the waveform of the inner partial acceleration G2 of the output value of the floor acceleration sensor 4 at the time of the mean shock, and the floor acceleration sensor at the time of driving on the extremely bad road Based on the peak value P25 of the waveform of the inner partial acceleration G2 of the output value of 4, P22, P23, P24, and P25> δ are set. That is, here, δ <γ.

  Further, the region determination means 5a of the airbag ECU 5 determines the side collision mode based on the inner partial acceleration G2 when the maximum value G1max of the outer portion acceleration G1 is equal to or less than the first threshold value α and greater than the second threshold value β. Is determined to be within a predetermined area that needs to be determined. At the same time, the region determination means 5a determines that the maximum value G1max of the outer portion acceleration G1 is larger than the predetermined region when the maximum value G1max of the outer portion acceleration G1 is larger than the first threshold value α, and the maximum value G1max of the outer portion acceleration G1 is equal to or smaller than the second threshold value β. Is determined to be smaller than the predetermined area.

  In addition, the form determination means 5b of the airbag ECU 5 is the case where the area determination means 5a determines that the maximum value G1max of the outer portion acceleration G1 is within the predetermined area, and the maximum value G2max of the inner partial acceleration G2 is the first value. When it is larger than the three thresholds γ, it is determined that the side collision type is a pole side collision, that is, a pole side collision has occurred.

  Further, the necessity determining unit 5c of the airbag ECU 5 determines that the form determining unit 5b determines that the side collision form is a pole side collision, or the area determining unit 5a determines that the outer portion acceleration G1 is larger than the predetermined area. In the determination, when the maximum value G2max of the inner partial acceleration G2 is larger than the fourth threshold value δ, it is determined that the deployment operation of the side collision airbag 6 is necessary. Based on the determination that the necessity determination means 5c needs to be deployed, the control means 5d of the airbag ECU 5 outputs an airbag deployment signal to the side collision airbag 6 to control the deployment operation.

  The side collision airbag 6 is provided on the side of the front door FD or the rear door RD facing the vehicle interior as shown in FIG. 2 or on the seat back of the seat. The side airbag (not shown) that mainly protects the occupant's torso and the roof side rail of the vehicle is deployed between the vicinity of the occupant's head and the inner side of the vehicle body. Thus, it includes both a curtain airbag (not shown) that mainly protects the head of the passenger.

  The airbag 6 is ignited by a gas generating agent in a built-in inflator based on a deployment signal output from the control means 5d of the airbag ECU 5, and a large amount of inert gas such as nitrogen gas is instantaneously generated. The airbag 6 that is in the bag 6 is inflated by being filled into the airbag bag, thereby being deployed.

  The control contents of the side collision airbag control apparatus 1 according to this embodiment will be described below with reference to flowcharts. FIG. 6 is a flowchart showing the contents of control in one embodiment of the side collision airbag control apparatus according to the present invention.

  As shown in FIG. 6, in S1, the region determination means 5a of the airbag ECU 5 detects the output values Gd1-2 of the door acceleration sensor 2, and detects the output values Gp1-4 of the pillar acceleration sensor 3 in S2. In S3, the output values Gf1-2 of the floor acceleration sensor 4 are detected, and in S4, the region determination means 5a calculates the maximum value G1max = MAX (Gd1-2, Gp1-4) of the outer portion acceleration G1. Then, the maximum value G2max = MAX (Gf1-2) of the inner partial acceleration G2 is calculated.

  In S5, the region determination means 5a determines whether or not the maximum value G1max of the outer portion acceleration G1 is larger than the first threshold value α. If the result is affirmative, the process proceeds to S8, and if the result is negative, the process proceeds to S6. In S6, the region determination means 5a determines whether or not the maximum value G1max of the outer portion acceleration G1 is larger than the second threshold value β. If the result is affirmative, the process proceeds to S7, and if the result is negative, the control is terminated. .

  In S7, the form determination means 5b of the airbag ECU 5 determines whether or not the maximum value G2max of the inner partial acceleration G2 is larger than the third threshold value γ, and proceeds to S8 if affirmative, and proceeds to negative if negative. End control. In S8, the form determination means 5b determines whether or not the maximum value G2max of the inner partial acceleration G2 is larger than the fourth threshold value δ. If negative, the control is terminated, and if positive, the process proceeds to S9. In S9, the control means 5d of the airbag ECU 5 outputs an airbag deployment signal to the airbag 6.

  According to the embodiment described above, the following operational effects can be obtained. That is, when the region determination means 5a of the airbag ECU 5 determines that the maximum value G1max of the outer portion acceleration G1 is within a predetermined region defined by the first threshold value α and the second threshold value β, that is, the medium speed region. The form determination means 5b of the ECU 5 can more easily determine whether the side collision form is a pole side collision using the inner partial acceleration G2.

  That is, in the above-described medium speed region, as shown in FIG. 5, the peak value P22 of the inner partial acceleration G2 due to the pole side collision in a certain period after the pole side collision is equal to the inner partial acceleration G2 due to the barrier side collision. The third threshold value γ is set to an intermediate value between the peak value P22 and the peak value P23 by utilizing the fact that the peak value P23 is larger than the peak value P23 in a certain period of time, and thereby the form determining means 5b of the airbag ECU 5 is used. Thus, it can be accurately determined whether the side collision is a pole side collision, that is, whether a pole side collision has occurred.

  Further, when the maximum value G1max of the outer portion acceleration G1 is within the predetermined region, that is, the middle speed region is determined by the region determining unit 5a, a pole side collision, that is, a pole side collision occurs by the form determining unit 5b. Therefore, it is possible to determine whether or not the maximum value G1max of the outer portion acceleration G1 or the maximum value G2max of the inner portion acceleration G2 is individually determined as a threshold value. be able to.

  That is, in the above-described medium speed region, as shown in FIG. 4, the peak value P2 of the outer portion acceleration G1 within a certain period after the occurrence of the pole side collision is constant in the outer portion acceleration G1 when the barrier side collision occurs. Since it is known in advance that the peak value P3 is equal to the peak value P3 within the period and is larger than the peak value P5 of the outer portion acceleration G1 when traveling on an extremely rough road surface, that is, a very bad road, The determination means 5a can distinguish and distinguish the outer portion acceleration G1 and the inner partial acceleration G2.

  That is, the second threshold value β is set such that the peak value P3 of the outer portion acceleration G1 within a certain period when the barrier side collision occurs and the peak value within a certain period of the outer portion acceleration G1 when traveling on a villainous road. By setting the intermediate value to P5, the region determining means 5a of the airbag ECU 5 determines that the maximum value G1max of the outer portion acceleration G1 is smaller than the second threshold value β in S6 in FIG. The outer portion acceleration G1 when traveling on a terrible road can be cut out and excluded.

  As a result, the peak value P22 of the inner partial acceleration G2 due to the pole side collision within a certain period is equal to the peak value P25 of the inner partial acceleration G2 when traveling on a very bad road, as shown in FIG. Therefore, only the determination using the third threshold value γ by the form determination means 5b cannot separate and distinguish the inner partial acceleration G2 when traveling on a very bad road. The inner partial acceleration G2 when traveling on a terrible road can be excluded in association with the outer portion post-acceleration G1 previously excluded in the process of S6 shown in FIG.

  Thereby, in S7 shown in FIG. 6, the form determination means 5b determines whether the maximum value G2max of the inner partial acceleration G2 is larger than the third threshold value γ, whereby the side collision form is a pole side collision. In other words, whether or not a pole side collision has occurred can be determined based on only a comparison with respect to a barrier side collision by excluding the villainous road traveling from the comparison target.

  Further, in this embodiment, as indicated by Y in S6 in FIG. 6, when the form determining means 5b of the airbag ECU 5 determines that a pole side collision has occurred, or as indicated by Y in S5 in FIG. In addition, when the region determining means 5a of the airbag ECU 5 determines that the outer portion acceleration G1 is larger than the predetermined region, the necessity determining means 5c deploys the side collision airbag 6 as shown in S8 in FIG. Only when it is assumed that the deployment operation is necessary by determining the necessity of the operation, the deployment operation of the airbag 6 is performed based on the comparison between the maximum value G2max of the inner partial acceleration G2 and the fourth threshold value δ. Therefore, the processing load of the airbag ECU 5 can be reduced.

  Further, when the necessity determination unit 5c of the airbag ECU 5 determines that the deployment operation of the side collision airbag 6 is necessary when the maximum value of the inner partial acceleration G2 is larger than the fourth threshold δ, The following effects can be obtained.

  In other words, as described above, the fourth threshold value δ is an internal partial acceleration generated in a normal operation in which the driver of the vehicle accidentally hits the airbag ECU 5 or the floor acceleration sensor 4 behind the vehicle or hits the limbs. Since this is a value for separating and removing the detected value of G2 and the detected value of the inner partial acceleration G2 that is small enough to be ignored as noise, the maximum value Gmax of the inner partial acceleration G2 beyond this fourth threshold value δ. When is large, it can be determined that the deployment operation of the airbag 6 is really necessary.

  Based on these matters, in the side collision airbag control apparatus 1 of the present embodiment, the control means 5d performs the deployment operation of the side collision airbag 6 based on the determination of the necessity determination means 5c of the airbag ECU 5. Since the airbag deployment signal is output to the airbag 6 for control, the deployment operation of the airbag 6 for side collision can be controlled more appropriately.

  If it is determined negative in S6 of FIG. 6, if G1 after the outer portion acceleration is smaller than the predetermined range, that is, the outer portion acceleration G1 is smaller than the medium speed region, the necessity determining means. Without performing the necessity determination by 5c, the control means 5d ends the control without outputting the airbag deployment signal unconditionally.

  Although the preferred embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and various modifications and substitutions are made to the above-described embodiments without departing from the scope of the present invention. be able to.

  For example, the door acceleration sensor 2 can be provided also in the rear door RD, and the pillar acceleration sensor 3 can be additionally provided in the A pillar located in front of the front door FD or the D pillar in the wagon car. Is possible.

  TECHNICAL FIELD The present invention relates to a side collision airbag control device applied to an automobile, and a side collision airbag control device capable of realizing a more appropriate deployment operation by adding and changing a relatively minor device. Therefore, the present invention can be applied to various vehicles such as passenger cars, trucks, and buses, and is useful.

It is a schematic diagram which shows one Embodiment of the airbag control apparatus for a side collision which concerns on this invention. It is a schematic diagram which shows arrangement | positioning in the vehicle of one Embodiment of the airbag control apparatus for a side collision which concerns on this invention. It is a schematic diagram which shows arrangement | positioning in the vehicle of one Embodiment of the airbag control apparatus for a side collision which concerns on this invention. It is a schematic diagram which shows the threshold value used for one Embodiment of the airbag control apparatus for a side collision which concerns on this invention. It is a schematic diagram which shows the threshold value used for one Embodiment of the airbag control apparatus for a side collision which concerns on this invention. It is a flowchart which shows the control content of one Embodiment of the airbag control apparatus for a side collision which concerns on this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Side impact airbag control device 2 Door acceleration sensor 3 Pillar acceleration sensor 4 Floor acceleration sensor 5 Airbag ECU
5a area determination means 5b form determination means 5c necessity determination means 5d control means 6 airbag FD front door RD rear door T trim P pole MDB barrier R rocker F floor

Claims (7)

  An outer portion acceleration detecting means for detecting an outer portion acceleration of an outer portion located on the outer side in the vehicle width direction of the vehicle body; and an inner partial acceleration detecting means for detecting an inner partial acceleration of the inner portion in the vehicle width direction of the vehicle body. , Area determination means for determining whether the outer side acceleration is within a predetermined area where the side collision type of the vehicle needs to be determined based on the inner partial acceleration, and the area determination means includes the outer portion acceleration. A side collision airbag control apparatus comprising: a form determination unit that determines the form of the side collision based on the inner partial acceleration when it is determined to be within the predetermined region.   The side collision airbag control apparatus according to claim 1, wherein the area determination unit determines whether the outer portion acceleration is larger or smaller than the predetermined area.   The side collision airbag control device according to claim 2, wherein the predetermined region is a region satisfying that the outer portion acceleration is equal to or less than a first threshold value and greater than a second threshold value.   The side collision airbag control according to claim 3, wherein the form determination means determines that the form of the side collision is a pole side collision when the inner partial acceleration is greater than a third threshold value. apparatus.   When the form determination means determines that the form of the side collision is the pole side collision, or when the area determination means determines that the outer portion acceleration is larger than the predetermined area, the side collision air The side collision airbag control apparatus according to claim 4, further comprising necessity judging means for judging whether or not a bag deployment operation is necessary.   6. The side collision air according to claim 5, wherein the necessity determination unit determines that the side collision airbag needs to be deployed when the inner partial acceleration is greater than a fourth threshold value. Bag control device.   The side collision airbag control apparatus according to claim 6, further comprising a control unit that controls a deployment operation of the side collision airbag based on the determination of the necessity determination unit.

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