JP2010247568A - Rollover discriminating device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accurately calculate an integrally calculated roll angle used for discriminating the rollover of a vehicle. <P>SOLUTION: A rollover discriminating device for discriminating whether the vehicle rolls over in the lateral direction or not includes a normal traveling roll angle calculation part for integrally calculating the roll angle of the vehicle based on a normal traveling damping coefficient set on the assumption that the state of the rollover of the vehicle belongs to the state of normal traveling and a detected roll rate and a rollover roll angle calculation part for integrally calculating the roll angle of the vehicle based on a rollover damping coefficient set on the assumption that the state of rollover of the vehicle belongs to the predetermined state of rollover in which the vehicle has a higher possibility of rollover than in the state of normal traveling and a detected roll rate. Based on the state of rollover of the vehicle, the device changes over a predetermined calculation part for calculating a roll angle for discrimination into either of the normal traveling roll angle calculation part and the rollover roll angle calculation part. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a rollover determination device that determines whether or not a vehicle rolls over.

  In recent years, protection devices such as airbags have been actively developed in order to protect passengers when accidents occur in vehicles. Here, there are various modes of impact generated in the vehicle at the time of an accident, and it is preferable that protective devices corresponding to various types of impact should be mounted on the vehicle. One example is a rollover resulting in a rollover of a vehicle. A curtain airbag that protects a passenger's head has been developed for the rollover.

  As a technique for discriminating a rollover of a vehicle, a roll rate detected by a roll rate sensor mounted on the vehicle is appropriately integrated, a roll angle (rollover angle) of the vehicle is calculated, and a rotation angle thereof is set to a predetermined value. When the threshold value is exceeded, a technique for deploying a curtain airbag is disclosed (for example, see Patent Document 1), assuming that the vehicle falls over. In this technology, a safety mechanism is further provided to prevent erroneous deployment of the curtain airbag.

  In addition, in order to quickly and accurately determine the rollover of the vehicle, a sensor or roll that detects lateral acceleration acting in the lateral direction of the vehicle below the suspension spring provided on the vehicle (on the ground side) A technique for installing a rate sensor is disclosed (for example, see Patent Documents 2 and 3). In these technologies, attention is paid to the fact that the moment and lateral acceleration acting when the vehicle rolls over are increased below the suspension.

JP 2003-34226 A JP 2007-153283 A JP 2007-153284 A JP 2002-212347 A

  In order to accurately determine the rollover of the vehicle, it is essential to calculate the roll angle of the vehicle. The roll angle of the vehicle used for this determination is calculated by time-integrating the roll rate (roll angular velocity) detected by a so-called roll rate sensor. On the other hand, when integral calculation based on the roll rate is performed, an error is likely to occur between the roll angle of the original vehicle and the roll angle that is integral calculated from the correlation between the sampling frequency and the state of the vehicle. Therefore, in general, based on the premise that the vehicle runs on a horizontal plane, the error included in the calculated roll angle can be reduced by multiplying the roll rate time integral by an appropriate attenuation coefficient. Figured.

However, conventionally, the attenuation coefficient in the integral calculation of the roll angle may be constant. Or, to avoid the problem of missing sampling of high frequency components caused by the impact of the vehicle, etc., if the roll rate is relatively small, the vehicle is considered to be in a state of vibration due to running on a rough road etc. A large coefficient is set to avoid the influence of vibration, and when the roll rate is high, it is considered that a large rollover operation is occurring in the vehicle, and the damping coefficient is set small, and the roll angle of the vehicle is calculated. . That is, in the prior art, the damping coefficient is switched between a fixed value and a fixed value based on the magnitude of the roll rate, and a roll value that is integrated with the actual vehicle roll angle. Trying to reduce the error with the corners.

  In this way, when the damping coefficient is properly used based on the roll rate of the vehicle, a large error occurs between the actual roll angle of the vehicle and the calculated roll angle depending on the state in which the vehicle is placed, particularly the rollover state of the vehicle. Thus, inconveniences such as erroneous deployment of the airbag may occur depending on circumstances. As an example, if the inclined surface changes after a vehicle has been traveling on an inclined surface where a certain roll angle is generated for a certain period of time, the roll rate that is generated while the vehicle is initially traveling on the inclined surface. Is low, the damping coefficient is set to be large. As a result, the roll angle calculated by integration becomes a value close to the horizontal (0 degree) even though the roll angle is generated in the vehicle. For this reason, if the inclination angle of the inclined surface on which the vehicle travels subsequently changes, the roll angle of the vehicle is erroneously calculated, thereby inducing erroneous deployment of the airbag.

  The present invention has been made in view of such a problem, and provides a rollover discrimination device capable of more accurately calculating the roll angle calculated to be used for discriminating the rollover of a vehicle. The purpose is to do.

  In order to solve the above problem, in the present invention, in the rollover determination device, two independent calculation units are provided as calculation units for calculating a roll angle for determination for determining the rollover of the vehicle, and the rollover state relating to the vehicle is provided. Based on the above, the calculation unit to be used is switched. Thereby, it is possible to calculate an appropriate roll angle according to the rollover state of the vehicle.

  Specifically, the present invention is a rollover determination device that determines whether or not a vehicle rolls laterally based on a determination roll angle for determining the rollover of the vehicle. Based on a roll rate detection unit that detects a roll rate, a normal travel attenuation coefficient that is set on the assumption that the rollover state of the vehicle belongs to a normal travel state, and the roll rate detected by the roll rate detection unit And a normal traveling roll angle calculating unit that integrates and calculates the roll angle of the vehicle, and the rollover state relating to the vehicle is assumed to belong to a predetermined rollover state that is determined to be more likely to roll over than the normal travel state. The roll angle of the vehicle is calculated based on the roll-off damping coefficient set by the roll rate and the roll rate detected by the roll rate detector. A roll angle calculation unit; and a switching unit that switches between the normal travel roll angle calculation unit and the roll roll angle calculation unit as a predetermined calculation unit that calculates the determination roll angle based on a rollover state related to the vehicle; Is provided.

  In the rollover discriminating apparatus according to the present invention, two independent calculation units, a normal traveling roll angle calculation unit and a rollover roll angle calculation unit, are provided, and any of the calculation units is used to integrate and calculate the discrimination roll angle. It is determined and switched by the switching unit. Both calculation parts are common in that the roll angle of the vehicle is calculated by integrating the roll rate of the vehicle obtained by the roll rate detection part with the damping coefficient taken into account. However, in the normal running roll angle calculation unit, the rollover state relating to the vehicle is in a state where the possibility of rollover is relatively low, whereas in the rollover roll angle calculation unit, the rollover state relating to the vehicle is relatively high in possibility of rollover. State. That is, in each calculation unit, an appropriate roll angle is calculated independently of each other after appropriately assuming a rollover state with respect to the corresponding vehicle.

Here, the rollover state relating to the vehicle refers to the state of the vehicle determined from physical characteristics involved in the rollover of the vehicle, and the rollover states relating to the vehicle are determined based on the degree of “possibility of rollover” of the vehicle. Can be compared. In the rollover discriminating apparatus according to the present invention, the roll angle calculation in the normal travel roll angle calculation unit is based on the premise that the rollover state related to the vehicle is the normal travel state, and the normal travel state is the rollover roll angle calculation unit. It is assumed that the possibility of the vehicle rollover is lower than the predetermined rollover state that is the premise of the above. The rollover state relating to the vehicle is preferably determined based on at least one of a lateral acceleration acting on the vehicle, the roll rate, and an angular acceleration which is a differential value of the roll rate.

  Then, as the predetermined calculation unit for calculating the determination roll angle used for the final rollover determination, which switching unit is used as the predetermined calculation unit is determined by the switching unit based on the rollover state regarding the vehicle, and The calculation unit is switched. In this way, by switching the predetermined calculation unit for calculating the determination roll angle between the normal traveling roll angle calculation unit and the rollover roll angle calculation unit on the basis of the rollover state regarding the vehicle, a more accurate roll angle is obtained. Can be calculated.

  Here, in the rollover determination device, the normal running roll angle calculation unit always calculates the roll angle of the vehicle regardless of whether the switching unit is switched as the predetermined calculation unit, and the rollover is performed. The roll angle calculation unit may be configured to calculate a roll angle based on a rollover state related to the vehicle when the switching unit is switched as the predetermined calculation unit. As described above, the normal traveling roll angle calculation unit is a calculation unit that corresponds to a state in which the rollover state of the vehicle has a relatively low possibility of rollover. In general vehicle travel, the rollover state of the vehicle is usually the normal travel state. Therefore, the normal travel roll angle calculation unit that calculates the roll angle of the vehicle corresponding to the normal travel state is considered to be a main calculation unit in the rollover determination device. Therefore, the roll angle calculation by the normal travel roll angle calculation unit is always performed regardless of the switching to the predetermined calculation unit, so that even if the calculation unit is frequently switched by the switching unit, most of the rollover states regarding the vehicle It is possible to continue to calculate the roll angle quickly and accurately in the normal running state.

  On the other hand, the rollover roll angle calculation unit is a calculation unit corresponding to a case where the rollover state related to the vehicle becomes a predetermined rollover state, that is, the possibility that the vehicle rolls over is relatively high. Accordingly, when the rollover state related to the vehicle becomes the predetermined rollover state, it is necessary to always switch as the predetermined calculation unit, but in other cases, it is not necessary to calculate the roll angle. In this way, by providing a light weight relationship between the normal traveling roll angle calculation unit and the rollover roll angle calculation unit, it is possible to achieve both the reduction of the load in the rollover discrimination device and the accurate calculation of the roll angle for discrimination. Can do.

  Here, in the rollover determination device, when the predetermined calculation unit is switched from the normal traveling roll angle calculation unit to the rollover roll angle calculation unit by the switching unit, the rollover roll angle calculation unit The roll angle calculated by the normal travel roll angle calculation unit immediately before may be set as an initial value for the roll roll angle calculation unit to calculate the roll angle. As described above, when the normal traveling roll angle calculation unit is considered as the main calculation unit, when the normal traveling roll angle calculation unit is switched from the normal traveling roll angle calculation unit to the rollover roll angle calculation unit, The roll roll angle calculation unit performs integral calculation using the roll angle as an initial value, whereby a more accurate determination roll angle is calculated. In particular, when the roll angle for determination is calculated by integration of the roll rate, the accuracy of the initial value ultimately results in the accuracy of the roll angle for determination, which is extremely important.

On the other hand, in the rollover discrimination device, when the predetermined calculation unit is switched from the rollover roll angle calculation unit to the normal travel roll angle calculation unit by the switching unit, the normal travel roll angle calculation unit While the rollover roll angle calculation unit is calculating the roll angle as the predetermined calculation unit, the normal travel roll angle calculation unit rolls the roll angle calculated independently by the normal travel roll angle calculation unit. It may be set as an initial value for calculating a corner. That is, when returning to the state where the calculation by the normal running roll angle calculation unit as the main calculation unit is performed, the influence of the roll angle according to the predetermined rollover state is cut off, and the roll angle according to the normal running state which has been constantly calculated By using as an initial value, a more accurate determination of the roll angle for determination by the normal traveling roll angle calculation unit can be expected.

  Here, in the rollover determination device described above, when the rollover state relating to the vehicle shifts from the predetermined rollover state to the normal travel state, the switching unit is configured to perform the first predetermined time from the transition until the first predetermined time elapses. The rollover roll angle calculation unit is maintained as the predetermined calculation unit, and after the first predetermined time has elapsed, the switching unit switches the predetermined calculation unit from the rollover roll angle calculation unit to the normal traveling roll angle calculation unit. You may comprise. That is, even if the rollover state relating to the vehicle shifts from the predetermined rollover state where the possibility of rollover is relatively high to the normal driving state where the rollover is relatively low, the switching unit does not immediately switch the predetermined calculation unit, The switching is performed after a predetermined time has elapsed. When shifting from a state where the possibility of rollover is high to a low state, there may be an unstable state as the rollover state relating to the vehicle, and there is a possibility that the state of high rollover is likely to return again. In such a case, the determination of the rollover of the vehicle must be performed reliably based on the roll angle calculated by the rollover roll angle calculation unit. Therefore, in the case of the above transition in which the possibility of rollover is likely to vary, the predetermined calculation unit is set to the normal traveling roll angle on the condition that the first predetermined time has elapsed as described above in consideration of the safety of the vehicle occupant. It is preferable to switch to the calculation unit.

  For the same reason, in the rollover discriminating apparatus described above, switching from the rollover roll angle calculation unit to the normal traveling roll angle calculation unit by the switching unit is performed from the normal traveling roll angle calculation unit by the switching unit. Compared with the switching to the rollover roll angle calculation unit, the rollover state related to the vehicle that is the reference for switching may be set to the side where the possibility of rollover is lower. That is, the rollover state relating to the vehicle that is the reference for the switching of the calculation unit by the switching unit is different between switching from the rollover roll angle calculation unit to the normal traveling roll angle calculation unit and vice versa, in other words, the above 2 By switching the calculation unit in one direction in a hysteresis manner, it is possible to ensure the safety of the vehicle occupant when the predetermined calculation unit is switched.

  Here, in the rollover determination device described above, the normal running state includes a first state in which the rollover state relating to the vehicle has a low possibility of rollover and a second state in which the possibility of rollover is higher than the first state. You may comprise so that it may contain. In that case, the normal travel roll angle calculation unit includes a first attenuation coefficient as the normal travel attenuation coefficient corresponding to the first state and a second attenuation coefficient as the normal travel attenuation coefficient corresponding to the second state. And the second attenuation coefficient is set higher than the first attenuation coefficient.

  Both the first state and the second state belong to the normal running state, but considering the rollover state related to the vehicle, the value of the normal running damping coefficient is distinguished into the first damping coefficient and the second damping coefficient. Is preferred. In the first state, since the rollover state relating to the vehicle has a very low possibility of rollover, it is considered that the vehicle is traveling stably. On the other hand, in the second state, the vehicle traveling is basically stable under the normal traveling state, but it is considered that the traveling noise such as vibration enters due to the influence of the rough road traveling. Therefore, in the first state, the roll angle can be accurately calculated even when the vehicle continuously travels on an inclined surface or the like where the roll angle is generated by relatively reducing the first damping coefficient. In the state, by making the second damping coefficient relatively high, it is possible to eliminate the influence on the roll angle calculation of vibration caused by traveling on a rough road.

In this way, when using the first damping coefficient and the second damping coefficient properly in the normal running state, as described above, in order to accurately determine the rollover based on the determination roll angle at the time of switching the coefficient, A configuration like this may be adopted. That is, when the rollover state related to the vehicle shifts from the second state to the first state, the normal traveling roll angle calculation unit calculates the second damping coefficient until the second predetermined time has elapsed since the transition. A configuration may be employed in which the normal travel roll angle calculation unit maintains the first attenuation coefficient as the normal travel attenuation coefficient after the second predetermined time has elapsed after maintaining the normal travel attenuation coefficient. In addition, the change from the second damping coefficient to the first damping coefficient by the normal traveling roll angle calculation unit is compared with the switching from the first damping coefficient to the second damping coefficient by the normal traveling roll angle calculation unit. Thus, a configuration may be adopted in which the rollover state relating to the vehicle serving as a reference for switching is set to a side with a lower possibility of rollover.

  Further, the damping coefficient may be properly used even in a predetermined rollover state. That is, in the rollover discrimination device described above, the predetermined rollover state includes a third state in which the rollover state relating to the vehicle has a low possibility of rollover and a fourth state in which the possibility of rollover is higher than the third state. You may comprise so that it may be included. In this case, the roll roll angle calculation unit includes a third attenuation coefficient as the rollover attenuation coefficient corresponding to the third state, and a fourth attenuation coefficient as the rollover attenuation coefficient corresponding to the fourth state. The fourth attenuation coefficient is set lower than the third attenuation coefficient.

  Both the third state and the fourth state belong to a predetermined rollover state, but considering the rollover state relating to the vehicle, it is possible to distinguish the value of the damping coefficient during rollover into a third damping coefficient and a fourth damping coefficient. preferable. In the third state, it is considered that the rollover state relating to the vehicle has reached a state that includes a so-called fallover form in which the roll rate is relatively low. On the other hand, in the fourth state, it is considered that the roll rate is relatively high and the possibility of rollover is higher than that of the fallover mode, so-called tripover mode is included. Therefore, in the third state, the third damping coefficient is relatively high, thereby placing importance on the accuracy of the calculated roll angle. In the fourth state, the fourth damping coefficient is relatively low, and the calculated roll angle is relatively low. The angle tends to increase, so that it is possible to quickly determine the rollover of the vehicle, and priority is given to passenger protection. In particular, since the trip over included in the fourth state is a sudden rollover of the vehicle, the rollover must be determined as soon as possible. For this purpose, the fourth damping coefficient is set lower than the third damping coefficient. That is extremely important.

  When the third damping coefficient and the fourth damping coefficient are properly used in the predetermined rollover state as described above, in order to accurately determine the rollover based on the determination roll angle at the time of switching the coefficient as described above, A configuration like this may be adopted. That is, when the rollover state related to the vehicle shifts from the fourth state to the third state, the rollover roll angle calculation unit calculates the fourth damping coefficient until the third predetermined time elapses from the transition. The rollover roll angle calculation unit may be configured to set the third attenuation coefficient as the rollover attenuation coefficient after the third predetermined time has elapsed. Further, the change from the fourth damping coefficient to the third damping coefficient by the roll roll angle calculation unit is compared with the switching from the third damping coefficient to the fourth damping coefficient by the roll roll angle calculation unit, You may employ | adopt the structure by which the rollover state regarding the said vehicle used as the reference | standard of switching is set to the side with the low possibility of rollover.

  Further, based on the roll angle for discrimination calculated by the rollover discriminating apparatus described above, the deployment of the rollover airbag to be activated when the rollover occurs in the vehicle mounted on the vehicle is controlled. An airbag control device that falls within the scope of the present invention is also included.

  It becomes possible to more accurately calculate the roll angle calculated by integral used for determining the rollover of the vehicle.

It is a figure showing the schematic structure of the vehicle by which the rollover discrimination device based on the Example of this invention is mounted. FIG. 2 is a functional block diagram of an airbag ECU mounted on the vehicle shown in FIG. 1. It is a figure which shows the outline of the rollover determination map for determining the rollover of a vehicle. It is a figure which shows the detail of the rollover determination area | region where the rollover state regarding a vehicle belongs. It is a figure which shows the flow of the process for determining the rollover determination area | region where the rollover state regarding a vehicle to which the airbag ECU shown in FIG. 2 belongs belongs. It is a figure which shows the flow of the process for calculating the roll angle for discrimination | determination of a vehicle performed by airbag ECU shown in FIG. It is a figure which shows the flow of the normal driving | running | working roll angle calculation process used in the process shown in FIG. It is a figure which shows the flow of the rollover roll angle calculation process used in the process shown in FIG. It is a figure which shows the correlation with transition of the rollover determination area | region where the rollover state regarding a vehicle belongs, and switching of an attenuation coefficient. It is a figure which shows transition of the rollover state regarding a vehicle, and transition of the actual roll angle of this vehicle. When the transition shown in FIG. 10A appears in a vehicle, the comparison result of the determination roll angle by the rollover determination device according to the present invention and the calculation result of the determination roll angle by the rollover determination device according to the prior art It is.

  Now, an embodiment of the rollover discrimination device according to the present invention will be described with reference to the accompanying drawings. In addition, the said Example shows an example of the discrimination | determination apparatus based on this invention, and does not limit the right range of this invention.

  Here, FIG. 1 is a diagram showing a schematic configuration of a vehicle 10 provided with an airbag device for protecting an occupant from an impact such as when an accident occurs. The vehicle 10 is provided with four seats for an occupant to sit on, but in order to simplify the description, an airbag device related to the cockpit will be described. Obviously, this is not intended to preclude the application of the invention to airbag devices for other seats. Here, in order to protect the occupant (operator) A seated in the cockpit of the vehicle 10, a curtain airbag 23 built in the side portion of the roof lining is installed. The curtain airbag 23 is controlled by an airbag ECU 20 that is an electronic processing device for controlling the deployment of the airbag in the vehicle 10. A roll rate sensor 21 and a lateral acceleration sensor 22 are connected to the airbag ECU 20, and detection values of the sensors can be acquired. The roll rate sensor 21 is a sensor that detects a roll rate that causes a rollover of the vehicle 10, and the lateral acceleration sensor 21 detects an impact acting in a lateral direction (a direction along the side) with respect to the vehicle 10. Acceleration sensor. In addition to the curtain airbag 23, the airbag provided for protecting the operator A includes a frontal collision airbag provided on the handle portion, and these are also controlled by the airbag ECU 20. Is done.

  Thus, airbag ECU20 manages various control regarding the airbag in the vehicle 10, However, In a present Example, description is advanced focusing on control of the curtain airbag 23 among them.

The rollover discriminating apparatus according to the present invention is an apparatus that discriminates whether or not the vehicle 10 is in a rollover state in order to deploy the curtain airbag 23, and is formed in the airbag ECU 20 in this embodiment. Realized by functional blocks. FIG. 2 shows the control executed in the air bag ECU 20 as a function block and visualized, and the control contents performed by these function blocks are a dedicated processor constituting the ECU, a program executed there, and the like. It can be realized by various methods. The airbag ECU 20 shown in FIG. 2 includes various functional blocks necessary for deploying the curtain airbag 23 in addition to the functional blocks that form the rollover device.

  In the airbag ECU 20, a rollover determination area determination unit 20a, a normal travel calculation unit 20b, a rollover calculation unit 20c, a calculated value switching unit 20d, a sensor output receiving unit 20e, a rollover determination map holding unit 20f, and a rollover determination unit 20g are included. An airbag deployment instruction portion 20h is formed. The rollover determination area determination unit 20a determines whether the rollover state relating to the vehicle 10 belongs to a normal running area or a rollover area shown in FIG. 4 to be described later, or which of the subdivided first to fourth areas It is a functional unit that determines and determines whether it belongs to. The description of each area will be described later. The rollover determination area is an area for determining a rollover state related to the vehicle 10 that is determined based on a physical parameter related to the possibility of the vehicle 10 rollover during traveling. As long as the vehicle 10 performs general traveling (including traveling leading to rollover), the rollover state relating to the vehicle 10 belongs to any rollover determination region, and control related to the curtain airbag 23 is performed based on the region to which the vehicle 10 belongs. Will be done.

  Next, the normal travel calculation unit 20b is based on the assumption that the rollover state of the vehicle 10 belongs to the normal travel region (see FIG. 4), and is used as a reference for controlling the deployment of the curtain airbag 23. The roll angle, that is, the roll angle for determining whether or not the vehicle 10 is in a rollover state, is a functional unit that calculates the determination roll angle according to the present invention. Further, the rollover calculating unit 20c is provided with a determination roll for determining whether or not the vehicle 10 is in a rollover state on the assumption that the rollover state related to the vehicle 10 belongs to the rollover region (see FIG. 4). It is a functional unit that calculates a corner. The calculated value switching unit 20d is a functional unit that switches whether one of the normal running calculation unit 20b and the rollover calculation unit 20c is used as a calculation unit that calculates the determination roll angle of the vehicle 10, and the functional unit is The calculation unit is switched based on the rollover state related to the vehicle 10.

  The sensor output receiving unit 20 e is a functional unit that receives detection values of the roll rate sensor 21 and the lateral acceleration sensor 22. The functional unit accepts various detection values from sensors other than these sensors, and provides them to control various airbags provided in the vehicle 10. The rollover determination map holding unit 20f determines the rollover of the vehicle 10 based on the determination roll angle calculated by each of the calculation units, in other words, the curtain airbag 23 must be deployed. It is a functional unit that holds a control map for determining whether or not. As shown in FIG. 3, the outline of this rollover determination map is as follows. In the coordinate space in which the horizontal axis is the determination roll angle and the vertical axis is the roll rate, the determination roll angle and the roll rate for the vehicle 10 are shaded. If the vehicle 10 belongs to the rollover areas 1 and 2, the vehicle 10 is determined to have a possibility of rollover. The rollover areas 1 and 2 are determined by the mechanical structure and weight of the vehicle 10. In general, the rollover areas 1 and 2 are in areas where the absolute value of the roll angle for determination and the roll rate is relatively large. 2 is formed.

  Next, the rollover determination unit 20g has a rollover that the rollover determination map holding unit 20f has to determine whether or not the vehicle 10 rolls over based on the determination roll angle calculated by each of the calculation units. It is a functional unit that determines according to a determination map. Then, if the determination result of the rollover determining unit 20g is that the vehicle 10 rolls over, the airbag deployment instructing unit 20h deploys the curtain airbag 23 to protect the occupant. This is a functional unit that instructs the airbag squib 23a.

Among the above-described functional units, a rollover determination area determination unit 20a, a normal travel calculation unit 20b, a rollover calculation unit 20c, a calculated value switching unit 20d, and a sensor output receiving unit 20e form a rollover determination device. In addition, an airbag control device for deploying the curtain airbag 23 is formed by the rollover determination map holding unit 20f, the rollover determination unit 20g, and the airbag deployment instruction unit 20h.

  Here, the rollover state relating to the vehicle 10 will be described with reference to FIG. The rollover state is determined according to a predetermined region condition, and belongs to each region arranged in order according to the magnitude of the possibility of the vehicle 10 rollover. In this embodiment, as predetermined region conditions for determining the rollover state, the lateral acceleration GY detected by the lateral acceleration sensor 22, the roll rate (angular acceleration) ω detected by the roll rate sensor 21, and the time of the roll rate. Any one of the differential angular accelerations dω may be used as appropriate. In the following, for the sake of brevity, the predetermined area condition is only the lateral acceleration GY. Therefore, according to FIG. 4, when the lateral acceleration GY is 0 to 2G, the rollover state relating to the vehicle 10 belongs to the normal travel region, and when the lateral acceleration GY is 2 to 4G, it belongs to the rollover region. . More specifically, when the lateral acceleration GY belongs to each of 0G to 1G, 1G to 2G, 2G to 3G, and 3G to 4G, the rollover state relating to the vehicle 10 is the first region, the second region, and the third region, respectively. , Belonging to the fourth region.

  Here, the normal travel area is an area where the roll angle of the vehicle 10 should be calculated more accurately in preparation for the rollover of the vehicle 10 that may occur in the future, although the vehicle 10 may not roll over immediately. is there. On the other hand, the rollover region is a region where the possibility of rollover of the vehicle 10 is higher than that in the normal travel region. Therefore, in order to prioritize passenger protection, the curtain airbag 23 is preferably easily deployed. This is an area where the roll angle for determination, which is a reference value for determining whether or not the curtain airbag 23 needs to be deployed, should be calculated. Furthermore, the normal travel region is divided into a first region and a second region, and the first region is a region where the possibility of the vehicle 10 rollover is lower than that in the second region. And when the rollover state regarding the vehicle 10 belongs to this 1st area | region, since the possibility of rollover is very low, it is thought that the vehicle 10 is performing the stable driving | running | working. On the other hand, when the rollover state relating to the vehicle 10 belongs to the second region, the vehicle travels basically stably because it belongs to the normal travel state, but travels due to vibrations or the like due to the influence of a rough road travel or the like. This is considered to be a state in which noise enters, and therefore, a lateral acceleration GY that increases the possibility of rollover of the vehicle 10 is generated, which is greater than when belonging to the first region. Further, the rollover area is divided into a third area and a fourth area, and the third area is an area in which the possibility of the rollover of the vehicle 10 is lower than the fourth area. And when the rollover state regarding the vehicle 10 belongs to this third region, there is a so-called fallover form in which the roll rate of the vehicle 10 is relatively low while the possibility of rollover of the vehicle 10 is relatively high. It is thought that it has reached a state where the rollover included can occur. On the other hand, when the rollover state related to the vehicle 10 belongs to the fourth region, the rollover rate of the vehicle 10 is relatively high and the roll rate is relatively high and the rollover is performed as compared with the fallover mode. It is considered that a rollover that includes a so-called trip-over form is likely to occur.

  As described above, the rollover state related to the vehicle 10 belongs to any one of the first and second regions forming the normal traveling region or the third and fourth regions forming the rollover region according to the possibility of the vehicle 10 rollover. Here, the roll angle of the vehicle 10 is calculated by the above-described normal travel calculation unit 20b and the rollover calculation unit 20c, and the former assumes that the rollover state related to the vehicle 10 belongs to the normal travel region. The roll angle is calculated on the assumption that the rollover state relating to the vehicle 10 belongs to the rollover region. And the integral formula used by each calculation part for calculation of roll angle (theta) of the vehicle 10 is a formula shown below.

Roll angle θ (n) = (1−α) · θ (n−1) + 1 / f · ω (n) · α (Formula 1)
Here, α is an attenuation coefficient, and f is a sampling frequency.

Then, when the rollover state of the vehicle 10 belongs to the first region, the normal running calculation unit 20b sets the attenuation coefficient α = 0.01 (first attenuation coefficient), and the rollover state is in the second region. Is set to attenuation coefficient α = 0.3 (second attenuation coefficient). The rollover calculating unit 20c sets the damping coefficient α = 0.2 (third damping coefficient) when the rollover state of the vehicle 10 belongs to the third region, and the rollover state is set in the fourth region. If it belongs, an attenuation coefficient α = 0.05 (fourth attenuation coefficient) is set. The reason why the attenuation coefficient is made different for each region to which each calculation unit belongs is that the characteristics of the rollover state relating to the vehicle 10 are different in each region as described above. In other words, considering that the vehicle is exposed to vibration caused by driving on a rough road in the second region, the damping coefficient of the second region is It is set higher than the attenuation coefficient. Further, in the fourth region, the possibility that the vehicle 10 rolls over is higher than that in the third region, that is, the vehicle 10 is exposed as soon as possible considering that the vehicle 10 is exposed to tripover or the like. In order to perform 10 rollover determination, the attenuation coefficient of the fourth region is set lower than the attenuation coefficient of the third coefficient.

  The airbag ECU 20 thus formed performs the processes shown in FIGS. 5 to 8, thereby calculating the determination roll angle of the vehicle 10. These processes are processes executed by the airbag ECU 20 at appropriate timing. Here, FIG. 5 shows a flow of the rollover determination area determination process, which is a process for determining and determining whether the rollover state related to the vehicle 10 belongs to the first area to the fourth area. FIG. 6 shows a flow of roll angle calculation processing for calculating the roll angle of the vehicle 10. And the flow of the normal running roll angle calculation process and the rollover roll angle calculation process used in the said process is shown by FIG. 7, FIG. 8, respectively.

  First, the rollover determination area determination process will be described with reference to FIG. This process is executed by the rollover determination area determination unit 20a. In S <b> 101, a rollover determination region corresponding to the rollover state of the vehicle 10 is determined based on detection values detected from the roll rate sensor 21 and the lateral acceleration sensor 22. As described above, when the region condition is only the lateral acceleration GY in this embodiment, when the lateral acceleration GY belongs to each of 0G to 1G, 1G to 2G, 2G to 3G, and 3G to 4G, the rollover state regarding the vehicle 10 is The determination is made that they belong to the first area, the second area, the third area, and the fourth area, respectively. When the process of S101 ends, the process proceeds to S102.

  In S102, it is determined whether or not the rollover determination region to which the current rollover state relating to the vehicle 10 belongs is a rollover determination region that has shifted from the rollover determination region located on the upper side that belonged immediately before. That is, when it is determined in S101 that the rollover state belongs to the first region, the second region, and the third region, the rollover state immediately before that belonged to the second region, the third region, and the fourth region, respectively. It is determined whether or not. As a result of the determination in S101, if it is determined that the current rollover state regarding the vehicle 10 belongs to the fourth region, a negative determination is necessarily made in S102. If a positive determination is made here, the process proceeds to S104, and if a negative determination is made, the process proceeds to S103.

  In S103, the hold time is not set, and in S104, the hold time is set. This hold time means that when the rollover state relating to the vehicle 10 has shifted from the upper rollover determination area to the lower rollover determination area, the roll angle of the normal running calculation section 20b or rollover calculation section 20c is immediately Instead of changing the calculation form, it is a time period for continuing calculation of the roll angle by the calculation unit corresponding to the rollover determination region belonging to before the transition only during the hold time. By adopting this hold time, it is possible to execute stable determination of rollover of the vehicle 10 in response to a situation in which the possibility of rollover in the vehicle 10 is likely to fluctuate, so that it is possible to sufficiently contribute to passenger safety. . The specific processing of the hold time will be described later with reference to FIG. When the process of S103 or S104 ends, the rollover determination area determination process ends.

  Next, the roll angle calculation process will be described with reference to FIG. This process is a process that forms the core of the rollover determination device according to the present invention, and is executed by each functional unit 20a to 20e in the airbag ECU 20. In S201, the rollover determination area determination process shown in FIG. 6 is executed, the rollover state relating to the current vehicle 10 is determined, and the hold time is set as necessary. In S202, based on the processing result of S201, it is determined whether or not the rollover state related to the vehicle 10 belongs to the normal travel region. If a positive determination is made here, the process proceeds to S203, and if a negative determination is made, the process proceeds to S205. Further, in S203, it is determined whether or not the current state is the timing within the hold time corresponding to the second region after the rollover state related to the vehicle 10 has shifted from the third region of the rollover region to the second region of the normal traveling region. Determined. That is, when the rollover state has shifted from the third region of the rollover region to the second region of the normal traveling region, an affirmative determination is made when the hold time set corresponding to the second region has not elapsed, If the hold time has elapsed, a negative determination is made. When the determination is affirmative, the process of S205 is performed, and when the determination is negative, the process of S204 is performed.

  In S204, the normal travel roll angle calculation process performed by the normal travel calculation unit 20b is employed as the determination roll angle calculation process of the vehicle 10. On the other hand, in S205, the rollover roll angle calculation process performed by the rollover calculation unit 20c is employed as the determination roll angle calculation process of the vehicle 10. The determination roll angle calculation process according to S202 to S205 is executed by the calculated value switching unit 20d. In other words, the calculated value switching unit 20 is responsible for switching between whether to adopt S204 or S205 as the process of calculating the discrimination roll angle of the vehicle 10 based on the rollover state relating to the vehicle 10. As will be described later with reference to FIG. 9, the calculation of the roll angle by the normal travel calculation unit 20b is always performed, while the roll angle calculation by the rollover calculation unit 20c is determined based on the determination in S202 or S203. This process is performed only when the process is to be performed. When the process of S204 or S205 ends, the roll angle calculation process ends. Based on the roll angle for determination calculated by the roll angle calculation process, the rollover determination unit 20g determines the presence or absence of rollover, and the deployment of the curtain airbag 23 is controlled.

  Here, details of the normal traveling roll angle calculation process and the rollover roll angle calculation process performed in S204 and S205 will be described with reference to FIGS. First, the normal traveling roll angle calculation process will be described. In S301, it is determined whether the rollover state relating to the vehicle 10 belongs to the first region. If a positive determination is made here, the process proceeds to S302, and if a negative determination is made, the rollover state belongs to the second region, and the process proceeds to S304. Here, in S302, it is determined whether or not the current state is the timing within the hold time corresponding to the first region after the rollover state related to the vehicle 10 has shifted from the second region to the first region. That is, when the rollover state has shifted from the second region to the first region of the normal traveling region, if the hold time set for the first region has not elapsed, an affirmative determination is made, and the hold time is If it has elapsed, a negative determination is made. When the determination is affirmative, the process of S304 is performed, and when the determination is negative, the process of S303 is performed.

  In S303, the attenuation rate in the above equation (1) is set to 0.01 as the first attenuation rate, and in S304, the attenuation rate is set to 0.3 as the second attenuation rate. Thereafter, the roll angle θ of the vehicle 10 is calculated according to the integral expression shown in Expression (1) by the process of S305.

As described above, according to the normal travel roll angle calculation process executed by the normal travel calculation unit 20b, based on the rollover state related to the vehicle 10, the attenuation rate corresponding to the rollover determination region to which the rollover state belongs is the first attenuation. As a result, the roll angle is calculated according to the above (1). When the rollover state shifts from the second region to the first region, the application of the first attenuation coefficient is delayed by the hold time due to the action of the hold time. This is because the possibility of rollover in the vehicle 10 is likely to change as in the case of the process of S203 in the roll angle calculation process.

  Next, the rollover roll angle calculation process will be described. In S401, it is determined whether the rollover state relating to the vehicle 10 belongs to the third region. If a positive determination is made here, the process proceeds to S402, and if a negative determination is made, the rollover state belongs to the fourth region, and the process proceeds to S404. Here, in S402, it is determined whether or not the current state is the timing within the hold time corresponding to the third region after the rollover state related to the vehicle 10 has shifted from the fourth region to the third region. That is, when the rollover state has shifted from the fourth region to the third region of the rollover region, if the hold time set for the third region has not elapsed, an affirmative determination is made, and the hold time has elapsed. If so, a negative determination is made. When the determination is affirmative, the process of S404 is performed, and when the determination is negative, the process of S403 is performed.

  In S403, the attenuation rate in the above equation (1) is set to 0.2 as the third attenuation rate, and the process of S405 is performed. In S405, it is determined whether or not the current rollover state of the vehicle 10 has just shifted from the second region in the normal travel region to the third region in the rollover region. If an affirmative determination is made here, the process proceeds to S406, and in calculating the roll angle in the rollover roll angle calculation process (specifically, in the process of S407 described later), the initial value of the integral expression of Expression (1) is set to the third value. The roll angle calculated by the normal travel roll angle calculation process is set in the second area immediately before the transition to the area. That is, the rollover roll angle calculation process is “started” using the calculation result of the previous normal travel roll angle calculation process. When the process of S406 ends, the process proceeds to S407.

  In S404, the attenuation factor is set to 0.05 as the fourth attenuation factor, and then the process proceeds to S407. In S407, the roll angle θ of the vehicle 10 is calculated according to the integral expression shown in Expression (1).

  Thus, according to the rollover roll angle calculation process executed by the rollover calculation unit 20c, the attenuation rate corresponding to the rollover determination region to which the rollover state belongs is based on the rollover state related to the vehicle 10, or the third attenuation rate or As a result, the roll angle is calculated according to the above equation (1). When the rollover state shifts from the fourth region to the third region, the application of the third damping coefficient is delayed by the hold time due to the action of the hold time. This is because the possibility of rollover in the vehicle 10 is likely to change as in the case of the process of S203 in the roll angle calculation process. Furthermore, when the rollover state has just shifted from the second area to the third area, the calculation result of the normal traveling roll angle calculation process before the shift is used for the rollover roll angle calculation process after the shift.

  Then, the roll angle for determination of the vehicle 10 is accurately calculated by the roll angle calculation process described above. Therefore, based on FIG. 9, calculation of the roll angle for determination of the vehicle 10 according to the transition of the rollover state with respect to the vehicle 10 will be described. FIG. 9A shows the transition of the rollover determination region to which the rollover state of the vehicle 10 belongs. Then, the damping coefficient for the normal running roll angle calculation process that fluctuates corresponding to the rollover state transition, that is, the transition of the first damping coefficient and the second damping coefficient, and the damping coefficient for the rollover roll angle calculation process, that is, the first FIGS. 9B, 9C, and 9D show the transition of the third damping coefficient and the fourth damping coefficient, and the transition of the normal traveling roll angle calculation process or rollover roll angle calculation process in the roll angle calculation process, respectively. ). And time t1-t8 attached | subjected through Fig.9 (a)-(d) is respectively common time.

  As shown in FIG. 9A, the rollover state relating to the vehicle 10 shifts from the first region to the second region at time t1, and returns to the first region again at time t2. Thereafter, the process shifts to the second area at time t3, to the third area at time t4, and to the fourth area at time t5. Furthermore, it returns to the third area at time t6, returns to the second area at time t7, and returns to the first area at time t8.

  According to the transition of the rollover state related to the vehicle 10, the rollover state shifts from the normal travel region to the rollover region at time t4, and returns to the normal travel region again at time t7. Therefore, as shown in FIG. 9D, at time t4, the calculated value switching unit 20d switches from adopting the normal running roll angle calculating process to adopting the rollover roll angle calculating process. On the other hand, at time t7, there is no immediate return from adopting the rollover roll angle calculating process to adopting the normal traveling roll angle calculating process. This is a result of reflecting the process of S203 in the roll angle calculation process. That is, the return to the normal travel roll angle calculation process is delayed by the hold time corresponding to the second area. The transition indicated by the dotted line in FIG. 9D is for the case where there is no delay due to the hold time. Further, when the rollover roll angle calculation process is adopted at time t4, the calculation result of the normal running roll angle calculation process that has been adopted until immediately before is set as the initial value of the rollover roll angle calculation process (the rollover roll angle). This corresponds to S406 of the calculation process). On the other hand, when the normal travel roll angle calculation process is adopted again after the hold time elapses from time t7, the normal travel roll that has always calculated the roll angle even in a state where it is not employed in the calculated value switching unit 20d. The processing result of the angle calculation process is directly used as the initial value of the normal traveling roll angle calculation process. That is, in this case, the processing result of the rollover roll angle calculation process is blocked.

  Next, as shown in FIG. 9B, the calculation of the roll angle itself by the normal travel calculation unit 20b is always continued. However, the calculation result is adopted as the discriminating roll angle of the vehicle 10 during the time t1 to t4 as shown in FIG. 9D or after the hold time has elapsed from the time t7. is there. Here, switching between the first damping coefficient and the second damping coefficient in the normal traveling roll angle calculation process will be described. At times t1 and t3 when the rollover state of the vehicle 10 shifts from the first region to the second region, the damping coefficient set by the equation (1) is changed from 0.01 of the first damping coefficient to 0 of the second damping coefficient. .3 is quickly switched to. On the other hand, at the times t2 and t8 when the rollover state has shifted from the second region to the first region, switching from the second damping coefficient to the first damping coefficient is not immediately performed. This is a result of reflecting the process of S302 in the normal traveling roll angle calculation process. That is, switching to the first attenuation coefficient is delayed by the hold time corresponding to the first region. Note that the transition indicated by the dotted line in FIG. 9B is a case where there is no delay due to the hold time.

  Next, as shown in FIG. 9C, the roll angle calculation by the rollover calculating unit 20c is different from the case shown in FIG. 9B, and the calculated value switching unit 20d performs the roll angle calculation processing in S205. It is executed only when. Therefore, the result of the rollover roll angle calculation process is adopted as the determination roll angle of the vehicle 10 at the time from the time t4 to the time t7 until the hold time elapses as shown in FIG. is there. Here, switching between the third damping coefficient and the fourth damping coefficient in the rollover roll angle calculation process will be described. At time t5 when the rollover state of the vehicle 10 has shifted from the third region to the fourth region, the damping coefficient set by the equation (1) is changed from 0.2 of the third damping coefficient to 0.05 of the fourth damping coefficient. It is switched to promptly. On the other hand, at the time t6 when the rollover state has shifted from the fourth region to the third region, switching from the fourth attenuation coefficient to the third attenuation coefficient is not immediately performed. This is a result of reflecting the process of S402 in the rollover roll angle calculation process. That is, switching to the third attenuation coefficient is delayed by the hold time corresponding to the third region. The transition indicated by the dotted line in FIG. 9C is for the case where there is no delay due to the hold time.

As shown in FIG. 9, the calculation unit for calculating the determination roll angle for determining the rollover of the vehicle 10 according to the rollover state related to the vehicle 10 by the roll angle calculation processing shown in FIG. It is switched between the calculation unit 20b and the rollover calculation unit 20c. Furthermore, the value of the attenuation coefficient used in each calculation unit is also switched according to the rollover state. Thereby, even if the rollover state of the vehicle 10 changes from moment to moment, an appropriate determination roll angle is calculated accordingly.

  Further, as shown in FIG. 9B, the normal traveling roll angle calculation process is always continued. Therefore, the use of the processing result of the normal traveling roll angle calculation processing at the time when the hold time has elapsed from time t4 or time t7 is performed smoothly. Moreover, since the time for performing the rollover roll angle calculation process is made as short as possible, the load on the airbag ECU 20 can be reduced.

  Here, when the rollover state of the vehicle 10 draws the transition shown in FIG. 10A (a) and the actual roll angle draws the transition shown in FIG. 10A (b), the rollover for determining the rollover of the vehicle 10 is determined. FIG. 10B (a) shows the case of the rollover discriminating apparatus according to the present invention, and the case of the rollover discriminating apparatus according to the prior art, as to how the points related to the vehicle 10 change on the judgment map. As shown in FIG. For the rollover device according to the prior art, see the item “Problems to be solved by the invention” in this specification. Note that the points PA to PJ attached to the transition lines of the items shown in FIGS. 10A and 10B are common to the respective drawings.

  The most notable point in the result of both rollover discrimination is between points PD to PE. In this section, the rollover state related to the vehicle 10 belongs to the first region, that is, the lateral acceleration GY related to the vehicle 10 is extremely low, the actual roll angle of the vehicle 10 is constant at a high value, and the roll rate is close to zero. It has become. In the rollover discriminating apparatus according to the prior art, in such a case, the attenuation coefficient in Equation (1) is set to be relatively high, so that the discriminating roll angle calculated as a result is close to 0 degrees (horizontal). It is a value. Therefore, as a result of the determination based on the roll angle for determination thereafter, the point relating to the vehicle 10 enters the rollover region 2, and as a result, a deployment instruction is issued to the curtain airbag 23. On the other hand, in the rollover discriminating apparatus according to the present invention, the attenuation coefficient in Equation (1) is appropriately switched, so that the calculated discriminating roll angle is zero even if the roll rate is close to zero. As a result, the point relating to the vehicle 10 does not enter the rollover region 2, and as a result, the deployment instruction is not issued to the curtain airbag 23.

As shown in FIG. 10A (a), the rollover state relating to the vehicle 10 has not yet shifted from the second region to the third region, so the curtain airbag 23 does not need to be deployed. Therefore, according to the rollover discrimination device according to the present invention, it is possible to avoid the curtain airbag 23 from being erroneously deployed.
<Other examples>
In the above embodiment, as shown in FIG. 9 and the like, when the rollover state relating to the vehicle 10 shifts from the upper rollover determination region to the lower rollover determination region, A delay state is formed for switching and attenuation coefficient switching. As described above, the delay state in such switching is useful for removing instability at the time of transition of the rollover determination region. Similarly, in order to remove instability at the time of transition of the rollover judgment area, as a method other than the setting of the hold time, the transition from the lower side to the upper rollover judgment area and the upper side to the lower side By changing the threshold value of the region condition that is the determination criterion for region transition at the time of transition to the rollover determination region, the condition that the calculation unit switching and attenuation coefficient switching differ depending on the transition direction of the determination region You may be made to perform in. Specifically, in order to eliminate the instability, the condition for switching from the adoption of the rollover calculation unit 20c to the adoption of the normal travel calculation unit 20b is more rollover than the reverse switching condition. It is set to the side where the nature is low. For example, the area condition for determining that the transition from the rollover area to the normal running area is set to 1.8G, while the area condition for determining that the transition from the normal running area to the rollover area is set to 2G. To do. As a result, as in the case where the hold time is set, a substantial delay state in the switching of the calculation unit is formed.

  Similarly, the region condition for determining that the transition from the second region to the first region has been set is set to 0.8G, while the region condition for determining that the transition from the first region to the second region has been performed. Set to 1G. The region condition for determining that the transition from the fourth region to the third region has been set is 2.8G, while the region condition for determining that the transition from the third region to the fourth region has been performed is 3G. Set to. This also forms a substantial delay state in switching of the attenuation coefficient, as in the case where the hold time is set.

10 .... Vehicle 20 ... Airbag ECU
21 ... Roll rate sensor 22 ... Lateral acceleration sensor 23 ... Curtain airbag

Claims (10)

A rollover discriminating device for discriminating whether or not a vehicle rolls in the lateral direction based on a discriminating roll angle for discriminating the rollover of the vehicle,
A roll rate detector for detecting the roll rate of the vehicle;
Based on the normal travel attenuation coefficient set on the assumption that the rollover state of the vehicle belongs to the normal travel state and the roll rate detected by the roll rate detector, the roll angle of the vehicle is integrated and calculated. A normal travel roll angle calculation unit;
The roll-over state relating to the vehicle is detected by the roll rate detection unit, and a roll-off damping coefficient that is set on the assumption that the roll-over state of the vehicle belongs to a predetermined roll-over state that is determined to be higher than the normal running state. Based on the roll rate, a rollover roll angle calculation unit that integrates and calculates the roll angle of the vehicle,
A switching unit that switches to either the normal traveling roll angle calculation unit or the rollover roll angle calculation unit as a predetermined calculation unit that calculates the roll angle for determination based on the rollover state with respect to the vehicle;
A rollover discrimination device comprising: The normal travel roll angle calculation unit always calculates the roll angle of the vehicle regardless of whether the switching unit is switched as the predetermined calculation unit,
The rollover roll angle calculation unit calculates a roll angle based on a rollover state relating to the vehicle when the switching unit is switched as the predetermined calculation unit.
The rollover discrimination device according to claim 1. When the predetermined calculating unit is switched from the normal traveling roll angle calculating unit to the rollover roll angle calculating unit by the switching unit, the rollover roll angle calculating unit is The roll angle that has been calculated is set as an initial value for the roll roll angle calculation unit to calculate the roll angle.
The rollover discrimination device according to claim 2. When the predetermined calculating unit is switched from the rollover roll angle calculating unit to the normal running roll angle calculating unit by the switching unit, the normal running roll angle calculating unit is configured such that the rollover roll angle calculating unit is the predetermined calculating unit. As the initial value for the normal travel roll angle calculation unit to calculate the roll angle, the roll angle that was independently calculated by the normal travel roll angle calculation unit while the roll angle was calculated as To
The rollover discrimination device according to claim 2. When the rollover state relating to the vehicle shifts from the predetermined rollover state to the normal running state, the switching unit maintains the rollover roll angle calculation unit as the predetermined calculation unit until a first predetermined time has elapsed since the transition. Then, after the first predetermined time has elapsed, the switching unit switches the predetermined calculation unit from the rollover roll angle calculation unit to the normal traveling roll angle calculation unit.
The rollover discrimination device according to any one of claims 1 to 4. Switching from the rollover roll angle calculation unit to the normal traveling roll angle calculation unit by the switching unit is more effective than switching from the normal traveling roll angle calculation unit to the rollover roll angle calculation unit by the switching unit. The rollover state related to the vehicle as a reference is set to the side where the possibility of rollover is lower,
The rollover discrimination device according to any one of claims 1 to 4. The normal running state includes a first state in which the rollover state relating to the vehicle has a low possibility of rollover, and a second state in which the possibility of rollover is higher than the first state,
The normal travel roll angle calculation unit includes a first attenuation coefficient as the normal travel attenuation coefficient corresponding to the first state, and a second attenuation coefficient as the normal travel attenuation coefficient corresponding to the second state. Have
The second attenuation coefficient is set higher than the first attenuation coefficient.
The rollover discrimination device according to any one of claims 1 to 6. When the rollover state relating to the vehicle transitions from the second state to the first state, the normal travel roll angle calculation unit calculates the second damping coefficient to the normal travel until the second predetermined time has elapsed since the transition. The normal travel roll angle calculation unit sets the first attenuation coefficient as the normal travel attenuation coefficient after the second predetermined time has elapsed.
The rollover discrimination device according to claim 7. The predetermined rollover state includes a third state in which the rollover state relating to the vehicle is low in the possibility of rollover, and a fourth state in which the possibility of rollover is higher than the third state,
The roll roll angle calculation unit has a third attenuation coefficient as the rollover attenuation coefficient corresponding to the third state, and a fourth attenuation coefficient as the rollover attenuation coefficient corresponding to the fourth state. ,
The fourth attenuation coefficient is set lower than the third attenuation coefficient;
The rollover discrimination device according to any one of claims 1 to 8. When the rollover state relating to the vehicle shifts from the fourth state to the third state, the rollover roll angle calculation unit calculates the fourth damping coefficient for the rollover attenuation until a third predetermined time has elapsed since the transition. Maintaining as a coefficient, after the third predetermined time has elapsed, the roll roll angle calculation unit sets the third damping coefficient as the rollover damping coefficient,
The rollover discrimination device according to claim 9.

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