JP2011131834A - Device for determining rollover - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a device for determining a rollover that improves a determining performance of a vehicle rollover, even if the vehicle rollover is determined on the basis of a roll rate and lateral acceleration of the vehicle. <P>SOLUTION: The device for determining the rollover includes a selector 14 for selecting a criterion of the rollover including the roll rate and lateral acceleration of the vehicle as elements for determining among a predetermined alternatives, depending on a roll angle and the lateral acceleration of the vehicle; and a determinator 16 for determining the vehicle rollover in accordance with the criterion of the rollover selected by the selector 14. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a rollover determination device that determines rollover (rollover) of a vehicle.

  As a prior art, there is provided a determination means for determining whether or not a lateral acceleration acting in the lateral direction of the vehicle and a roll rate acting around the longitudinal axis of the vehicle satisfy a relationship that causes the vehicle to roll over. A vehicle rollover judging device is known (see, for example, Patent Document 1). Patent Document 1 discloses an embodiment in which the rollover of a vehicle is determined based on whether or not the lateral acceleration and the roll rate belong within a specific region of a lateral acceleration-roll rate map (see FIG. 4 of Patent Document 1). Has been.

  Patent Document 2 shows a plurality of forms of rollover such as flipover, fallover, tripover, and the like.

Japanese Patent No. 4306043 JP 2005-22553 A

  FIG. 1 shows the roll rate and lateral acceleration detected as the behavior of the vehicle when tripping over a sandbox on the RR-Gy map with the vehicle roll rate RR and the vehicle lateral acceleration Gy as variables. It is the figure which piled up locus alpha. The lateral acceleration Gy is a positive value of the deceleration generated in the lateral direction of the vehicle. FIG. 1 shows three types of trajectories α1 to α3 having different maximum roll angles when the vehicle stumbles in a sandbox. α1 indicates a case where the maximum roll angle is 20 °, α2 indicates a case where the maximum roll angle is 30 °, and α3 indicates a case where the maximum roll angle is 90 °. That is, α1 and α2 indicate the trajectory when the vehicle stumbled in the sandbox but did not reach rollover, and α3 indicates the trajectory when the vehicle stumbled in the sandbox and reached rollover. ing.

  To ensure that the occupant is kept in the passenger compartment during a rollover, even if the occupant's head approaches the side glass as the vehicle rolls, there must be enough space between the occupant's head and the side glass. It is necessary to complete the rollover determination and activate an occupant protection device such as a curtain shield airbag. The time until the gap becomes insufficient (that is, the time until the gap between the occupant head and the side glass reaches a predetermined value due to the movement of the occupant head) may be referred to as “request time”.

  However, when the behavior of the vehicle changes along the trajectory α3 illustrated in FIG. 1, the trajectory α3 passes through the region A0b indicating the vehicle behavior that the vehicle is predicted to reach the rollover. Although determined, the timing T1 at which the vehicle is determined to roll over is not in time for the requested time D1.

  On the other hand, in order to make the timing T1 at which the vehicle is determined to roll over in time for the required time D1, the region in the direction in which the boundary line L0 approaches the origin O side so that the point on the required time D1 belongs to the region A0b. It is conceivable to expand the range of A0b. However, if the boundary line L0 of the area A0b is brought closer to the origin O side, the trajectory α2 passes through the area A0b, so even if the behavior does not lead to rollover, it is erroneously determined that the vehicle will roll over. There is a risk that.

  Thus, when determining the rollover of the vehicle based on the roll rate RR of the vehicle and the lateral acceleration Gy of the vehicle, it may be difficult to correctly determine the rollover depending on the behavior of the vehicle.

  Therefore, the present invention provides a rollover determination device capable of improving the rollover determination performance of a vehicle even when determining the rollover of the vehicle based on the roll rate of the vehicle and the lateral acceleration of the vehicle. For the purpose of provision.

In order to achieve the above object, a rollover determination device according to the present invention includes:
A selection means for selecting a rollover determination criterion including a vehicle roll rate and a vehicle lateral acceleration as determination elements from predetermined options according to a vehicle roll angle and a vehicle lateral acceleration,
And determining means for determining rollover of the vehicle according to the rollover determination criteria selected by the selecting means.

In order to achieve the above object, the rollover determination device according to the present invention is:
Roll angle detection means for detecting the roll angle of the vehicle;
Lateral acceleration detecting means for detecting the lateral acceleration of the vehicle;
According to the roll angle detected by the roll angle detection means and the lateral acceleration detected by the lateral acceleration detection means, a rollover determination criterion including a vehicle roll rate and a vehicle lateral acceleration as determination elements is set as a predetermined option. A selection means to select from,
Determination means for determining rollover of the vehicle according to the rollover determination criteria selected by the selection means.

  According to the present invention, even when the rollover of the vehicle is determined based on the roll rate of the vehicle and the lateral acceleration of the vehicle, the performance of determining the rollover of the vehicle can be improved.

On the RR-Gy map with the vehicle roll rate RR and the vehicle lateral acceleration Gy as variables, the roll rate detected as the vehicle behavior at the time of trip over at the sandbox and the trajectory α represented by the lateral acceleration are overlaid. FIG. It is a block diagram of rollover judging device 10 which is an embodiment of the present invention. 3 is a block diagram of a rollover determination device 50 showing a specific example of the rollover determination device 10. FIG. It is the figure which showed the example of trip over. 5 is a flowchart showing a selection process of an RR-Gy determination map performed by a rollover determination device 50. On the RA-Gy map M6 with the vehicle roll angle RA and the vehicle lateral acceleration Gy as variables, the trajectory α1 to the roll angle and the lateral acceleration detected as the vehicle behavior at the time of trip over at the sandbox. It is the figure which piled up α3. On the RR-Gy middle map M2 with the vehicle roll rate RR and the vehicle lateral acceleration Gy as variables, the locus α1 expressed by the roll angle and lateral acceleration detected as the vehicle behavior at the time of trip over at the sandbox. , 2 are superimposed. On the RR-Gy low map M1 with the vehicle roll rate RR and the vehicle lateral acceleration Gy as variables, the locus α3 expressed by the roll angle and the lateral acceleration detected as the vehicle behavior at the time of trip over at the sandbox. FIG. On the RA-Gy map M6 having the vehicle roll angle RA and the vehicle lateral acceleration Gy as variables, a locus α4 represented by the roll angle and the lateral acceleration detected as the vehicle behavior at the time of trip over at the curb. It is the figure which piled up α5. On the RR-Gy middle map M2 with the vehicle roll rate RR and the vehicle lateral acceleration Gy as variables, the locus α4 expressed by the roll angle and the lateral acceleration detected as the vehicle behavior at the time of trip over at the curb. FIG. On the RR-Gy high map M4 having the vehicle roll rate RR and the vehicle lateral acceleration Gy as variables, a trajectory α5 represented by the roll angle and lateral acceleration detected as the vehicle behavior at the time of trip over at the curb. FIG.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. In addition, the map shown in each drawing shows only the first quadrant in order to explain the point of the present invention, and the second to fourth quadrants are omitted.

  FIG. 2 is a block diagram of the rollover determination device 10 according to the embodiment of the present invention. The rollover determination device 10 selects a rollover determination criterion S including a vehicle roll rate RR and a lateral acceleration Gy of the vehicle as determination elements from predetermined options, and the vehicle according to the rollover determination criterion S. Determination means 16 for determining rollover. In addition, the rollover determination device 10 may include a roll rate detection unit 11 that detects the roll rate RR of the vehicle and a lateral acceleration detection unit 13 that detects the lateral acceleration Gy of the vehicle.

  The selection means 14 selects the rollover criterion S from predetermined options according to the roll angle RA of the vehicle and the lateral acceleration Gy of the vehicle.

  The roll angle RA of the vehicle may be detected by a roll angle detection means. In the case of FIG. 2, the roll angle RA is detected by the roll rate detection means 11 and the roll angle calculation means 12. The roll angle calculation unit 12 calculates the roll angle RA based on the roll rate RR detected by the roll rate detection unit 11. That is, the roll angle calculation means 12 calculates the roll angle RA by integrating the roll rate RR.

  In addition, options for selecting the rollover determination criterion S may be stored in advance in the storage unit 15 provided in the rollover determination device 10, for example. In this case, the selection unit 14 selects the rollover determination criterion S from among the determination criterion candidates that are a plurality of options stored in advance in the storage unit 15.

  The determination unit 16 determines the rollover of the vehicle according to the rollover determination criterion S selected by the selection unit 14. The determination means 16 is provided in the control device 20, for example. In addition to the determination unit 16, the control device 20 may include a roll angle calculation unit 12, a selection unit 14, and a storage unit 15. A specific example of the control device 20 is a so-called ECU (electronic control device). The roll angle calculation unit 12, the selection unit 14, and the determination unit 16 can be realized by a microcomputer including a CPU. The storage means 15 can be realized by a memory in the microcomputer.

  The protection device 30 is a device for protecting an occupant during rollover, and operates according to the determination result of the determination means 16. Specific examples of the protection device 30 include a curtain shield airbag and a pretensioner seat belt.

  Therefore, according to the rollover determination device 10, the rollover selected from the predetermined options according to the difference in the change modes of the roll angle RA and the lateral acceleration Gy that occur within a predetermined time from the time when the vehicle roll occurs. According to the determination criterion S, rollover determination can be performed. That is, regardless of the change mode of the roll angle RA and the lateral acceleration Gy, rollover is not determined according to the same rollover criterion S, but the rollover criterion S for each change mode of the roll angle RA and the lateral acceleration Gy. Therefore, the rollover can be determined according to an appropriate rollover determination criterion S including the roll rate RR and the lateral acceleration Gy as determination elements. As described above, since the rollover determination criterion suitable for the change mode of the roll angle RA and the lateral acceleration Gy is selected, even when the rollover is determined based on the roll rate RR and the lateral acceleration Gy, the rollover is determined. The determination performance can be improved.

  FIG. 3 is a block diagram of the rollover determination device 50 showing a specific example of the rollover determination device 10. The rollover determination device 50 determines a rollover form based on a detection value representing a vehicle behavior before the rollover, and selectively determines a determination map that is a rollover determination reference according to the determined form. Switch. Therefore, rollover determination is performed according to the determination map specialized for each rollover mode selected according to the detected value representing the behavior of the vehicle. No need to prepare. In addition, by using a decision map according to each rollover form, it is possible to accelerate rollover judgment when reaching rollover, and hypersensitivity response when not reaching rollover (for example, when rollover is reached, And the like can be achieved at the same time.

  Specific examples of rollover modes that can be discriminated by the rollover determination device 50 include flipover, fallover, trip type rollover (tripover), and the like.

  FIG. 4 is a diagram showing an example of trip over. FIG. 4A shows a form of rollover (hereinafter referred to as “sandbox tripover”) that occurs in a situation in which a vehicle slips after it has skid and enters a road surface with high friction such as a sandbox. . In the case of a sandbox trip over, there is a feature that a speed change amount Vy in the left-right direction of the vehicle is generated during a side slip of the vehicle. FIG. 4B shows a form of rollover (hereinafter, referred to as “curbstone tripover”) that occurs in a situation where the vehicle stumbles on a hard obstacle such as a curb after the side skid. In the case of the curb trip over, a speed change amount Vy is generated during a side slip of the vehicle, and a large lateral acceleration Gy is generated immediately after the vehicle has tripped over an obstacle.

  A rollover determination device 50 illustrated in FIG. 3 includes a roll rate sensor (RR sensor) 41, a roll angle calculation unit (RA calculation unit) 42, a Gy sensor 43a, a determination map selection unit 44, and a determination unit 46. Is provided.

  The roll rate sensor (RR sensor) 41 corresponds to the roll rate detection unit 11 illustrated in FIG. 2 and detects an angular velocity (roll rate RR) in the roll direction of the vehicle. The RA calculation unit 42 corresponds to the roll angle calculation unit 12 illustrated in FIG. 2 and calculates the roll angle RA. The Gy sensor 43a corresponds to the lateral acceleration detection means 13 illustrated in FIG. 2, and is a first lateral acceleration sensor that detects a lateral acceleration Gy in the left-right direction (vehicle width direction) of the vehicle. The lateral acceleration Gy is a concept that includes a deceleration that occurs in the left-right direction of the vehicle. For example, the lateral acceleration Gy has a positive value that is a deceleration that occurs in the left-right direction of the vehicle. The determination map selection unit 44 corresponds to the selection unit 14 illustrated in FIG. The determination unit 46 corresponds to the determination unit 16 illustrated in FIG.

  Further, the storage device of the rollover determination device 50 includes, as a determination map that is a determination criterion for rollover, an RR-Gy low map M1, an RR-Gy middle map M2, an RR-RA low map M3, and an RR-Gy high map. M4 and RR-RA high map M5 are stored in advance. In addition, an RA-Gy map M6 is stored in advance in the storage device. The storage device corresponds to the storage unit 15 illustrated in FIG.

  The three RR-Gy maps M1, M2, and M4 are two-dimensional maps represented on an orthogonal coordinate plane with the roll rate RR and the lateral acceleration Gy as variables. For example, the horizontal axis indicates the Gy after lateral acceleration. The roll rate RR is taken on the vertical axis. The two RR-RA maps M3 and M5 are two-dimensional maps represented on an orthogonal coordinate plane using the roll rate RR and the roll angle RA as variables. For example, the roll angle RA is taken on the horizontal axis, A roll rate RR is taken on the shaft. The RA-Gy map M6 is a two-dimensional map represented on an orthogonal coordinate plane using the roll angle RA and the lateral acceleration Gy as variables. For example, the roll angle RA is taken on the horizontal axis and the lateral acceleration is taken on the vertical axis. Gy is taken.

  In addition to the Gy sensor 43a, the rollover determination device 50 includes a Gy sensor 43b as a second lateral acceleration sensor that detects lateral acceleration in the left-right direction of the vehicle. The Gy sensor 43b is a sensor for detecting a side collision (a collision in the left-right direction of the vehicle) that can detect a lateral acceleration that is larger than the lateral acceleration that can be detected by the Gy sensor 43a. The rollover determination device 50 includes a collision determination unit 47 that determines a side collision of the vehicle based on the output signal of the Gy sensor 43b.

  The determination map selection unit 44 selects an RR-RA map and an RR-Gy map one by one from among a plurality of determination map candidates stored in advance in the storage device as a rollover determination criterion. The RR-RA map is suitable for use as a criterion for determining whether or not a flipover and a fallover are reached. The RR-Gy map is suitable for use as a criterion for determining whether or not a trip over is reached.

  The determination unit 46 determines whether or not the vehicle rolls over depending on whether the detection value of the roll rate RR and the detection value of the roll angle RA belong to a predetermined area on the RR-RA map selected by the determination map selection unit 44. If both detection values belong to the area, it is determined that the rollover is reached, and if not, it is determined that the rollover is not reached. In parallel with this, the determination unit 46 determines whether or not the detection value of the roll rate RR and the detection value of the lateral acceleration Gy belong to a predetermined region on the RR-Gy map selected by the determination map selection unit 44. It is determined whether or not the vehicle reaches rollover. If both detection values belong to the region, it is determined that rollover is reached, and if it does not belong, it is determined that rollover is not reached. Thereby, regarding a plurality of rollovers having different forms, it is possible to determine in parallel whether or not the rollover is reached.

  Here, the determination map selection unit 44 selects the RR-Gy middle map M2 and the RR-RA low map M3 in the normal state (in the default state) as a rollover determination criterion, and is based on the RA-Gy map M6. When RA-Gy determination (details will be described later) is turned on, RR-Gy low map M1 and RR-RA low map M3 are selected, and when it is determined that the vehicle has collided, RR-Gy high map M4 and RR It is preferable to operate to select the RA high map M5.

  FIG. 5 is a flowchart showing the “RR-Gy map” selection process performed by the rollover determination device 50 (the “RR-RA map” selection process is omitted).

  When the lateral acceleration Gy is detected by the Gy sensor 43b at a predetermined value or more in step S10, the determination map selection unit 44 uses the RR-Gy low map M1 and RR- as a determination criterion for tripover, which is a form of rollover. Without selecting the Gy middle map M2, the RR-Gy high map M4, which is less sensitive than the RR-Gy middle map M2, is selected (step S50).

  When rollover is determined according to the RR-Gy high map M4, which is less sensitive to tripover determination sensitivity than the RR-Gy middle map M2, the RR-Gy middle is used even if the same detected value representing the vehicle behavior is detected. Compared with the case where rollover is determined according to the map M2, it is less likely to be determined when rollover is reached.

  Further, the case where the lateral acceleration Gy is detected by the Gy sensor 43b by a predetermined value or more means that, for example, a collision determination unit is detected by detecting a lateral acceleration Gy of a predetermined value or more that can be regarded as having collided with an obstacle such as a curb. This is a case where it is determined by 47 that the vehicle has collided.

  When the lateral acceleration Gy is not detected by the Gy sensor 43b at a predetermined value or more in step S10, the determination map selection unit 44 performs RA-Gy determination (details will be described later) based on the RA-Gy map M6 (step S20). When the result of the RA-Gy determination is OFF, the determination map selection unit 44 selects the RR-Gy middle map M2 as a trip over determination criterion (step S30). On the other hand, when the result of the RA-Gy determination is on, the determination map selection unit 44 uses the RR-Gy low map M1 whose tripover determination sensitivity is more sensitive than the RR-Gy middle map M2 as the determination criterion for tripover. Is selected (step S40).

  When the rollover is determined according to the RR-Gy low map M1 in which the trip over determination sensitivity is more sensitive than the RR-Gy middle map M2, the RR-Gy middle is detected even if the same detection value representing the behavior of the vehicle is used. Compared with the case where rollover is determined according to the map M2, it is easier to determine that rollover is reached.

  Next, the RA-Gy determination based on the RA-Gy map M6 shown in step S20 of FIG. 5 will be described based on FIG.

  FIG. 6 shows the roll angle and lateral acceleration detected as the behavior of the vehicle at the time of trip over at the sandbox on the RA-Gy map M6 having the vehicle roll angle RA and the vehicle lateral acceleration Gy as variables. FIG. The lateral acceleration Gy is a positive value of the deceleration generated in the lateral direction of the vehicle. FIG. 6 shows three types of trajectories α1 to α3 having different maximum roll angles of the vehicle when the vehicle stumbles in the sandbox. α1 indicates a case where the maximum roll angle is 20 °, α2 indicates a case where the maximum roll angle is 30 °, and α3 indicates a case where the maximum roll angle is 90 °. That is, α1 and α2 indicate the trajectory when the vehicle stumbled in the sandbox but did not reach rollover, and α3 indicates the trajectory when the vehicle stumbled in the sandbox and reached rollover. ing.

  The RA-Gy map M6 is divided into a region A6a and a region A6b by a threshold L6. That is, the threshold value L6 is a boundary line between the region A6a and the region A6b.

  The determination map selection unit 44 determines that the detected value of the roll angle RA and the detected value of the lateral acceleration Gy do not satisfy the predetermined condition (that is, the detected value of the roll angle RA and the detected value of the lateral acceleration Gy belong to the region A6a). As long as it is determined, the RR-Gy middle map M2 is selected as the trip over determination criterion (corresponding to step S30 when the result of the RA-Gy determination in FIG. 5 is OFF).

  In this case, it is determined whether or not rollover is reached according to the RR-Gy middle map M2 shown in FIG. 7A. The RR-Gy middle map M2 is divided into a region A2a showing a roll rate and a lateral acceleration at which the vehicle does not reach a rollover and a region A2b showing a roll rate and a lateral acceleration at which the vehicle reaches a rollover, according to a threshold value L2. ing. As shown in FIG. 7A, since neither the trajectory α1 nor α2 passes through the region A2b showing the vehicle behavior predicted that the vehicle will roll over, it is determined that the vehicle does not roll over.

  On the other hand, when the detection value of the roll angle RA and the detection value of the lateral acceleration Gy satisfy predetermined conditions (that is, the detection value of the roll angle RA and the detection value of the lateral acceleration Gy are in the region A6b). RR-Gy middle map M2 which is the first reference selected when the detected value of the roll angle RA and the detected value of the lateral acceleration Gy do not satisfy a predetermined condition as a determination criterion for trip over. In comparison, the RR-Gy low map M1, which is the second criterion with a sensitive tripover determination sensitivity, is selected (corresponding to step S40 when the result of the RA-Gy determination in FIG. 5 is ON). For example, at the timing S1 when the trajectory α3 crosses the threshold value L6, the trip over determination criterion is switched from the RR-Gy middle map M2 to the RR-Gy low map M1.

  When the RR-Gy low map M1 is selected, it is determined whether rollover is reached or not according to the RR-Gy low map M1 shown in FIG. 7B. The RR-Gy low map M1 is divided into a region A1a indicating a roll rate and a lateral acceleration at which the vehicle does not reach a rollover and a region A1b indicating a roll rate and a lateral acceleration at which the vehicle reaches a rollover depending on a threshold value L1. ing.

  Therefore, as shown in FIG. 7B, since the trajectory α3 passes through the region A1b indicating the vehicle behavior predicted that the vehicle will roll over, it is determined that the vehicle will roll over. In addition, after the timing S1 when the trip over determination criterion is switched from the RR-Gy middle map M2 to the RR-Gy low map M1, a timing T2 at which the vehicle is determined to roll over according to the RR-Gy low map M1, The required time D2 can be made in time.

  As shown in FIGS. 7A and 7B, in order to make the tripover determination sensitivity based on the RR-Gy low map M1 (FIG. 7B) more sensitive than the RR-Gy middle map M2 (FIG. 7A), RR− The threshold value L1 of the region A1b determined to reach the rollover on the Gy low map M1 is RR-Gy map compared to the threshold value L2 of the region A2b determined to reach the rollover on the RR-Gy middle map M2. Is set at a position close to the origin O.

  Further, the determination map selection unit 44 determines whether the detection value of the roll angle RA and the detection value of the lateral acceleration Gy satisfy a predetermined condition (that is, the detection value of the roll angle RA and the detection value of the lateral acceleration Gy). RR-Gy middle map as a criterion for determining trip over when the lateral acceleration Gy is detected to be equal to or greater than the predetermined value L7 shown in FIG. 8, regardless of whether or not it belongs to the region A6b shown in FIGS. Without selecting the M2 and the RR-Gy low map M1, the RR-Gy high map M4, which is the third criterion that is less sensitive to tripover determination than the RR-Gy middle map M2, is selected (FIG. 5). Equivalent to step S50).

  FIG. 8 is represented on the RA-Gy map M6 having the vehicle roll angle RA and the vehicle lateral acceleration Gy as variables, and the roll angle and the lateral acceleration detected as the vehicle behavior at the time of trip over at the curb. FIG. The lateral acceleration Gy is a positive value of the deceleration generated in the lateral direction of the vehicle. FIG. 8 shows two types of trajectories α4 and α5 having different maximum roll angles when the vehicle is stumbled with a curb. α4 indicates a case where the maximum roll angle is 10 °, and α5 indicates a case where the maximum roll angle is 90 °. That is, α4 indicates a trajectory when the vehicle has stumbled with the curb but did not reach rollover, and α5 indicates a trajectory when the vehicle has stumbled with the curb and resulted in rollover. . A7 indicates a region where the detected value of the lateral acceleration Gy is equal to or greater than a predetermined value L7.

  The determination map selection unit 44 does not select the RR-Gy high map M4 as the trip over determination criterion unless the lateral acceleration Gy is detected not less than the predetermined value L7 (corresponding to the case where the result of step S10 in FIG. 5 is OFF). . Thereafter, as described above, if the result of the RA-Gy determination in FIG. 5 is OFF, whether or not the rollover is reached is determined according to the RR-Gy middle map M2 shown in FIGS. 7A and 9A. If the result of the RA-Gy determination in FIG. 5 is on, it is determined whether or not the rollover is reached according to the RR-Gy low map M1 shown in FIG. 7B. In the case of the vehicle behavior represented by the trajectory α4 shown in FIG. 8, the trajectory α4 passes through the region A6b, so that the result of the RA-Gy determination in FIG. 5 is turned on, and thus RR-Gy shown in FIG. It is determined whether or not a rollover is reached according to the low map M1.

  On the other hand, when the lateral acceleration Gy is detected to be equal to or greater than the predetermined value L7, the determination map selection unit 44 selects the RR-Gy high map M4 as a trip over determination criterion (corresponding to step S50 in FIG. 5).

  When the RR-Gy high map M4 is selected, it is determined whether or not a rollover is reached according to the RR-Gy high map M4 shown in FIG. 9B. The RR-Gy high map M4 is divided into a region A4a indicating a roll rate and a lateral acceleration at which the vehicle does not reach a rollover, and a region A4b indicating a roll rate and a lateral acceleration at which the vehicle reaches a rollover, according to a threshold L4. ing.

  Therefore, as shown in FIG. 9B, the trajectory α5 passes through the region A4b showing the vehicle behavior predicted that the vehicle will roll over, so it is determined that the vehicle will roll over. Further, the timing T3 at which the vehicle is determined to roll over according to the RR-Gy high map M4 can be made in time for the required time D4.

  As shown in FIGS. 9A and 9B, the RR-Gy high map M4 (FIG. 9B) makes the trip over determination sensitivity insensitive compared to the RR-Gy middle map M2 (FIG. 9A). The threshold value L4 of the region A4b determined to reach the rollover on the Gy high map M4 is RR-Gy map compared to the threshold value L2 of the region A2b determined to reach the rollover on the RR-Gy middle map M2. Is set at a position far from the origin O.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  For example, the threshold value set on the map in each figure is not limited to the position of the threshold value shown in each figure because an appropriate place differs for each vehicle (type). These threshold values may be set at appropriate positions based on results of experiments and simulations.

DESCRIPTION OF SYMBOLS 10,50 Roll over determination apparatus 11 Roll rate detection means 12 Roll angle calculation means 13 Lateral acceleration detection means 14 Judgment reference selection means 15 Storage means 16 Determination means 20 Control device 30 Protection device RR Roll rate RA Roll angle Gy Lateral acceleration α Trajectory indicating the transition of vehicle behavior A * Area D * Required time L * Threshold T * Judgment timing S1 Map switching timing

Claims (5)

A selection means for selecting a rollover determination criterion including a vehicle roll rate and a vehicle lateral acceleration as determination elements from predetermined options according to a vehicle roll angle and a vehicle lateral acceleration,
A rollover determination device comprising: determination means for determining rollover of a vehicle according to a rollover determination criterion selected by the selection means.   When the roll angle of the vehicle and the lateral acceleration of the vehicle satisfy predetermined conditions, the rollover criterion is set as the rollover determination criterion, compared to the first criterion selected when the predetermined condition is not satisfied. The rollover determination device according to claim 1, wherein the second reference having a high determination sensitivity is selected.   When the lateral acceleration of the vehicle is detected to be equal to or greater than a predetermined value, the first criterion and the second criterion are not selected as the rollover criterion, and the vehicle rollover is compared with the first criterion. The rollover determination device according to claim 2, wherein a third reference that is insensitive to determination is selected. 4. The rollover determination device according to claim 2, wherein the predetermined condition is determined by a predetermined region on a map in which a roll angle of the vehicle and a lateral acceleration of the vehicle are variables.
Roll angle detection means for detecting the roll angle of the vehicle;
Lateral acceleration detecting means for detecting the lateral acceleration of the vehicle;
According to the roll angle detected by the roll angle detection means and the lateral acceleration detected by the lateral acceleration detection means, a rollover determination criterion including a vehicle roll rate and a vehicle lateral acceleration as determination elements is set as a predetermined option. A selection means to select from,
A rollover determination device comprising: determination means for determining rollover of a vehicle according to a rollover determination criterion selected by the selection means.

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