JP2013082298A - Vehicle collision safety device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent and alleviate secondary damage by easy control including safety measures at such a small collision that an air bag is not deployed, related to a collision safety device which prevents and alleviates the secondary damage at the vehicle collision.SOLUTION: The vehicle collision safety device comprises: an automatic brake control device 5; an engine control device 7; and a collision control device 9 which controls the air bag 21, the automatic brake control device 5 and the engine control device 7 on the basis of signals from an acceleration sensor 15 and a vehicle speed sensor 17. The vehicle collision safety device is also characterized in that the collision control device 9 determines a large collision and the small collision on the basis of a magnitude of acceleration at the collision, when the large collision is determined, operates the air bag and brings an automatic brake into a full-brake state and brings an engine into a stopped state, and when the small collision is determined, makes the automatic brake possess an intermediate brake force corresponding to the acceleration at the collision without operating the air bag, and brings the engine into the stopped state.

Description

  The present invention relates to a safety device at the time of collision of a vehicle, and more particularly to a safety device at the time of a collision that prevents and reduces secondary damage at the time of a vehicle collision.

  An airbag system is installed as an occupant protection device in the event of a vehicle collision. However, in this system, only the airbag is operated due to a vehicle collision or the like, and secondary damage such as a collision occurs. Sufficient measures have not been taken for problems such as coasting after that and causing further collisions.

For example, Japanese Patent Application Laid-Open No. 6-234342 (Patent Document 1) is known as a technique related to prevention of this secondary damage. According to Patent Document 1, accelerations G _x and G _y are detected by a G sensor. Then, the ECU calculates the absolute value and direction of acceleration, and selectively operates a plurality of on-vehicle collision countermeasure systems based on the calculation result. The operating system includes front-seat airbags for pilot seats, front-seat airbags for passenger seats, side-impact airbags for passenger seats, side-impact airbags for passenger seats, automatic fire extinguishing devices, power shut-off devices, and accident reports It is disclosed to control including a device, a preloader seat belt, an automatic brake and a door lock releasing device.

  Similarly, Japanese Patent Laid-Open No. 2000-219111 (Patent Document 2) is known as a secondary damage prevention technique. According to the Patent Document 2, accidents that occur continuously at the time of a rear collision are known. In order to reduce or avoid the vehicle longitudinal acceleration is detected and compared to a threshold, it is shown that a brake signal is generated that triggers the vehicle brake when the threshold is exceeded.

  Moreover, as a technique for preventing a secondary collision due to a rear-end collision of a following vehicle, Japanese Patent Application Laid-Open No. 2009-101636 (Patent Document 3) and Japanese Patent Application Laid-Open No. 2009-101756 (Patent Document 4) are known.

JP-A-6-234342 JP 2000-219111 A JP 2009-101736 A JP 2009-101756 A

  In the secondary damage prevention apparatus of Patent Document 1 described above, various anti-collision countermeasure systems (pilot seat front collision air) based on the collision direction (front collision, side collision, rear collision) at the time of collision and the magnitude of the collision. Bags, front passenger airbags, cockpit side airbags, passenger side airbags, automatic fire extinguishing devices, power shutoff devices, accident reporting devices, preloader seat belts, automatic brakes and door lock release devices ) Is selected, the control and system become complicated due to the installation of various systems. Furthermore, even in the case of a light collision that does not require the airbag to be activated, it is not shown that it does not lead to a severe secondary collision.

  Patent Document 2 is a technique for preventing a secondary collision at the time of a collision, and Patent Documents 3 and 4 are techniques for preventing a rear-end vehicle from colliding, and an accelerator operation is performed by mistake in the operation of an accelerator and a brake. There is no indication of preventive measures, including those up to minor collisions that could get over curbs and car stops.

  Therefore, in view of the problems of the prior art, the present invention relates to a collision safety device that prevents and reduces secondary damage at the time of a vehicle collision, including a safety measure at the time of a minor collision such that an airbag does not deploy, The purpose is to prevent and reduce secondary damage through simple control.

In order to achieve such an object, the present invention provides an acceleration sensor provided on a vehicle body for detecting a collision, a vehicle speed sensor for detecting a vehicle speed, and an occupant protection airbag developed based on a signal from the acceleration sensor. An automatic brake control device for automatically braking the vehicle separately from the operation of the occupant, an engine control device for controlling the operation of the engine, and the airbag and the automatic brake control based on signals from the acceleration sensor and the vehicle speed sensor A collision control device for controlling the device and the engine control device,
The collision control device includes a severe collision determination unit that determines a severe collision when a detection signal from an acceleration sensor detects an acceleration equal to or higher than a first threshold when the vehicle speed is equal to or higher than a predetermined vehicle speed to start control;
A light collision determination unit that determines a light collision when detecting an acceleration between a second threshold smaller than the first threshold and the first threshold;
If the severe collision determination unit determines that a serious collision has occurred, the airbag is deployed, the engine is stopped by the engine control device, and the automatic brake control device is operated with full braking until the vehicle speed is detected as zero. And
If the light collision determination unit determines that the vehicle has a light collision, the engine is stopped by the engine control device without deploying the airbag, and the automatic brake control device is operated with intermediate braking until the vehicle speed is detected as zero. It operates.

According to the present invention, a severe collision and a minor collision are determined based on the magnitude of acceleration at the time of the collision.
Severe collision refers to the case where acceleration exceeding the first threshold set assuming the amount of change in acceleration caused by collision with other vehicles, etc. is detected. Mild collision refers to overcoming curbs and car stops. This refers to a case where acceleration occurs in a range that is equal to or greater than a second threshold value that is set assuming an amount of change in acceleration that occurs due to, for example, and does not reach the first threshold value.

  When it is determined that the collision is severe based on the signal from the acceleration sensor, the airbag is activated, the automatic brake is set to the full brake state, and the engine accelerator is turned off (fuel supply is stopped). To stop the engine. Thus, it is possible to avoid the problem that the vehicle travels inertially after the collision and further secondary collision occurs.

  In addition, if it is determined that the collision is slight based on the signal from the acceleration sensor, the automatic brake is set to an intermediate braking force state without operating the airbag, and the engine accelerator is turned off (fuel supply is stopped). ) To stop the engine. As a result, even if it is not a collision that activates the airbag, that is, a driver's operation mistake, a drowsy driving, a collision caused by a slight contact accident due to physical condition etc., or an accelerator pedal and brake pedal operation mistake Even if the curb is over or over a car stop, the vehicle stops safely due to the engine stop and automatic brake operation, so it can be prevented from leading to a serious accident. Can be reduced.

  In the present invention, it is preferable that the braking force of the intermediate braking by the automatic brake control device when it is determined that the light collision is a braking force according to the magnitude of acceleration between the first threshold value and the second threshold value. It is good to set to.

  According to such a configuration, the braking force of the automatic brake at the time of a light collision is set according to the magnitude of the acceleration that represents the magnitude at the time of the collision, that is, a large collision when the acceleration is large. Therefore, it is necessary to stop with a large braking force accordingly. Further, since the airbag is not deployed at the time of a minor collision, the occupant has no means for stably protecting the seat from the impact caused by the collision, and the occupant can only hold his / her posture with an arm or the like. For this reason, if full braking such as full braking is always applied without dealing with the magnitude of the collision, it is possible to avoid a problem that poses a danger to the occupant, and it is possible to safely prevent and reduce secondary damage even in the event of a minor collision. It becomes possible to do. In this way, by changing the braking force according to the magnitude of the collision at the time of a light collision, secondary damage can be safely prevented and reduced.

In the present invention, it is preferable that the first threshold value is a threshold value for determining the magnitude of acceleration caused by a collision with another vehicle or a building, and the second threshold value is smaller than the first threshold value. It may be a determination threshold value for the magnitude of acceleration caused by the above.
By configuring in this way, as described above, it is possible to determine whether the collision is a severe collision or a minor collision, and it is necessary to deploy the airbag, including the case of a minor collision that does not require the airbag to be activated. Secondary damage can be prevented and reduced along with severe collisions.

  The present invention relates to a safety device at the time of collision that prevents and reduces secondary damage at the time of a vehicle collision, including a safety measure at the time of a minor collision that prevents an airbag from being deployed, and prevents secondary damage by simple control. Can be prevented and mitigated.

1 is an overall configuration diagram of a vehicle collision safety device according to the present invention. FIG. 1 is a configuration block diagram showing a collision control device and an automatic control device of the present invention. It is a flowchart which shows the control flow of the collision control apparatus of this invention. +

  Hereinafter, the present invention will be described in detail with reference to embodiments shown in the drawings. However, the dimensions, materials, shapes, relative arrangements, and the like of the component parts described in this embodiment are not intended to limit the scope of the present invention to that unless otherwise specified.

FIG. 1 shows the overall configuration of a vehicle collision safety device according to the present invention. The vehicle is not particularly limited, and includes passenger cars, large vehicles such as trucks and buses.
The collision safety device 3 provided in the vehicle 1 includes an automatic brake control device 5, an engine control device 7, and a collision control device 9.
The automatic brake control device 5 controls the automatic brake device 11 that automatically generates a braking force regardless of the operator's operation of the brake pedal, and controls the magnitude of the brake braking force and the start and stop timing of the braking. Is. The automatic brake device 11 is a hydraulic or electric brake device, and a brake actuator that generates a braking force on each wheel generates a braking force on each wheel in response to a command signal from the automatic brake control device 5. It has become.
Further, as an automatic brake device for large vehicles such as trucks and buses, particularly in a system using an air brake, as a device for operating a full brake, braking may be performed by a so-called maxi brake. .

  The engine control device 7 controls the rotational speed and output of the engine 13, and performs accelerator opening control (fuel supply control), fuel supply timing (ignition timing) control, and the like. In the present embodiment, the amount of fuel supplied to the engine and the supply timing are controlled by controlling the accelerator opening.

  As shown in FIG. 1, the collision control device 9 includes an acceleration sensor 15 that is provided on the vehicle body and detects acceleration generated at the time of the collision, a vehicle speed sensor 17 that detects the vehicle speed, and an engine speed that detects the rotational speed of the engine 13. A signal from the sensor 19 is input, and an occupant protection airbag 21 that is deployed based on the signal from the acceleration sensor 15 and the signal from the vehicle speed sensor 17 is deployed. Further, the collision control device 9 outputs a control signal for controlling the automatic brake control device 5 and the engine control device 7.

As shown in FIG. 2, the collision control device 9 includes a severe collision determination unit 23 that determines a severe collision when a detection signal from the acceleration sensor 15 detects an acceleration equal to or higher than the first threshold α1, and a first threshold α1. When the acceleration between the smaller second threshold value α2 and the first threshold value α1 is detected, a light collision determination unit 25 that determines a light collision is provided.
The first threshold value α1 is a threshold value that serves as a reference for the magnitude of acceleration that is required to deploy the airbag 21 due to a collision with another vehicle or a building. The second threshold value α2 is smaller than the first threshold value α1, This is a threshold value that serves as a reference for the magnitude of acceleration caused by overcoming a curb or a vehicle stop, or a slight collision in which the airbag 21 does not deploy.

The first threshold value α1 and the second threshold value α2 are set by the determination threshold value setting unit 27. It may be set in advance as a fixed value, or may be stored as a threshold map 29 in which α1 and α2 are set as values corresponding to the vehicle speed based on a confirmation test in an actual vehicle.
The threshold value map 29 is set so that the threshold value tends to increase as the vehicle speed increases. However, in setting the second threshold value α2 for the mild collision determination, it is caused by a driver's operation mistake, doze driving, physical condition, etc. A different judgment threshold may be used to determine the relationship between the vehicle speed and the judgment threshold in the case of a collision due to a minor contact accident and the judgment threshold in the case of overturning of a curb or a vehicle stop due to an operation mistake of the accelerator pedal and the brake pedal. Good.

That is, the change in acceleration due to curb stones and overturning of the car stop due to an operation mistake of the accelerator pedal and the brake pedal, and the change of acceleration in the case of a collision due to a slight contact due to a driver's operation error, drowsy driving, or poor physical condition Because the relationship between the vehicle speed and the change in acceleration is not likely to show the same tendency, that is, the acceleration change in the case of overturning of the curb or the vehicle stop due to an operation mistake of the accelerator pedal and the brake pedal is weakly related to the vehicle speed. Since the relationship with the pedal depression amount is strong, below the predetermined vehicle speed (for example, the vehicle speed V ₁ or less higher than the vehicle speed V _{0 at} which the control is executed), the vehicle pedal speed and the accelerator pedal are further considered in consideration of the parameter of the accelerator pedal depression amount. Alternatively, a three-dimensional threshold map may be used in which threshold acceleration is set based on the amount of depression.

  When set with a three-dimensional threshold map that takes into account the amount of accelerator pedal depression below this predetermined vehicle speed, the change in acceleration in the case of curbs and overturning of a vehicle stop due to an operation mistake of the accelerator pedal and brake pedal, It is possible to discriminate from a change in acceleration in the case of a collision due to a slight contact due to a driver's operation mistake, doze driving, physical condition, etc., and it becomes possible to set the braking force of the automatic brake device 11 corresponding to each. , Can increase safety.

  As shown in FIG. 2, the automatic brake control device 5 is configured to operate the automatic brake device 11 with full braking (full brake) until the vehicle speed is detected when the heavy collision determination unit 23 determines that the heavy collision is detected. A brake operation unit 31 and an intermediate brake operation unit 33 that operates the automatic brake device 11 with an intermediate braking force until a vehicle speed of zero is detected when the light collision determination unit 25 determines that a light collision has occurred.

The intermediate brake actuating unit 33 is provided with a brake force calculating unit 35, and the brake force calculating unit 35 calculates an intermediate braking force by the automatic brake device 11 when it is determined that a light collision has occurred. The intermediate braking force is calculated as a braking force corresponding to the magnitude of acceleration between the first threshold value α1 and the second threshold value α2 detected at the time of collision. Further, the intermediate braking force may be calculated using a preset braking force map.
The braking force signal from the automatic brake control device 5 is output to the automatic brake device 11 and is continued until the vehicle speed becomes zero.

In this way, the braking force of the automatic brake at the time of a light collision is set according to the magnitude of the acceleration detected by the acceleration sensor 15 at the time of the collision. Accordingly, the vehicle can be stopped with a large braking force, and a danger such as a secondary collision can be reliably prevented.
Also, since the airbag does not deploy at the time of a slight collision, it only has protection by the seat belt, so it is difficult to stably maintain the sitting posture, so if you always apply full braking like full brake without dealing with the magnitude of the collision, However, the present invention can avoid such a problem and can completely prevent and reduce the secondary damage even for a light collision.

Next, the control by the above collision control apparatus 9 is demonstrated with reference to the flowchart of FIG.
When the control is started, first, detection signals of the vehicle speed sensor 17 and the acceleration sensor 15 are read in step S1. Next, in step S2, it is determined whether the vehicle speed V is a predetermined α vehicle speed V _0, that is, whether the vehicle speed is equal to or higher than the vehicle speed at which this control is executed. For example, it is determined whether it is 5 km / h to 10 km / h or more. If it is below this vehicle speed, it will operate at a predetermined vehicle speed V ₀ or higher because it will not cause a large damage even if it receives secondary damage due to a collision.

If the vehicle speed is equal to or higher than the predetermined vehicle speed, the process proceeds to step S3. If the vehicle speed is lower than the predetermined vehicle speed, the control is terminated. In step S3, a serious collision is determined by comparing the detection value of the acceleration sensor 15 with the first threshold value α1 as to whether or not the collision is a severe collision. If it is 1st threshold value (alpha) 1 or more, it will determine with a serious collision, will progress to step S4, and will deploy the airbag 21. FIG.
Furthermore, it progresses to step S5 and the automatic brake apparatus 11 is made into a strong brake (full brake) by the automatic brake control apparatus 5. FIG. Further, the accelerator opening of the engine 13 is turned off (fuel supply is stopped) by the engine control device 7.

  Thereafter, in step S6, it is determined whether the engine 13 is stopped based on a signal from the engine speed sensor 19, and whether the vehicle speed is zero is determined based on a signal from the vehicle speed sensor 17. If both are satisfied, the process is terminated. If not, the process returns to step S5 and the control for maintaining the full brake and the accelerator opening OFF state is repeated.

If it is determined in step S3 that it is not equal to or greater than the first threshold value α1, it is determined in step S7 whether it is a minor collision by comparing whether or not it is equal to or greater than the second threshold value α2. If it is equal to or greater than the second threshold value α2, it is determined that the vehicle has collided slightly, and the airbag 21 is not deployed, and the process proceeds to step S8 and the automatic brake control device 5 causes the automatic brake device 11 to weakly brake (intermediate braking force). . Further, the accelerator opening of the engine 13 is turned off (fuel supply is stopped) by the engine control device 7.
This weak brake is applied with an intermediate braking force of the full brake, and as described above, an intermediate braking force is calculated by the braking force calculator 35 and braking is performed by the braking force.

  Thereafter, in step S9, it is determined whether the engine 13 is stopped based on a signal from the engine speed sensor 19, and whether the vehicle speed is zero is determined based on a signal from the vehicle speed sensor 17. If both are satisfied, the process ends. If not, the process returns to step S8, and the control for maintaining the weak brake and the accelerator opening OFF state by the intermediate braking force is repeated.

  According to the present embodiment, the airbag needs to be deployed by determining a severe collision and a minor collision using the signal from the acceleration sensor 15 and the first threshold value α1 and the second threshold value α2 set in advance. Secondary damage can be prevented and reduced by simple control, including not only severe collisions but also minor collisions that do not require the airbag to be activated.

If it is determined that the collision is severe, the airbag 21 is activated, and at the same time, the automatic brake device 11 is set to the full brake state and the accelerator of the engine 13 is turned OFF (fuel supply is stopped) to stop the engine. To do. Thus, it is possible to avoid the problem that the vehicle travels inertially after the collision and further secondary collision occurs.
If it is determined that the vehicle is in a minor collision, the automatic braking device 11 is set to an intermediate braking force state without operating the airbag 21 and the accelerator of the engine 13 is turned off (fuel supply is stopped) to stop the engine. Put it in a state.

  As a result, even if the collision is not enough to activate the airbag 21, that is, a collision caused by a minor contact accident due to a driver's operation error, drowsy driving, physical condition, etc., or operation of the accelerator pedal and the brake pedal. Even in the case of a curb or a vehicle stop due to a mistake, the vehicle stops safely by operating the engine and the automatic brake, preventing a serious accident as it is, and even if a secondary collision occurs Damage can be reduced.

  According to the present invention, secondary damage can be prevented and reduced by simple control, including safety measures at the time of a minor collision such that the airbag does not deploy, and therefore, it is suitable for a vehicle collision safety device. .

DESCRIPTION OF SYMBOLS 1 Vehicle body 3 Collision safety device 5 Automatic brake control device 7 Engine control device 9 Collision control device 11 Automatic brake device 15 Acceleration sensor 17 Vehicle speed sensor 19 Engine speed sensor 21 Air bag 23 Heavy collision determination unit 25 Mild collision determination unit 27 Determination threshold Setting unit 29 Threshold map 31 Full brake operation unit 33 Intermediate brake operation unit 35 Brake force calculation unit

Claims (3)

An acceleration sensor provided on the vehicle body for detecting a collision;
A vehicle speed sensor for detecting the vehicle speed;
An airbag for occupant protection deployed based on a signal from the acceleration sensor;
An automatic brake control device for automatically braking the vehicle separately from the operation of the occupant;
An engine control device for controlling the operation of the engine;
A collision control device that controls the airbag, the automatic brake control device, and the engine control device based on signals from the acceleration sensor and the vehicle speed sensor;
The collision control device includes a severe collision determination unit that determines a severe collision when a detection signal from an acceleration sensor detects an acceleration equal to or higher than a first threshold when the vehicle speed is equal to or higher than a predetermined vehicle speed to start control;
A light collision determination unit that determines a light collision when detecting an acceleration between a second threshold smaller than the first threshold and the first threshold;
When the severe collision determination unit determines that a serious collision has occurred, the airbag is deployed, the engine is stopped by the engine control device, and the automatic brake control device operates with full braking until it detects zero vehicle speed. ,
When the light collision determination unit determines that the vehicle has a light collision, the engine is stopped by the engine control device without deploying the airbag, and further, the intermediate brake is operated until the automatic brake control device detects a vehicle speed of zero. A vehicle safety device at the time of collision.   The braking force of the intermediate braking by the automatic brake control device when it is determined that the light collision occurs is set to a braking force according to the magnitude of acceleration between the first threshold value and the second threshold value. The vehicle safety device according to claim 1.   The first threshold value is a threshold value for determining the magnitude of acceleration caused by a collision with another vehicle or a building, and the second threshold value is smaller than the first threshold value, and the magnitude of acceleration generated by getting over a curb or a vehicle stop is determined. 2. The vehicle collision safety device according to claim 1, wherein the vehicle safety device is a threshold value.

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