JP2013173387A - Vehicle collision determination device and vehicle occupant protection system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform the starting control of a counter rebound occupant protection device without using a side impact sensor.SOLUTION: A vehicle collision determination device includes: a first axis acceleration detection means for detecting first axis acceleration applied in the longitudinal direction of a vehicle; a rotational speed detection means for detecting a rotational speed around the height direction of the vehicle; and a rebound determination means for determining whether to start a counter rebound occupant protection device based on detection results of the first axis acceleration and the rotational speed.

Description

 The present invention relates to a vehicle collision determination device and a vehicle occupant protection system.

  Generally, an SRS (Supplemental Restraint System) airbag system is known as a system for protecting an occupant during a vehicle collision. The SRS airbag system detects an occurrence of a vehicle collision based on acceleration data acquired from an acceleration sensor installed in each part of the vehicle and activates an occupant protection device such as an airbag.

  As types of airbags, there are a front airbag that is deployed at the time of a frontal collision, a side airbag and a curtain airbag that are deployed at the time of a side collision. In particular, curtain airbags can be deployed over the entire roof side of the vehicle to prevent front and rear seat occupants from being struck by side windows and pillars during a side collision. Since then, it has been spreading rapidly.

  Furthermore, in recent years, an SRS airbag system that deploys a curtain airbag not only at the time of a side collision but also at the time of a one-side frontal collision (so-called offset collision) has been developed. As shown in FIG. 4, the offset collision means that one side of the front of the vehicle collides with an obstacle, and the vehicle retreats (rebounds) while being shaken in the lateral direction after the collision. At that time, the head of the occupant may collide with the side window or the pillar, and the injury value to the head may increase (if the window is open, there is a possibility of jumping out of the vehicle). Therefore, it is necessary to reduce the injury value to the head by deploying the curtain airbag at the time of rebound after the offset collision.

  In the following Patent Document 1, a front crash sensor (FCS) installed in the front part of the vehicle and a main acceleration sensor (ECU that controls the SRS airbag system) installed in the central part of the vehicle ( When the occurrence of an offset collision is detected based on acceleration data obtained from MGS) and side impact sensors (SIS) installed on both sides of the vehicle, the front airbag is first deployed and then rebounded A technique for deploying a curtain airbag when the occurrence of the occurrence is detected is disclosed.

  FCS and MGS are acceleration sensors arranged so that the sensitive axis is parallel to the vehicle length direction (X-axis direction), and detects acceleration acting in the X-axis direction of the vehicle. The SIS is an acceleration sensor arranged so that the sensitive axis is parallel to the vehicle width direction (Y-axis direction), and detects acceleration acting in the Y-axis direction of the vehicle. Among these, FCS and SIS are also called satellite sensors, and are sensor units having intelligent functions such as a data communication function and a fault diagnosis function by a microcomputer.

JP 2009-96297 A

  In the above prior art, the SIS originally used for the side airbag activation control at the time of the side collision is utilized for the curtain airbag activation control at the time of rebound occurrence after the offset collision. On the other hand, in recent years, there has been an increasing demand for vehicles equipped with curtain airbags that can reduce injury to passengers due to rebound after an offset collision. Although it is anticipated that a curtain airbag will be installed, in the conventional technology, the activation control of the curtain airbag cannot be performed without the SIS.

 This invention is made | formed in view of the situation mentioned above, and it aims at implement | achieving starting control of an anti-rebound occupant protection apparatus, without using SIS.

 In order to solve the above-mentioned problem, in the present invention, as a first solution means according to a vehicle collision determination device, a first axis acceleration detection means for detecting a first axis acceleration acting in the longitudinal direction of the vehicle, and the vehicle Based on the rotation speed detection means for detecting the rotation speed with the height direction as the center axis, and the detection result of the first axis acceleration and the rotation speed, it is determined whether or not the anti-rebound occupant protection device should be activated. Rebound determination means.

  In the present invention, as the second solving means related to the vehicle collision determination device, in the first solving means, a second axis acceleration detecting means for detecting a second axis acceleration acting in the width direction of the vehicle is provided. The rebound determination means has a first calculation value based on the detection result of the first axis acceleration larger than a first threshold value, a second calculation value based on the detection result of the rotational speed is larger than a second threshold value, and When the third calculation value based on the detection result of the second axis acceleration is larger than a third threshold value, it is determined that the anti-rebound occupant protection device should be activated.

  In the present invention, as a third solving means relating to the vehicle collision judging device, in the second solving means, the rebound judging means always rotates the rotation speed detecting means when the rotational speed detecting means is out of order. The second calculation value based on the speed detection result is considered to be larger than the second threshold value.

  Further, in the present invention, as a fourth solving means related to the vehicle collision determination device, in any one of the first to third solving means, the first axis acceleration obtained from the first axis acceleration detecting means. Based on the detection result, the front collision determination means for determining whether or not to activate the front collision occupant protection device, and the detection result of the first axis acceleration acting in the longitudinal direction of the front portion of the vehicle obtained from the outside Based on the safing determination means for determining whether or not to activate all the occupant protection devices, and the safing determination means determines that all the occupant protection devices should be activated, and the front collision determination means When it is determined that the forefront passenger protection device should be activated, the first activation means for activating the foreground passenger protection device and the safing determination means for all the occupant protection devices. Is determined to be activated, One wherein when it is determined that the to be activated the pair rebound occupant protection device at the rebound determination means, and further comprising a second activation means for activating the pair rebound occupant protection device.

  In the present invention, as the fifth solution means related to the vehicle collision determination device, in the fourth solution means, the second activation means is the first activation means, and the front collision occupant protection device is activated by the first activation means. After that, the anti-rebound occupant protection device is activated.

  On the other hand, in the present invention, as a first solving means related to a vehicle occupant protection system, an anti-rebound occupant protection device for protecting an occupant from rebound occurring after a one-side frontal collision of the vehicle, and the anti-rebound occupant protection device In a vehicle occupant protection system including a vehicle collision determination device that performs start-up control, the vehicle collision determination device includes a first axis acceleration detection unit that detects a first axis acceleration acting in a length direction of the vehicle, and Based on the detection result of the first axis acceleration and the rotation speed, whether or not the anti-rebound occupant protection device should be started is determined based on the rotation speed detection means for detecting the rotation speed with the height direction of the vehicle as the central axis. Rebound determination means for determining.

  According to the present invention, as the second solving means relating to the vehicle occupant protection system, in the first solving means, the vehicle collision determination device detects a second axis acceleration acting in the width direction of the vehicle. Biaxial acceleration detection means, wherein the rebound determination means has a first calculation value based on the detection result of the first axis acceleration greater than a first threshold value and a second calculation value based on the detection result of the rotation speed is a first calculation value. It is determined that the anti-rebound occupant protection device should be activated when a third calculated value based on a detection result of the second axis acceleration is greater than a third threshold value, and greater than a second threshold value.

  Further, in the present invention, as a third solving means relating to a vehicle occupant protection system, in the second solving means, the side collision determination means is always provided when the rotational speed detecting means is out of order. The second calculation value based on the detection result of the rotation speed is considered to be larger than the second threshold value.

  Further, in the present invention, as a fourth solving means related to the vehicle occupant protection system, in any one of the first to third solving means, it is installed at the front portion of the vehicle and acts in the length direction of the vehicle. A front acceleration detecting means for detecting a first axis acceleration; and a front occupant protection device for protecting an occupant from an impact caused by a frontal collision of the vehicle, wherein the vehicle collision determination device includes the first axis acceleration. Based on the detection result of the first axis acceleration obtained from the detection means, the front collision determination means for determining whether or not to activate the anti-frontal occupant protection device and the first acceleration detection means obtained from the front acceleration detection means Based on the detection result of the uniaxial acceleration, safing determination means for determining whether or not to activate all occupant protection devices, and the safing determination means determine that all the occupant protection devices should be activated. And said When it is determined by the collision determination means that the front collision occupant protection device should be activated, a first activation means that activates the front collision occupant protection device and all the occupants by the safing determination means Second activation means for activating the anti-rebound occupant protection device when it is determined that the protection device should be activated and the rebound determination means determines that the anti-rebound occupant protection device should be activated. It is characterized by providing.

  Further, in the present invention, as a fifth solving means relating to the vehicle occupant protection system, in the fourth solving means, the second activation means is such that the front collision occupant protection device is activated by the first activation means. After that, the anti-rebound occupant protection device is activated.

In the present invention, whether the anti-rebound occupant protection device should be activated based on the detection result of the first axis acceleration acting in the longitudinal direction of the vehicle and the detection result of the rotational speed centered on the height direction of the vehicle Judge whether or not.
As described above, by using the first axis acceleration and the rotational speed as information for determining whether or not the anti-rebound occupant protection device should be activated, the vehicle's one-side frontal collision with respect to the obstacle is performed. It is possible to accurately capture a phenomenon in which the rear end moves backward while being swung in the lateral direction (that is, a phenomenon in which the vehicle rebounds while rotating after an offset collision).
That is, according to the present invention, it is possible to perform the start control of the anti-rebound passenger protection device without using the SIS.

1 is a schematic configuration diagram of a vehicle occupant protection system according to an embodiment. It is a functional block diagram of SRS unit 6 (vehicle collision judging device) in a 1st embodiment. It is a functional block diagram of SRS unit 6A (vehicle collision judging device) in a 2nd embodiment. It is a figure which shows a mode that the vehicle 100 rebounds after an offset collision.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
[First Embodiment]
FIG. 1 is a schematic configuration diagram of a vehicle occupant protection system according to the first embodiment. As shown in FIG. 1, the vehicle occupant protection system is installed on a front crash sensor (hereinafter referred to as R-FCS) 1 installed on the front right side of the vehicle 100 and on the front left side of the vehicle 100. A front crash sensor (hereinafter referred to as L-FCS) 2 is provided.

  The vehicle occupant protection system includes a front airbag (hereinafter referred to as FA / B) 3 installed on the front seat side of the vehicle 100 and a right curtain airbag installed on the right roof side of the vehicle 100. (Hereinafter referred to as RC / B) 4 and a left curtain airbag (hereinafter referred to as LC / B) 5 installed on the left roof side of the vehicle 100.

 Furthermore, this vehicle occupant protection system includes an SRS unit 6 installed in a center floor tunnel of the vehicle 100 (specifically, between a driver seat and a passenger seat).

 R-FCS1 and L-FCS2 are satellite sensors that are communicably connected to the SRS unit 6 via a communication bus. Each sensor body detects acceleration acting in a specific direction of the vehicle 100, and the SRS unit 6 A microcomputer that performs data communication between the two is unitized.

 R-FCS1 and L-FCS2 detect X-axis acceleration (first axis acceleration) acting in the length direction (X-axis direction in the figure) of vehicle 100 at each installation position, and signals indicating the detection results Is transmitted to the SRS unit 6. These R-FCS1 and L-FCS2 correspond to the front acceleration detecting means in the present invention.

FA-B / B3 is a front occupant protection device for protecting an occupant from an impact caused by a frontal collision (including a frontal collision and an offset collision) of the vehicle 100, and when an activation command signal is received from the SRS unit 6. Deploy and reduce injury caused by occupants moving forward.
R-C / B4 and L-C / B5 are anti-rebound occupant protection devices for protecting the occupant from rebound that occurs after an offset collision of the vehicle 100, and are deployed when an activation command signal is received from the SRS unit 6. This reduces the injuries caused by occupants moving to the side.

  The SRS unit 6 receives signals received from the R-FCS1 and L-FCS2 and output signals of a main acceleration sensor (hereinafter referred to as MGS) 11 and a yaw rate sensor (hereinafter referred to as YRS) 12 provided therein. An ECU (Electric Control Unit) that performs start-up control of FA / B3, RC / B4, and LC / B5. The SRS unit 6 corresponds to the vehicle collision determination device in the present invention.

The MGS 11 detects the X-axis acceleration acting in the X-axis direction of the vehicle 100 at the installation position (that is, the installation position of the SRS unit 6), and outputs a signal indicating the detection result to a microcomputer (not shown). The MGS 11 corresponds to the first axis acceleration detection means in the present invention.
The YRS 12 detects a rotational speed (angular velocity) centered on the height direction (direction orthogonal to the XY plane) of the vehicle 100 at the installation position (that is, the installation position of the SRS unit 6), and a signal indicating the detection result Is output to a microcomputer (not shown). This YRS 12 corresponds to the rotational speed detecting means in the present invention.

  FIG. 2 is a block diagram showing functions realized when a microcomputer (not shown) built in the SRS unit 6 executes each process according to a control program. As shown in FIG. 2, the SRS unit 6 includes a safing determination unit 13, a front collision determination unit 14, a rebound determination unit 15, and an FA / B activation unit as functions realized by software processing by a microcomputer. 16, R-C / B starting part 17 and L-C / B starting part 18 are provided.

  The safing determination unit 13 detects all occupant protection devices (F) based on signals received from the R-FCS1 and L-FCS2, that is, detection results of X-axis acceleration acting on the front right side and the front left side of the vehicle 100. -A / B3, R-C / B4, and L-C / B5) are to be activated or not, and the determination results are indicated as FA / B activation unit 16, R-C / B activation unit 17 and L. -Provided to the C / B activation unit 18.

  Specifically, the safing determination unit 13 includes bandpass filters (hereinafter referred to as BPF) 13a and 13b, integration units 13c and 13d, comparison units 13e and 13f, and an OR operation unit 13g. Yes.

  The BPF 13a extracts a signal in a specific frequency band from the signal received from the R-FCS1. The BPF 13b extracts a signal in a specific frequency band from the signal received from the L-FCS2. The integration unit 13c integrates the signal extracted by the BPF 13a (for example, interval integration), and provides the integration value ΔV_FCR to the comparison unit 13e. The integrating unit 13d integrates (for example, interval integration) the signal extracted by the BPF 13b, and provides the integration value ΔV_FCL to the comparing unit 13f.

  The comparison unit 13e compares the integration value ΔV_FCR obtained from the integration unit 13c with a preset safing determination threshold value Vth_SF, and provides the comparison result to the OR operation unit 13g. Specifically, the comparison unit 13e sets the value of the flag indicating the comparison result to a true value (for example, “1”) when the integral value ΔV_FCR is larger than the safing determination threshold value Vth_SF.

  The comparison unit 13f compares the integration value ΔV_FCL obtained from the integration unit 13d with a preset safing determination threshold value Vth_SF, and provides the comparison result to the OR operation unit 13g. Specifically, the comparison unit 13f sets the value of the flag indicating the comparison result to a true value when the integral value ΔV_FCL is greater than the safing determination threshold value Vth_SF.

  The logical sum calculation unit 13g calculates a logical sum of the comparison result of the comparison unit 13e and the comparison result of the comparison unit 13f, and uses the calculation result as a safing determination result as the FA / B activation unit 16, RC- / Provided to the B activation unit 17 and the LC / B activation unit 18. Specifically, the logical sum operation unit 13g sets the flag value indicating the safing determination result to a true value when at least one of the comparison result of the comparison unit 13e and the comparison result of the comparison unit 13f is a true value. Set to.

  The front collision determination unit 14 determines whether or not FA / B3 should be activated based on the output signal of the MGS 11, that is, the detection result of the X-axis acceleration acting on the installation position of the SRS unit 6, and the determination result (Activation necessity determination result) is provided to the FA / B activation unit 16, and includes a BPF 14a, an integration unit 14b, and a comparison unit 14c.

  The BPF 14a extracts a signal in a specific frequency band from the output signal of the MGS 11. The integration unit 14b integrates the signal extracted by the BPF 14a (for example, interval integration), and provides the integration value ΔV_MG to the comparison unit 14c. The comparison unit 14c compares the integration value ΔV_MG obtained from the integration unit 14b with a preset front collision determination threshold value Vth_XF, and uses the comparison result as FA−B / B3 activation necessity determination result F−A / B3. Provided to the / B starter 16. Specifically, when the integrated value ΔV_MG is larger than the front collision determination threshold value Vth_XF, the comparison unit 14c sets the value of the flag indicating the FA / B3 activation necessity determination result to a true value.

  The rebound determination unit 15 determines whether the R-C / B4 and the RGS are based on the output signals of the MGS 11 and the YRS 12, that is, the detection result of the X-axis acceleration acting on the installation position of the SRS unit 6 and the detection result of the rotational speed of the vehicle 100. It is determined whether or not L-C / B 5 should be activated, and the determination result (activation necessity determination result) is provided to the R-C / B activation unit 17 and the L-C / B activation unit 18.

  Specifically, the rebound determination unit 15 includes a BPF 15a, a low-pass filter (hereinafter referred to as LPF) 15b, integration units 15c and 15d, comparison units 15e, 15f and 15g, and AND operation units 15h and 15i. It has.

  The BPF 15a extracts a signal in a specific frequency band from the output signal of the MGS 11. The LPF 15b extracts a low frequency band signal from the output signal of the YRS 12.

  The integration unit 15c integrates (for example, cumulative integration) the signal extracted by the BPF 15a, and provides the integration value ΔVX (first operation value) to the comparison unit 15e. The integration unit 15d integrates (for example, cumulative integration) the signal extracted by the LPF 15b, and provides the integration value IY (second operation value) to the comparison units 15f and 15g.

  The comparison unit 15e compares the integration value ΔVX obtained from the integration unit 15c with a preset X-axis rebound determination threshold value Vth_X (first threshold value), and provides the comparison result to the AND operation units 15h and 15i. To do. Specifically, when the integration value ΔVX is larger than the X-axis rebound determination threshold value Vth_X, the comparison unit 15e sets a flag value indicating a comparison result to a true value.

  The comparison unit 15f compares the integration value IY obtained from the integration unit 15d with a preset right rotation determination threshold value IYth_R (second threshold value), and provides the comparison result to the AND operation unit 15h. Specifically, the comparison unit 15f sets the value of the flag indicating the comparison result to a true value when the integral value IY is greater than the right rotation determination threshold value IYth_R.

  The comparison unit 15g compares the integration value IY obtained from the integration unit 15d with a preset left rotation determination threshold value IYth_L (second threshold value), and provides the comparison result to the AND operation unit 15i. Specifically, the comparison unit 15g sets the value of the flag indicating the comparison result to a true value when the integral value IY is greater than the left rotation determination threshold value IYth_L.

  The AND operation unit 15h calculates the logical product of the comparison result of the comparison unit 15e and the comparison result of the comparison unit 15f, and uses the calculation result as the R / C / B4 activation necessity determination result. Provided to the activation unit 17. Specifically, the AND operation unit 15h determines the activation necessity determination result of R / C / B4 when both the comparison result of the comparison unit 15e and the comparison result of the comparison unit 15f are true values. Set the flag to true.

  The AND operation unit 15i calculates the logical product of the comparison result of the comparison unit 15e and the comparison result of the comparison unit 15g, and uses the calculation result as the LC / B5 activation necessity determination result. Provided to the activation unit 18. Specifically, the AND operation unit 15i determines the activation necessity determination result of LC / B5 when both the comparison result of the comparison unit 15e and the comparison result of the comparison unit 15g are true values. Set the flag to true.

  The FA / B activation unit 16 determines that all the occupant protection devices should be activated by the safing determination unit 13, and determines that FA / B3 should be activated by the front collision determination unit 14. If this happens, the FA / B3 is finally activated. Specifically, the FA / B activation unit 16 calculates the logical product of the safing determination result of the safing determination unit 13 and the FA / B3 activation necessity determination result of the front collision determination unit 14. The calculation result is transmitted to the FA / B3 as a start command signal. That is, the FA / B3 is expanded when a true activation command signal is received from the FA / B activation unit 16.

  The R-C / B activation unit 17 has determined that all occupant protection devices should be activated by the safing determination unit 13 and that the R-C / B 4 should be activated by the rebound determination unit 15. In this case, R-C / B4 is finally activated. Specifically, the RC / B activation unit 17 calculates a logical product of the safing determination result of the safing determination unit 13 and the RC / B4 activation necessity determination result of the rebound determination unit 15. Then, the calculation result is transmitted to the RC / B4 as a start command signal. That is, R / C / B 4 is expanded when a true activation command signal is received from the R / C / B activation unit 17.

  The L / C / B activation unit 18 determines that all occupant protection devices should be activated by the safing determination unit 13 and that the rebound determination unit 15 determines that LC / B 5 should be activated. In this case, L-C / B5 is finally activated. Specifically, the LC / B activation unit 18 calculates a logical product of the safing determination result of the safing determination unit 13 and the LC / B5 activation necessity determination result of the rebound determination unit 15. Then, the calculation result is transmitted to the LC / B5 as a start command signal. That is, the L / C / B 5 is expanded when a true activation command signal is received from the L / C / B activation unit 18.

  Note that the value of each threshold is not particularly limited as long as FA / B3, RC / B4, and LC / B5 can be appropriately activated, depending on the mechanical structure of the vehicle 100. The value obtained experimentally can be used. However, in this embodiment, in order to detect a frontal collision (including a frontal collision and an offset collision) of the vehicle 100 early and reliably, the safing determination threshold Vth_SF is set smaller than the front collision determination threshold Vth_XF. . Moreover, in this embodiment, in order to ensure the maximum passenger safety in a situation where rebound occurs after an offset collision, after the FA / B3 is deployed in advance, the RC / B4 and the LC are developed. The front collision determination threshold Vth_XF is set smaller than the X-axis rebound determination threshold Vth_X so that / B5 is developed.

Next, the operation of the vehicle occupant protection system configured as described above will be described with specific collision examples.
For example, as shown in FIG. 4, when an offset collision occurs on the left side of the front portion of the vehicle 100 with respect to the obstacle, and then the vehicle 100 moves backward (rebounds) while being swung in the right direction, that is, the vehicle 100 is Assume a case of rebounding while turning left after an offset collision.

  In this case, immediately after the offset collision, the X-axis acceleration due to the impact of the collision starts to be detected by the L-FCS 2 particularly close to the collision position, and the integrated value ΔV_FCL calculated by the integrating unit 13d of the safing determination unit 13 is determined as the safing determination. When the threshold value Vth_SF is exceeded, the logical sum operation result of the logical sum operation unit 13g, that is, the safing determination result precedes and becomes a true value.

  Since the SRS unit 6 is installed near the center of the vehicle 100, it takes a little time to transmit the impact due to the offset collision. Therefore, after a certain amount of time has elapsed since the occurrence of the offset collision, the MGS 11 in the SRS unit 6 starts to detect the X-axis acceleration due to the impact of the collision.

  Then, when the integrated value ΔV_MG calculated by the integration unit 14b of the front collision determination unit 14 exceeds the front collision determination threshold Vth_XF, the comparison result of the comparison unit 14c, that is, the FA / B3 activation necessity determination result. Becomes a true value, and further, when the integration value ΔVX calculated by the integration unit 15c of the rebound determination unit 15 exceeds the X-axis rebound determination threshold Vth_X, the comparison result of the comparison unit 15e becomes a true value.

  Here, as described above, since the front collision determination threshold value Vth_XF is set smaller than the X-axis rebound determination threshold value Vth_X, the FA / B3 activation necessity determination result becomes a true value in advance. As described above, when the FA / B3 activation necessity determination result becomes a true value, the safing determination result has already become a true value. The value start command signal is output and the FA / B3 is expanded. Thereby, the injury which a passenger | crew moves by the front by the impact by the first offset collision can be reduced.

  When time further elapses and the vehicle 100 starts to turn left by rebound, the angular velocity of left rotation is detected by the YRS 12 in the SRS unit 6. Here, since the comparison result of the comparison unit 15e has already become a true value, when the integration value IY calculated by the integration unit 15d exceeds the left rotation determination threshold value IYth_L, the logical product of the OR operation unit 15i The calculation result, that is, the activation necessity determination result of L-C / B5 becomes a true value.

  In this way, when the LC / B5 activation necessity determination result becomes a true value, the safing determination result has already become a true value. At this point, the LC / B activation unit 18 sets the true value. A value start command signal is output and LC / B5 is developed. As a result, it is possible to reduce the injury caused by the occupant moving to the left side by rebound (left turn) after the offset collision.

 As described above, in the present embodiment, the X axis detected by the MGS 11 as information for determining whether or not the anti-rebound occupant protection device (RC / B4, LC / B5) should be activated. By using the acceleration and the rotational speed detected by the YRS 12, it is possible to accurately capture a phenomenon that the vehicle 100 rebounds while rotating after the vehicle 100 has an offset collision with an obstacle. That is, according to the present embodiment, it is possible to perform the start control of the anti-rebound occupant protection device without using the SIS.

[Second Embodiment]
Next, a second embodiment of the present invention will be described.
FIG. 3 is a functional block diagram of the SRS unit 6A in the second embodiment. As shown in FIG. 3, the SRS unit 6A includes a signal received from the R-FCS1 and the L-FCS2, a main X-axis acceleration sensor (hereinafter referred to as XMGS) 11a provided inside, and a main Y-axis acceleration sensor. (Hereinafter referred to as YMGS) 11b and an output signal of the yaw rate sensor (YRS) 12 are ECUs that perform start-up control of FA / B3, RC / B4, and LC / B5.

The XMGS 11a detects the X-axis acceleration acting in the X-axis direction of the vehicle 100, and outputs a signal indicating the detection result to a microcomputer (not shown). This XMGS 11a corresponds to the first axis acceleration detecting means in the present invention.
The YMGS 11b detects Y-axis acceleration (second axis acceleration) acting in the width direction of the vehicle 100 (Y-axis direction in FIG. 1), and outputs a signal indicating the detection result to a microcomputer (not shown). This YMGS 11b corresponds to the second axis acceleration detecting means in the present invention.
Similar to the first embodiment, the YRS 12 detects the rotational speed around the height direction of the vehicle 100 and outputs a signal indicating the detection result to a microcomputer (not shown).

  The SRS unit 6A is a function realized by software processing by a microcomputer. The safing determination unit 13, the front collision determination unit 14, the rebound determination unit 15A, the FA / B activation unit 16, the RC / B activation Unit 17 and an L-C / B activation unit 18. Since functions other than the rebound determination unit 15A are the same as those in the first embodiment, the following description will be made with a focus on the rebound determination unit 15A.

  The rebound determination unit 15A is based on the output signals of the XMGS 11a, YMGS 11b and YRS 12, that is, the detection result of the X-axis acceleration and the Y-axis acceleration acting on the installation position of the SRS unit 6, and the detection result of the rotational speed of the vehicle 100. It is determined whether R-C / B4 and L-C / B5 should be activated, and the determination result (activation necessity determination result) is sent to the R-C / B activation unit 17 and the L-C / B activation unit 18. provide.

  Specifically, the rebound determination unit 15A includes a new function in addition to the BPF 15a and LPF 15b, the integration units 15c and 15d, the comparison units 15e, 15f and 15g, and the AND operation units 15h and 15i, which are the same functions as those in the first embodiment. The BPF 15j, the integration unit 15k, and the comparison units 15m and 15n are provided.

  The BPF 15a extracts a signal in a specific frequency band from the output signal of the XMGS 11a. The BPF 15j extracts a signal in a specific frequency band from the output signal of the YMGS 11b. The LPF 15b extracts a low frequency band signal from the output signal of the YRS 12.

The integration unit 15c integrates (for example, cumulative integration) the signal extracted by the BPF 15a, and provides the integration value ΔVX (first operation value) to the comparison unit 15e. The integration unit 15k integrates (for example, cumulative integration) the signal extracted by the BPF 15j, and provides the integration value ΔVY (third operation value) to the comparison units 15m and 15n.
The integration unit 15d integrates (for example, cumulative integration) the signal extracted by the LPF 15b, and provides the integration value IY (second operation value) to the comparison units 15f and 15g.

  The comparison unit 15e compares the integration value ΔVX obtained from the integration unit 15c with a preset X-axis rebound determination threshold value Vth_X (first threshold value), and provides the comparison result to the AND operation units 15h and 15i. To do. Specifically, when the integration value ΔVX is larger than the X-axis rebound determination threshold value Vth_X, the comparison unit 15e sets a flag value indicating a comparison result to a true value.

  The comparison unit 15m compares the integration value ΔVY obtained from the integration unit 15k with a preset right side Y-axis rebound determination threshold value Vth_YR (third threshold value), and provides the comparison result to the AND operation unit 15h. . Specifically, when the integration value ΔVY is larger than the right Y-axis rebound determination threshold value Vth_YR, the comparison unit 15m sets the flag value indicating the comparison result to a true value.

  The comparison unit 15n compares the integration value ΔVY obtained from the integration unit 15k with a preset left Y-axis rebound determination threshold value Vth_YL (third threshold value), and provides the comparison result to the AND operation unit 15i. . Specifically, the comparison unit 15n sets the value of the flag indicating the comparison result to a true value when the integral value ΔVY is greater than the left Y-axis rebound determination threshold value Vth_YL.

  The comparison unit 15f compares the integration value IY obtained from the integration unit 15d with a preset right rotation determination threshold value IYth_R (second threshold value), and provides the comparison result to the AND operation unit 15h. Specifically, the comparison unit 15f sets the value of the flag indicating the comparison result to a true value when the integral value IY is greater than the right rotation determination threshold value IYth_R.

  The comparison unit 15g compares the integration value IY obtained from the integration unit 15d with a preset left rotation determination threshold value IYth_L (second threshold value), and provides the comparison result to the AND operation unit 15i. Specifically, the comparison unit 15g sets the value of the flag indicating the comparison result to a true value when the integral value IY is greater than the left rotation determination threshold value IYth_L.

  The AND operation unit 15h calculates a logical product of the comparison result of the comparison unit 15e, the comparison result of the comparison unit 15m, and the comparison result of the comparison unit 15f, and determines whether the R-C / B4 is activated or not. The determination result is provided to the RC / B activation unit 17. Specifically, the AND operation unit 15h determines that RC / R / C / R when the comparison result of the comparison unit 15e, the comparison result of the comparison unit 15m, and the comparison result of the comparison unit 15f are all true values. A flag indicating the activation necessity determination result of B4 is set to a true value.

  The AND operation unit 15i calculates a logical product of the comparison result of the comparison unit 15e, the comparison result of the comparison unit 15n, and the comparison result of the comparison unit 15g, and determines whether or not the L-C / B5 needs to be activated. The determination result is provided to the LC / B activation unit 18. Specifically, the AND operation unit 15i determines that the LC / C / L is equal to the comparison result of the comparison unit 15e, the comparison result of the comparison unit 15n, and the comparison result of the comparison unit 15g. A flag indicating the activation necessity determination result of B5 is set to a true value.

  That is, the rebound determination unit 15 of the first embodiment has a first calculation value based on the X-axis acceleration detection result larger than the first threshold and a second calculation value based on the rotation speed detection result larger than the second threshold. In the case, it is determined that the anti-rebound occupant protection device should be activated, whereas the rebound determination unit 15A of the second embodiment performs the third calculation based on the detection result of the Y-axis acceleration in addition to the above two conditions. The difference is that when the value is larger than the third threshold, it is determined that the anti-rebound occupant protection device should be activated.

  According to such a second embodiment, the phenomenon that the vehicle 100 rebounds while rotating after the vehicle 100 has an offset collision with respect to an obstacle can be captured more reliably than in the first embodiment, and the anti-rebound occupant protection device Can be performed more accurately.

In addition, this invention is not limited to the said embodiment, The following modifications are mentioned.
(1) In the above embodiment, the curtain airbag is exemplified as the anti-rebound occupant protection device, but other protection devices may be used as long as they can protect the occupant from rebound occurring after an offset collision. Moreover, in the said embodiment, although the front airbag was illustrated as a front occupant protection device, it is good also as a structure which starts other protection devices, such as a seatbelt pretensioner.

(2) In the above embodiment, the case where the yaw rate sensor (YRS12) that is the rotational speed detecting means is provided inside the SRS unit 6 (6A) is exemplified, but this yaw rate sensor is the SRS unit 6 (6A). Even in the case of being provided externally, the same effect can be obtained by adopting a configuration in which the output signal of the external yaw rate sensor is input to the SRS unit 6 (6A).

  In the case of the vehicle 100 having the skid prevention function, since the yaw rate sensor is attached to a predetermined position of the vehicle, if the output signal is used, there is no need to newly provide a yaw rate sensor in the SRS unit 6 (6A). Increase in cost can be suppressed. Alternatively, the yaw rate sensor for the skid prevention function is built in the SRS unit 6 (6A), and not only the output signal is used by the SRS unit 6 (6A) but also the skid prevention function is controlled from the SRS unit 6 (6A). It is also possible to adopt a configuration in which the rotational speed information of the vehicle 100 is transmitted to an ECU (so-called ESC unit).

(3) When the YRS 12 is out of order, the comparison results of the comparison units 15f and 15g are always set to true values, and only the output signal of MGS11 (or XMGS11a, YMGS11b) is used for RC / B4 and LC / C / B4. You may make it perform activation necessity determination of B5. That is, when the YRS 12 is out of order, the rebound determination unit 15 (15A) always uses the integral value IY (third calculated value) based on the rotation speed detection result as the right rotation determination threshold value IYth_R and the left rotation side collision threshold value. It is assumed that it is larger than IYth_L (third threshold value). In order to determine whether or not the YRS 12 has failed, a sensor failure diagnosis function may be provided in the SRS unit 6 (6A).

  DESCRIPTION OF SYMBOLS 1 ... R-FCS (front acceleration detection means), 2 ... L-FCS (front acceleration detection means), 3 ... FA / B (vs. front occupant protection device), 4 ... RC-B ( Anti-rebound occupant protection device), 5 ... LC / B (anti-rebound occupant protection device), 6, 6A ... SRS unit (vehicle collision determination device), 11 ... MGS (first axis acceleration detection means), 11a ... XMG (First axis acceleration detection means), 11b... YMGS (second axis acceleration detection means), 12... YRS (rotational speed detection means), 13... Safing determination unit (safing determination unit), 14. (Front collision determination means), 15, 15A ... rebound determination section (rebound determination means), 16 ... FA / B activation section (first activation means), 17 ... R / C / B activation section (second activation means) ), 18... LC / B starter (second starter), 100 Vehicle

Claims (10)

First axis acceleration detecting means for detecting first axis acceleration acting in the longitudinal direction of the vehicle;
A rotational speed detecting means for detecting a rotational speed with the height direction of the vehicle as a central axis;
Rebound determination means for determining whether or not to activate the anti-rebound occupant protection device based on the detection results of the first axis acceleration and the rotational speed;
A vehicle collision determination device comprising: A second axis acceleration detecting means for detecting a second axis acceleration acting in the width direction of the vehicle;
The rebound determination means has a first calculation value based on the detection result of the first axis acceleration greater than a first threshold value, a second calculation value based on the detection result of the rotation speed is greater than a second threshold value, and the first calculation value. 2. The vehicle collision determination device according to claim 1, wherein when the third calculated value based on the detection result of the biaxial acceleration is larger than a third threshold value, the anti-rebound occupant protection device is determined to be activated.   The rebound determining means always considers that the second calculation value based on the detection result of the rotational speed is larger than a second threshold when the rotational speed detecting means is out of order. 2. The vehicle collision determination device according to 2. Front collision determination means for determining whether or not to activate the anti-frontal occupant protection device based on the detection result of the first axis acceleration obtained from the first axis acceleration detection means;
Safing determination means for determining whether or not to activate all the occupant protection devices based on the detection result of the first axis acceleration acting in the longitudinal direction of the front portion of the vehicle obtained from the outside;
When it is determined that all the occupant protection devices should be activated by the safing determination means, and when the front collision determination device determines that the front occupant protection devices should be activated, First activation means for activating the passenger protection device;
When the safing determination means determines that all the occupant protection devices should be activated, and the rebound determination means determines that the anti-rebound occupant protection devices should be activated, the anti-rebound occupant protection Second activation means for activating the apparatus;
The vehicle collision determination device according to claim 1, further comprising:   5. The vehicle collision determination device according to claim 4, wherein the second activation unit activates the anti-rebound occupant protection device after the front collision occupant protection device is activated by the first activation unit. . Anti-rebound occupant protection device for protecting occupants from rebound occurring after a one-side frontal collision of the vehicle;
A vehicle collision determination device that performs activation control of the anti-rebound occupant protection device;
In a vehicle occupant protection system with
The vehicle collision determination device includes:
First axis acceleration detecting means for detecting a first axis acceleration acting in the longitudinal direction of the vehicle;
A rotational speed detecting means for detecting a rotational speed with the height direction of the vehicle as a central axis;
Rebound determination means for determining whether to activate the anti-rebound occupant protection device based on the detection results of the first axis acceleration and the rotation speed;
A vehicle occupant protection system comprising: The vehicle collision determination device includes second axis acceleration detecting means for detecting a second axis acceleration acting in the width direction of the vehicle,
The rebound determination means has a first calculation value based on the detection result of the first axis acceleration greater than a first threshold value, a second calculation value based on the detection result of the rotation speed is greater than a second threshold value, and the first calculation value. The vehicle occupant protection system according to claim 6, wherein the anti-rebound occupant protection device is determined to be activated when a third calculated value based on a detection result of the biaxial acceleration is greater than a third threshold value.   The rebound determining means always considers that the second calculation value based on the detection result of the rotational speed is larger than a second threshold when the rotational speed detecting means is out of order. The vehicle occupant protection system according to claim 7. A front acceleration detecting means for detecting a first axis acceleration that is installed at the front of the vehicle and acts in the longitudinal direction of the vehicle;
A front occupant protection device for protecting an occupant from an impact caused by a frontal collision of the vehicle;
With
The vehicle collision determination device includes:
Front collision determination means for determining whether or not to activate the front collision occupant protection device based on the detection result of the first axis acceleration obtained from the first axis acceleration detection means;
Safing determination means for determining whether or not to activate all occupant protection devices based on the detection result of the first axis acceleration obtained from the front acceleration detection means;
When it is determined that all the occupant protection devices should be activated by the safing determination means, and when the front collision determination device determines that the front occupant protection devices should be activated, First activation means for activating the passenger protection device;
When the safing determination means determines that all the occupant protection devices should be activated, and the rebound determination means determines that the anti-rebound occupant protection devices should be activated, the anti-rebound occupant protection Second activation means for activating the apparatus;
The vehicle occupant protection system according to any one of claims 6 to 8, further comprising:   10. The vehicle occupant protection system according to claim 9, wherein the second activation unit activates the anti-rebound occupant protection device after the front collision occupant protection device is activated by the first activation unit. .

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