JP2014141227A - Vehicle collision determination device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve an occupant protection function by performing accurate collision determination processing while reducing a calculation processing load without causing a cost increase.SOLUTION: An SRS unit 1 includes: an acoustic sensor 11 that detects high frequency vibration; an acceleration sensor 12 that detects low frequency vibration; a differential value calculation part 13 that calculates a differential value of the high frequency vibration; a section extraction part 14 that extracts a time section on the basis of the differential value; an energy calculation part 15 that calculates vibration energy of the high frequency vibration; an energy extraction part 17 that extracts the calculated vibration energy in the extracted time section; a movement amount calculation part 18 that calculates movement amount on the basis of the low frequency vibration; and an S-E map determination part 19 that determines whether or not a collision requiring start of an air bag 2 occurs by comparing a two-dimensional collision determination threshold value with the vibration energy and the movement amount in a collision determination two-dimensional map using the vibration energy and the movement amount as two axes.

Description

  The present invention relates to a vehicle collision determination device.

  An SRS (Supplemental Restraint System) airbag system is known as a system for protecting passengers in the event of a vehicle collision. The SRS airbag system detects the 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 the SRS airbag system, a vehicle collision determination device including an acoustic sensor that detects a high-frequency vibration component and an acceleration sensor that detects a low-frequency vibration component in an SRS unit that is an ECU is disclosed (see Patent Document 1). . The vehicle collision determination device of Patent Document 1 calculates an energy amount from a high-frequency vibration component, calculates a movement amount from a low-frequency vibration component, and the calculated energy amount and the movement amount are on a two-dimensional map of the energy amount and the movement amount. It is determined whether or not a collision that requires deployment of the airbag has occurred by determining whether or not the threshold value of the airbag has been exceeded.

JP 2012-176724 A

  The vehicle collision determination device of Patent Literature 1 determines vehicle collision by determining whether the continuously calculated energy amount and movement amount exceed a threshold value on the two-dimensional map of the energy amount and the movement amount. This vehicle collision determination process is a process for determining whether one parameter (energy amount) exceeds a threshold value and determining whether another parameter (movement amount) exceeds a threshold value. For this reason, if the vehicle collision determination process is performed using the energy amount and the movement amount that are continuously calculated, the calculation processing load increases, and a very high performance computer (ECU) is required. There is a problem that will rise.

  The present invention has been made in view of the above-described circumstances, and can improve the occupant protection function by performing a highly accurate collision determination process while reducing the calculation processing load without causing an increase in cost. An object of the present invention is to provide a vehicular collision determination device.

In order to achieve the above object, the present invention employs the following means.
The vehicle collision determination device according to the first aspect of the present invention includes a high-frequency vibration detection unit that detects high-frequency vibration in an acoustic band generated in a vehicle, and a low-frequency vibration detection unit that detects low-frequency vibration in a band lower than the high-frequency vibration. A differential value calculating means for calculating a differential value of the high frequency vibration detected by the high frequency vibration detecting means, an interval extracting means for extracting a time interval based on the differential value calculated by the differential value calculating means, Vibration energy calculation means for calculating vibration energy of high frequency vibration detected by the high frequency vibration detection means, and energy extraction for extracting vibration energy calculated by the vibration energy calculation means in the time interval extracted by the section extraction means And the amount of movement of the vehicle occupant based on the low frequency vibration detected by the low frequency vibration detecting means In the two-dimensional collision determination two-dimensional map having two axes of vibration energy and movement amount, the movement amount calculating means to calculate, the two-dimensional collision determination threshold set in advance, the vibration energy extracted by the energy extraction means, and the movement A primary collision determination unit that performs a primary collision determination as to whether or not a collision that requires activation of the occupant protection device has occurred by comparing the movement amount calculated by the amount calculation unit. And

  In the vehicle collision determination device according to the second aspect of the present invention, in the first aspect, the section extracting means extracts a time section when the differential value calculated by the differential value calculating means is a positive value. It is characterized by.

  The vehicle collision determination apparatus according to a third aspect of the present invention is the vehicle collision determination device according to the first aspect, wherein the differential value calculation means calculates a primary differential value and a secondary differential value of the vibration detected by the vibration detection means, and the section The extracting means extracts a time interval when the primary differential value is a positive value and the secondary differential value is a negative value.

  The vehicle collision determination device according to a fourth aspect of the present invention, in any one of the first to third aspects, calculates the speed change amount of the vehicle based on the low frequency vibration detected by the low frequency vibration detecting means. And a speed change amount calculated by the speed change amount calculation unit exceeds a preset threshold and the primary collision determination unit needs to start the occupant protection device. And a secondary collision determination means for performing a secondary collision determination that a collision requiring the activation of the occupant protection device has occurred when it is determined that the collision has occurred.

  According to the present invention, it is possible to improve the occupant protection function by performing highly accurate collision determination processing while reducing the calculation processing load without incurring an increase in cost.

It is a figure which shows the whole structure (a) of a SRS airbag system, the block diagram (b) which shows a principal part structure, the detailed block diagram (c) of an energy calculation part, and the modification (d) of an energy calculation part. It is a figure explaining the characteristic of the waveform detected by the acoustic sensor. It is a figure (conventional example (a), this invention (b)) which shows the energy amount at the time of the low-speed offset collision which appears in the two-dimensional map in a SE map determination part. It is a figure which shows G waveform detected by the acoustic sensor.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
Fig.1 (a) is a whole block diagram of the SRS airbag system of this embodiment.
The SRS airbag system in the present embodiment includes an SRS unit (vehicle collision determination device) 1 installed at the center of the vehicle 100, and an airbag 2 (occupant protection device) installed at the driver seat and the passenger seat of the vehicle 100, respectively. ) And.

  The SRS unit 1 determines whether or not a frontal collision has occurred in the vehicle 100 based on the output signals of the built-in acoustic sensor 11 (high-frequency vibration detection unit) and acceleration sensor 12 (low-frequency vibration detection unit). ECU (Electronic Control Unit) that performs activation control of the airbag 2 in accordance with the collision determination result.

  The airbag 2 is an occupant protection device that is deployed in response to an ignition signal from the SRS unit 1 and reduces injury caused by a occupant secondary collision forward due to a frontal collision of the vehicle 100. The vehicle 100 is provided with an occupant protection device such as a side airbag in addition to the airbag 2, but is not illustrated in FIG.

FIG.1 (b) is a block diagram which shows the principal part structure of the SRS unit 1 in this embodiment.
The SRS unit 1 includes an acoustic sensor 11, an acceleration sensor 12, a differential value calculation unit 13 (differential value calculation unit), a section extraction unit 14 (section extraction unit), an energy calculation unit 15 (vibration energy calculation unit), and an energy extraction unit 17 (Energy extraction means), movement amount calculation section 18 (movement amount calculation means), SE map determination section 19 (primary collision determination means), safing determination section 20 (speed change amount calculation means, secondary collision determination means) AND circuit 21 (secondary collision determination means).

The acoustic sensor 11 is a vibration sensor built in the SRS unit 1, detects high-frequency vibrations in the acoustic band generated in the length direction (X-axis direction in the figure) of the vehicle 100, and the detection result is stored as acoustic data S ( t) and output to the differential value calculator 13 and the energy calculator 15 respectively.
The acoustic sensor 11 detects vibration (structural sound) in the frequency band 5 kHz to 20 kHz. The acoustic data S (t) (G waveform) obtained from the acoustic sensor 11 well captures the characteristic that the vehicle 100 is deformed (damaged) by a collision.

  FIG. 2 is a diagram for explaining the characteristics of the waveform detected by the acoustic sensor. (A) is a G waveform detected by the acoustic sensor 11, (b) is a second derivative value of the G waveform, (c) is an energy amount of the G waveform, and (d) is a high-frequency frequency generated in the G waveform by local hitting. (E) is a high-frequency frequency generated in the G waveform due to vehicle damage, and (f) is a diagram showing a section of the G waveform in which characteristics of vehicle damage (structural sound) appear.

  When the vehicle is damaged due to a collision, high-frequency vibration (structural sound) is generated and stress is reduced. That is, when the secondary differential value (FIG. 2B) of the G waveform (FIG. 2A) becomes a negative value, the energy amount of the G waveform (FIG. 2C) tends to peak. is there. For this reason, it is possible to determine whether a vehicle damage that requires activation of the airbag 2 has occurred or a simple local blow that does not require activation of the airbag 2 has occurred depending on the characteristics of the G waveform.

  The G waveform due to the local impact is a G waveform when an impact stress from a certain distance is applied without being destroyed, and becomes a decay wave corresponding to the colliding material and the impact stress. As shown in FIG. 2D, the G waveform generated by local hitting is characterized in that a high-frequency component is generated after the peak is reached.

  On the other hand, a G waveform (structural sound) due to vehicle damage is a G waveform when an impact stress due to static pressing is applied and breakage occurs intermittently, and is a vibration wave according to the material being crushed. As shown in FIG. 2 (e), the G waveform due to vehicle damage is characterized in that a high frequency component is generated before the peak arrives and after the peak arrives.

That is, as shown in FIG. 2 (f), a high-frequency component due to vehicle damage is generated in a section near the peak value of the G waveform (near the convex portion) and monotonously increases. Further, a high-frequency component due to both vehicle damage and local hitting occurs in a section near the peak value of the G waveform (upwardly near the convex portion) and monotonously decreasing.
Therefore, in order to determine whether or not a collision involving vehicle damage that requires deployment of the airbag 2 has occurred, data of a monotonically increasing period near the peak value of the G waveform (near the convex part) Can be used.

  The acceleration sensor 12 is a vibration sensor built in the SRS unit 1, and is generated in the longitudinal direction of the vehicle 100 (X-axis direction in the figure) and has a low frequency vibration in a band lower than the high frequency vibration detected by the acoustic sensor 11. And the detection result is output to the movement amount calculation unit 18 and the safing determination unit 20 as acceleration data G (t). Specifically, the acceleration sensor 12 detects vibrations in the frequency band 0 Hz to 400 Hz. The acceleration data obtained from the acceleration sensor 12 captures well the deceleration in the X-axis direction that occurs in the vehicle 100 due to a collision.

As described above, both the acoustic sensor 11 and the acceleration sensor 12 belong to a vibration sensor that detects vibration, but have different frequency bands of vibrations to be detected. In general, the acceleration sensor 12 detects low-frequency vibrations in the frequency band 0 Hz to 400 Hz, and the acoustic sensor 11 detects high-frequency vibrations in the frequency band 5 kHz to 20 kHz (acoustic band).
Note that the acoustic sensor 11 and the acceleration sensor 12 may be separately provided in the SRS unit 1 as illustrated in FIG. 1A, or may be incorporated in one sensor cell in the SRS unit 1. .

The differential value calculation unit 13 calculates the primary differential value and the secondary differential value of the acoustic data S (t) output from the acoustic sensor 11 and outputs the primary differential value and the secondary differential value to the section extraction unit 14.
The section extraction unit 14 extracts a time section (period) in which the primary differential value output from the differential value calculation unit 13 is a positive value and the secondary differential value is a negative value. Specifically, the section extraction unit 14 outputs a logical value “1” in a section where the primary differential value is a positive value and the secondary differential value is a negative value. On the other hand, in the section corresponding to at least one of the primary differential value output from the differential value calculation unit 13 is not a positive value and the secondary differential value is not a negative value, the section extraction unit 14 selects the section. There is no need to extract, and a logical value “0” is output.
The section in which the first differential value of the acoustic data S (t) (acceleration) is a positive value is a section where the acceleration increases monotonously. The section in which the second derivative value of the acoustic data S (t) is negative is a section in which the acceleration is convex upward. Therefore, the section extraction unit 14 is a section where the acceleration monotonously increases and protrudes upward, that is, a section where only high-frequency vibration (structural sound) is generated in the acceleration due to vehicle damage as shown in FIG. It is possible to extract a section that does not include high-frequency vibration due to local hitting.

  The energy calculation unit 15 calculates the energy amount E of the acoustic data S (t) input from the acoustic sensor 11 and outputs the calculated energy amount E to the energy extraction unit 17. For example, the energy calculation unit 15 includes an absolute value calculation unit 15a and an interval integration unit 15b as illustrated in FIG. The absolute value calculation unit 15a calculates the absolute value | S (t) | of the acoustic data S (t) input from the acoustic sensor 11, and supplies the calculated absolute value | S (t) | to the interval integration unit 15b. Output. The interval integrating unit 15 b calculates the energy amount E by integrating the absolute value | S (t) | input from the absolute value calculating unit 15 a and outputs the calculated energy amount E to the energy extracting unit 17. .

  As shown in FIG. 1D, an envelope output unit 15c may be provided in addition to the absolute value calculation unit 15a and the interval integration unit 15b. The envelope output unit 15c outputs an envelope | Se (t) | of the absolute value | S (t) | of the acoustic data input from the absolute value calculation unit 15a. As such an envelope output unit 15c, for example, a low-pass filter whose cutoff frequency is set to 400 Hz can be used. In this case, the interval integrating unit 15b calculates the energy amount E by integrating the envelope | Se (t) | input from the envelope output unit 15c.

  The energy extraction unit 17 extracts the amount of energy input from the energy calculation unit 15 in the section extracted by the section extraction unit 14, that is, the section (period) in which the logical value “1” is input from the section extraction unit 14. (Extract) and output the extracted energy amount to the SE map determination unit 19. In addition, the energy extraction unit 17 does not extract the amount of energy in the section (period) in which the logical value “0” is input from the section extraction unit 14.

That is, the energy extraction unit 17 intermittently outputs the energy amount input from the energy calculation unit 15 to the SE map determination unit 19 as it is only in the section extracted by the section extraction unit 14. The energy amount intermittently output from the energy extraction unit 17 is an energy amount in a time interval in which the G waveform (acceleration) monotonously increases and becomes convex upward. The amount of energy in this time section does not include the high frequency frequency due to local hitting, but includes only the high frequency frequency due to vehicle damage.
Therefore, when the energy amount intermittently output from the energy extraction unit 17 is used in the SE map determination unit 19, the collision determination process is not always performed, but the airbag 2 needs to be deployed due to vehicle damage. Whether or not a certain collision has occurred can be determined with high accuracy.

  The movement amount calculation unit 18 calculates a movement amount by quadratic integration of acceleration data G (t) input from the acceleration sensor 12, and outputs the calculation result to the SE map determination unit 19. Note that the speed change amount may be calculated instead of the movement amount by linearly integrating the acceleration data G (t).

  3A and 3B are diagrams showing energy amounts at the time of a low-speed offset collision appearing on the two-dimensional map in the SE map determination unit, where FIG. 3A shows a conventional example, and FIG. 3B shows the present invention.

  As shown in FIG. 3B, the SE map determination unit 19 inputs from the energy extraction unit 17 and the movement amount calculation unit 18 on a two-dimensional map with the energy amount as the vertical axis and the movement amount as the horizontal axis. It is determined whether or not the amount of energy and the amount of movement exceeded a two-dimensional collision determination threshold TH set two-dimensionally. When the input energy amount and movement amount exceed the two-dimensional collision determination threshold value TH, the SE map determination unit 19 determines that a collision that requires deployment of the airbag 2 has occurred, and the determination result. The logical value “1” is output to the AND circuit 21. The SE map determination unit 19 determines that a collision that requires deployment of the airbag 2 has not occurred when the input energy amount and movement amount do not exceed the two-dimensional collision determination threshold value TH, The logical value “0” as the determination result is output to the AND circuit 21.

As the movement amount increases (the collision increases), the structural sound (energy amount) generated in the vehicle 100 tends to increase. If the two-dimensional collision determination threshold TH (TH1) extending in the horizontal axis direction is a constant value (parallel to the horizontal axis) in the two-dimensional map of the SE map determination unit 19, a collision that does not require deployment of the airbag 2 is performed. There is a possibility that it is erroneously determined that a collision that requires deployment of the airbag 2 has occurred despite the occurrence of (a collision with minor vehicle damage).
Therefore, as shown in FIG. 3B, in order to prevent such an erroneous determination, the two-dimensional collision determination threshold TH (TH1) extending in the horizontal axis direction is set to increase as the movement amount increases. ing.

On the other hand, the acoustic data S (t) obtained from the acoustic sensor 11 includes a lot of local hitting sounds due to stepping stones and the like that are not accompanied by vehicle body deformation. For this reason, it is necessary to accurately discriminate between an impact sound caused by a collision that requires deployment of the airbag 2 and a local impact sound that does not require deployment of the airbag 2.
On the two-dimensional map shown in FIG. 3B, the two-dimensional collision determination threshold TH (TH2) extending in the vertical axis direction is a collision that requires the airbag 2 to be deployed (a severe collision with vehicle deformation), an air This is a threshold value for discriminating a collision (local hit with a stepping stone or the like) that does not require the bag 2 to be deployed. Even when the amount of energy increases due to local hitting sound such as stepping stones, the vehicle hardly decelerates, so the amount of movement tends to decrease.

  Therefore, the two-dimensional collision determination threshold TH (TH2) is close to the vertical axis (the amount of movement is equal to or less than a predetermined value) and parallel to the vertical axis (or so as not to erroneously determine such a local impact sound) (Substantially parallel). By setting the two-dimensional collision determination threshold value TH, the airbag deployment region (the ON region above the two-dimensional collision determination threshold value TH) where the airbag 2 is deployed and the airbag 2 are not deployed. An airbag non-deployment region (a region below the two-dimensional collision determination threshold value TH) is formed.

  The safing determination unit 20 performs safing determination based on the acceleration data G (t) input from the acceleration sensor 12 and outputs the safing determination result to the AND circuit 21. Specifically, the safing determination unit 20 obtains a speed change amount (or a movement amount that is a calculation value of secondary integration) that is a calculation value of the primary integration of the acceleration data G (t), and this calculation value Are compared with the safing determination threshold.

When the calculated value is larger than the safing determination threshold, the safing determination unit 20 determines that a deceleration change (collision) of the vehicle that requires deployment of the airbag 2 has occurred, and outputs a logical value “1”. If the calculated value is not greater than the safing determination threshold, it is determined that no deceleration change (collision) of the vehicle that requires deployment of the airbag 2 has occurred, and a logical value “0” is output.
In this manner, the safing determination unit 20 determines whether or not there has been a vehicle speed change amount (or a movement amount change) that requires deployment of the airbag 2. The safing determination threshold value is set to a value (relatively low value) that is swung in a safe direction so that the airbag 2 is reliably deployed even when a collision with slight vehicle deformation occurs.

  The AND circuit 21 calculates a logical product of the logical value input from the SE map determination unit 19 and the logical value input from the safing determination unit 20, and calculates a logical value (true value or false) as a result of the operation. Value). A logical value “1” output from the AND circuit 21 indicates that a collision that requires activation of the airbag 2 has occurred, and a logical value “0” indicates that a collision that requires activation of the airbag 2 has occurred. Indicates no.

  4A is a G waveform detected by the acoustic sensor 11, FIG. 4B is a first derivative of the G waveform, FIG. 4C is a second derivative of the G waveform, FIG. 4D is an energy amount of the G waveform, and FIG. FIG. 4 is a diagram showing an energy amount of an extracted G waveform.

  The section extraction unit 14 extracts a section in which the primary differential value (FIG. 4B) is a positive value and the secondary differential value (FIG. 4C) is a negative value. As shown in FIG. 4A, the extracted section corresponds to a section in which the G waveform monotonously increases and is convex upward. And the energy extraction part 17 calculates | requires the energy amount (FIG.4 (e)) corresponding to the area extracted by the area extraction part 14 among the energy amount (FIG.4 (d)) calculated by the energy calculation part 15. FIG. Output. That is, the energy extraction part 17 outputs energy amount intermittently.

  The SE map determination unit 19 determines whether or not the energy amount and the movement amount at that time exceed the two-dimensional collision determination threshold only when the energy amount is intermittently input from the energy extraction unit 17.

Conventionally, it has always been determined whether the amount of energy, which is continuous time-series data, and the amount of movement at that time have exceeded a two-dimensional collision determination threshold. For this reason, even if the time is not necessary for the collision determination process (for example, the time when the G waveform is almost flat or the time when the G waveform is monotonously decreased), the above determination process is performed, and the calculation load is large.
On the other hand, the SE map determination unit 19 can reduce the processing load by performing the collision determination only when the energy amount is intermittently input from the energy extraction unit 17.

Conventionally, as shown in FIG. 3A, the energy amount of the G waveform at the time of the low-speed offset collision (portion surrounded by a dotted line) sometimes increases to the vicinity of the two-dimensional collision determination threshold. For this reason, at the time of a low-speed offset collision, there is a possibility that an erroneous determination that a collision that requires activation of the airbag 2 has occurred may occur.
On the other hand, in the present embodiment, the energy extraction unit 17 intermittently extracts the amount of energy, thereby corresponding to the portion surrounded by the dotted line in FIG. 4D, as shown in FIG. The amount of energy of the G waveform to be reduced is reduced, and the possibility of erroneous determination is greatly reduced. That is, even if there is noise or disturbance in a time interval different from the time interval in which the energy extraction unit 17 has extracted the amount of energy, the vehicle collision determination is not affected by this, so the SN ratio can be improved.

As described above, the SRS unit 1 of the present embodiment calculates the energy amount of the G waveform detected by the acoustic sensor 11, and intermittently calculates the energy amount of the time interval in which the G waveform monotonously increases and protrudes upward. To extract. The extracted energy amount includes only a high-frequency frequency due to vehicle damage, and indicates vehicle deformation information. Therefore, the SRS unit 1 uses the amount of energy extracted intermittently by the SRS unit 1, thereby improving the SN ratio and eliminating the need to constantly perform the collision determination process, thereby reducing the calculation load. .
Further, since the SRS unit 1 reliably extracts the amount of energy necessary for vehicle collision determination, it is possible to perform highly accurate collision determination by improving the SN ratio while reducing the calculation load.

In addition, the SRS unit 1 has a two-dimensional collision determination threshold for determining a local impact and the like, and a two-dimensional collision determination threshold for determining a collision with slight vehicle damage in the two-dimensional map of the energy amount and the movement amount. By setting and comparing these two-dimensional collision determination thresholds with the amount of energy and the amount of movement, a collision that requires the airbag 2 to be deployed (a severe collision involving a vehicle body deformation including a high-speed offset collision), and an airbag It is possible to quickly and accurately discriminate collisions that do not require the development of 2 (including low-speed offset collisions, gentle collisions with slight deformation of the vehicle body, and local hits by stepping stones, etc.).
Further, the SRS unit 1 makes a further determination by performing the secondary collision determination in consideration of not only the primary collision determination by the SE map determination unit 19 but also the determination result of whether or not the vehicle has actually decelerated. Processing accuracy can be improved.

The present invention is not limited to the above-described embodiment, and can of course be changed without departing from the spirit of the present invention.
The differential value calculation unit 13 calculates both the primary differential value and the secondary differential value in the above embodiment, but may calculate only the primary differential value. At this time, the section extraction unit 14 may extract a section where the primary differential value is a positive value. Thereby, the energy extraction part 17 can extract the energy amount of the area where acceleration increases monotonously intermittently.

  The frequency band of the vibration to be detected by the acoustic sensor 11 and the acceleration sensor 12 is not limited to the above-described embodiment, and may be set as appropriate according to the structure of the vehicle 100 and the required passenger protection performance. That is, the frequency band of the high-frequency vibrations only needs to capture the characteristic (structural sound) that the vehicle 100 is deformed (damaged) by the frontal collision, and the frequency band of the low-frequency vibrations is a deceleration generated in the vehicle 100 by the frontal collision If it is possible to capture.

  DESCRIPTION OF SYMBOLS 1 ... SRS unit (vehicle collision determination apparatus), 2 ... Air bag (occupant protection apparatus), 11 ... Acoustic sensor (high frequency vibration detection means), 12 ... Acceleration sensor (low frequency vibration detection means), 13 ... Differential value calculation calculation Part (differential value calculation means), 14 ... section extraction section (section extraction means), 15 ... energy calculation section (vibration energy calculation means), 17 ... energy extraction section (energy extraction means), 18 ... movement amount calculation section (movement) Quantity calculation means), 19 ... SE map determination section (primary collision determination means), 20 ... safing determination section (speed change amount calculation means, secondary collision determination means), 21 ... AND circuit (secondary collision determination means) ), 100 ... vehicle

Claims (4)

High-frequency vibration detecting means for detecting high-frequency vibration in an acoustic band generated in the vehicle;
Low-frequency vibration detecting means for detecting low-frequency vibration in a lower band than the high-frequency vibration;
Differential value calculating means for calculating a differential value of the high frequency vibration detected by the high frequency vibration detecting means;
Section extraction means for extracting a time section based on the differential value calculated by the differential value calculation means;
Vibration energy calculating means for calculating vibration energy of the high frequency vibration detected by the high frequency vibration detecting means;
Energy extracting means for extracting vibration energy calculated by the vibration energy calculating means in the time interval extracted by the section extracting means;
A movement amount calculating means for calculating a movement amount of an occupant of the vehicle based on the low frequency vibration detected by the low frequency vibration detecting means;
In a two-dimensional collision determination two-dimensional map having vibration energy and movement amount as two axes, a predetermined two-dimensional collision determination threshold value, vibration energy extracted by the energy extraction means, and movement calculated by the movement amount calculation means Primary collision determination means for performing a primary collision determination as to whether or not a collision that requires activation of the occupant protection device has occurred by comparing the amount,
A vehicle collision determination device comprising:   The vehicle collision determination device according to claim 1, wherein the section extraction unit extracts a time section when the differential value calculated by the differential value calculation unit is a positive value. The differential value calculating means calculates a primary differential value and a secondary differential value of the vibration detected by the vibration detecting means,
2. The vehicle collision determination according to claim 1, wherein the section extracting unit extracts a time section when the primary differential value is a positive value and the secondary differential value is a negative value. apparatus. A speed change amount calculating means for calculating a speed change amount of the vehicle based on the low frequency vibration detected by the low frequency vibration detecting means;
When the speed change amount calculated by the speed change amount calculation means exceeds a preset threshold value and the primary collision determination means determines that a collision that requires activation of the occupant protection device has occurred. Secondary collision determination means for performing a secondary collision determination that a collision requiring activation of the occupant protection device has occurred;
The vehicle collision determination device according to any one of claims 1 to 3, further comprising:

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