JP2907247B2 - Crosswind detector - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates, <br/> Ru Oh at relates crosswind detector for detecting crosswinds the vehicle undergoes a pressure detection unit.

[0002]

2. Description of the Related Art Generally, a crosswind detection device is provided on a surface of a vehicle body and detects a pressure, and (b) detects a crosswind received by a vehicle based on at least an output signal from the pressure detection unit. And a signal processing unit. Among the crosswind detection devices, there are a lateral force detection type that detects a lateral force generated in the vehicle body in the lateral direction (left-right direction) based on the crosswind, and a crosswind detection type that detects the wind speed and direction of the crosswind. .

An example of a lateral force detection type is disclosed in Japanese Utility Model Laid-Open Publication No. 61-1206.
No. 42 gazette. This is composed of (a) one pressure detection unit that detects a left-right differential pressure, which is a pressure difference between both sides of the vehicle body, and (b) a signal that detects a lateral force generated in the vehicle body based on the left-right differential pressure. And a processing unit.

On the other hand, an example of the crosswind detection method is disclosed in
No. 18571. This consists of (a) two pressure detectors that detect the pressure on both sides of the vehicle body, and (b) two pressure detectors that detect the pressure on the upstream and downstream sides of the air flowing along the upper surface of the vehicle, respectively. a detecting unit, a vehicle speed detector arranged to detect a vehicle speed which is (c) vehicle speed, (d) based on output signals from these pressure detecting section and the vehicle speed detecting section, a signal for detecting the crosswind wind speed and wind direction And a processing unit.

In more detail, the signal processing section of this device is described in more detail by a left and right differential pressure, which is a difference between the two pressures detected by the first two pressure detecting sections, and by a rear two differential pressures. A differential pressure between the two pressures detected by the pressure detector, and a wind generated relative to the air by the vehicle as the vehicle pushes away the air (hereinafter referred to as running wind). Based on the assumption that a constant relationship is established between the wind speed and direction of the apparent cross wind, which is a composite of the natural cross wind and the true cross wind (true cross wind). The wind speed of the cross wind (hereinafter, simply referred to as apparent wind speed) and the wind direction (hereinafter, also referred to simply as apparent wind direction) are determined. The signal processing unit further removes the influence of the running wind from the apparent wind speed and the wind direction based on the assumption that the wind speed of the running wind is equal to the vehicle speed and the wind direction is equal to the traveling direction of the vehicle. True wind speed) and wind direction (hereinafter simply referred to as true wind direction)
To determine.

Further , as a conventional crosswind detection device, a pressure detection
The protruding portion may include (a) a displacement member such as a diaphragm that is displaced in response to pressure acting on the vehicle body surface, and (b) a signal converter that converts the displacement of the displacement member into an electric signal and outputs the electric signal. In some cases , the displacement member is attached to the vehicle body in a state where the displacement member is exposed on the vehicle body surface .

[0007]

SUMMARY OF THE INVENTION However, the conventional
The crosswind detector detects the acceleration (including deceleration) of the vehicle body.
When it occurs, its effect appears in the output signal of the signal processing unit.
This makes it possible to detect crosswinds with sufficiently high accuracy.
There was no problem .

[0008] The present invention has been made as a problem to solve this problem.

[0009]

SUMMARY OF THE INVENTION In order to solve this problem, the gist of the present invention is to (a) receive a pressure acting on a vehicle body surface;
Pressure receiving part and the output signal according to the pressure received by the pressure receiving part
Has a pressure-sensitive portion that changes, and controls the pressure acting on the vehicle body surface.
A pressure detector to be detected, and (b) at least the pressure detector
Signal that detects the crosswind received by the vehicle based on the output signal of
In the crosswind detection device that includes the processing unit,
Unexpected force that is not based on the body surface pressure at birth
The effect of this on the output signal of the signal processor
That is, an influence suppressing means for suppressing the occurrence of the noise is provided .

For the "pressure-sensitive portion" in the present invention, for example, a pressurized conductive rubber whose electric resistance changes as an electrical property according to the pressure, a film made of a molybdenum-based semiconductor polymer material having little hysteresis, and the like may be selected. it can.

The crosswind detecting device according to the present invention may be of a type for detecting the lateral force generated in the vehicle body based on the crosswind or a type for detecting the true wind speed and wind direction. Further, a configuration in which the apparent wind speed and wind direction are detected without detecting the true wind speed and wind direction may be adopted.

[0012] In one embodiment of the present invention, the effect is suppressed.
Means, (a) an acceleration sensor for detecting a vehicle acceleration,
(b) The output signal of the pressure detector is
An unexpected force is applied to the pressure receiving part according to the detected vehicle acceleration.
The effect of the action appears in the output signal of the signal processing unit.
Output signal, and the corrected output signal
And a signal supply unit for supplying the signal to the signal processing unit.
It is.

In another embodiment, the influence suppressing means is provided.
(A) The acceleration acting on the pressure receiving part when the vehicle acceleration occurs
An acceleration acting member on which substantially the same acceleration is applied,
An output signal corresponding to the acceleration acting on the acceleration action member
The pressure-sensitive part changes almost the same as the pressure-sensitive part of the pressure detector
And acceleration acting on the pressure receiving part when a vehicle acceleration occurs
(B) the output signal of the pressure detector
Subtract the output signal of the acceleration detector from the
A signal supply unit for supplying the subtracted output signal to a signal processing unit;
Is included.

[0014]

[Action] In the crosswind detection device according to the present invention, the influence is suppressed.
Control means to reduce the pressure on the vehicle body surface when vehicle body acceleration occurs.
Shadows due to unplanned unscheduled forces acting on the pressure receiving part
Sounds are suppressed from appearing in the output signal of the signal processing unit.

[0015]

【The invention's effect】 Thus, according to the present invention, the vehicle acceleration
Unexpected forces that are not based on body surface pressure
Even if it acts on the pressure receiving part, its influence is the output signal of the signal processing part.
At the time of vehicle acceleration.
Regardless of whether or not there is, cross wind can be detected with high accuracy.

[0016]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view of a cross wind detecting device according to a first embodiment of the present invention.

As shown in FIG. 2 , the crosswind detection device according to one embodiment of the present invention is provided in an automobile called a one-box car which has a relatively large side surface of a vehicle body and is easily affected by a crosswind. Three pressure detectors 10, 12, 1
4, vehicle speed sensor 16 (see FIG. 8) and signal processing unit 20
It is configured to include.

When the vehicle receives the wind in front, the distribution of the pressure generated on the vehicle body surface, that is, the wind pressure distribution generally shows a tendency as shown in FIG.
Negative pressure occurs at both ends. In general, the pressure at the center and both ends of the front of the vehicle body changes relatively sensitively in accordance with the wind speed and direction of the cross wind that the vehicle receives.

[0019] Therefore, as shown in FIG. 2, the pressure detector 10 is assumed to be located at a position sufficiently close to the front of the left side surface of the vehicle body to detect the pressure P _L of the vehicle body left side, the pressure detector 12 is intended to detect the pressure P _R in the vehicle body right side is disposed at a position sufficiently close to the front of the right side of the vehicle body, the pressure P _F of the vehicle body front pressure detection unit 14 is arranged in the center of the vehicle body front It is supposed to be detected.

The pressure detectors 10, 12, and 14 utilize a part of a synthetic resin molding mounted on the vehicle body surface and are provided inside the molding. Specifically, as shown in FIG. 2, the pressure detector 10 includes a corner molding 30 that straddles the front and left sides of the vehicle body, and the pressure detection unit 12 includes a corner molding that straddles the front and right sides of the vehicle body. The pressure detectors 14 are provided in a bumper molding 36 mounted on a front bumper 34 of the vehicle.

Here, the structure of the pressure detectors 10, 12, and 14 will be described in detail. However, since they have the same structure, the pressure detector 14 will be described as a representative, and the other pressure detectors will be described. Descriptions of 10 and 12 are omitted.

The pressure detector 14 is provided in a bumper molding 36 as shown in FIG. The bumper molding 36 is hollow at the center in the longitudinal direction, and in that portion, a flat pressure receiving portion 40 exposed to the outside of the vehicle body and a flat back plate 42 located on the side of the front bumper 34 are formed in a flat shape. They are opposed to each other with a space 44 therebetween.

In the space 44, a disc-shaped pressure expanding means 50 and a flat pressure detecting means 52 are stacked in this order from the pressure receiving portion 40 to the back plate 42. The pressure receiving portion 40, the pressure expanding means 50, the pressure detecting means 52, and the back plate 42 are fixedly attached to each other.

The pressure expanding means 50 has a circular cross section smaller than the surface area of the pressure detecting means 52, and expands the pressure P acting on the pressure receiving portion 40 from the outside of the vehicle body (ie, the pressure on the surface of the vehicle body). The pressure detecting means 52 is made to act intensively on a relatively narrow portion of the surface. Therefore, the pressure P in the pressure receiving section 40 is
Is the pressure p at the portion of the pressure detection means 52 that contacts the pressure expansion means 50.

That is, each pressure detecting means 10, 12, 1
In 4, the pressure receiving section 40 and the pressure expanding means 42 constitute one embodiment of the “pressure receiving section ” in the present invention.

The pressure detecting means 52, as shown in FIG.
A pair of comb-shaped electrodes 56 and 58 and a pressure-sensitive element 60, each of which is formed in a film shape, are coated with a protective film (not shown).

The electrodes 56 and 58 are opposed to each other on the surface of the pressure-sensitive element 60 with a slight gap therebetween. Wire 6 from electrodes 56 and 58
2 and 64 extend and are connected to the signal processing unit 20 through the back plate 42 and the front bumper 34 as shown in FIG.

The pressure-sensitive element 60 is made of pressurized conductive rubber. As shown in the graph of FIG. 5, the pressure-sensitive element 60 has a characteristic in which the electric resistance value R changes in accordance with the pressure p. There is a linear characteristic in which R decreases almost linearly. In the present embodiment, the pressure p is detected using this linear characteristic, and thus the pressure P on the vehicle body surface is detected.

Further, the pressure-sensitive element 60 is adapted to apply a constant pressure p ₀ when the pressure P on the vehicle body surface is atmospheric pressure. This pressurization p ₀ is set so as to fall substantially in the middle of the linear region. Also, this pressurized p
₀ , as shown in FIG. 1, the pressure receiving portion 40 and the back plate 42
The pressurizing means 66 is connected to each other by pressurizing means 66 mainly composed of a suitable number of U-shaped leaf springs. The elastic force of the pressurizing means 66 urges the pressure receiving portion 40 and the back plate 42 in directions approaching each other. It is realized by doing. Therefore, FIG.
As shown in the figure, when the pressure p increases from the pressurized pressure p ₀ , that is, when the absolute value of the pressure P on the vehicle body surface increases in the positive pressure range, the electric resistance value R decreases, whereas the pressurized pressure p _{If the value} decreases from ₀ , that is, if the absolute value of the pressure P increases in the negative pressure range, the electric resistance value R increases. That is, the pressure detecting means 10, 12, 14
In other words, the pressure-sensitive element 60 is one of the “pressure-sensitive portions” in the present invention.
This constitutes an aspect.

The signal processing section 20 includes pressure detecting sections 10, 1
The wind speed and wind direction of the true crosswind (hereinafter, also simply referred to as the true wind speed and wind direction) are determined based on the output signals from the units 2 and 14.

The principle of this determination will be described with reference to FIG. As shown in the figure, if the wind speed V _W and the wind direction θ _W of the true cross wind A are expressed by a vector A, and the wind speed and the wind direction of the traveling wind B are expressed by a vector B, the wind speed and the wind direction θ of the apparent cross wind C are obtained.
(Hereinafter, simply referred to as apparent wind speed and wind direction θ) can be represented by a vector C which is a sum of a vector A and a vector B.

[0032] At this time, assuming the wind speed of the traveling wind B is equal to the vehicle speed V _M which is a traveling speed of the vehicle, the apparent wind speed of the vehicle traveling direction component (hereinafter, simply apparent wind speed traveling that direction component) V is since the sum of the true wind velocity V _W vehicle traveling direction component and the wind velocity of the running wind B of relation holds as represented by _{V = V W · cos θ W} + V M becomes equation.

Also, the left-right component of the true wind speed V _W (= V
_W · sin θ _W ) and the apparent wind speed in the horizontal direction (= V · sin θ _W )
tan θ), the relationship represented by the equation V _W · sin θ _W = V · tan θ holds.

Therefore, if the apparent wind speed traveling direction component V and the apparent wind direction θ can be obtained, the true wind speed V _W and the wind direction θ _W can be obtained from these two equations. V _W = root ((V−V _M ) ² + (V · tan θ) ² ) θ _W = cos ⁻¹ ((V−V _M ) / V _W )

The acquisition of the apparent wind speed traveling direction component V and the apparent wind direction θ is as follows.
And the front pressure P _F to be detected by the pressure detector 14
Under the assumption of a constant relationship is established between, is obtained from the detected front pressure P _F, whereas the apparent wind direction θ
Is a constant relationship between the pressure and the right and left differential pressure ΔC _p , which is the difference between the two pressures to be detected by the pressure detectors 10 and 12, respectively, that is, the relationship shown in the graph of FIG. Is obtained from the detected left-right differential pressure ΔC _p under the assumption that

As shown in FIG. 8, the signal processing section 20 includes a left / right differential pressure calculating circuit 70, an apparent wind speed advancing direction component calculating circuit 72, an apparent wind direction calculating circuit 74, and a true wind speed / wind direction calculating circuit 76. Is configured.

The left / right differential pressure calculating circuit 70 has two input terminals, one of which is a pressure detecting unit 10 and the other is a pressure detecting unit 1
2 are connected respectively. Specifically, as shown by an equivalent circuit in FIG. 9, a voltage v having a height corresponding to the electric resistance value R of the pressure-sensitive element 60 of each of the pressure detection units 10 and 12 is detected by the operational amplifier 80 and each input terminal is detected. It is supplied to. The left and right differential pressure calculation circuit 70 calculates the voltage v _L (corresponding to the pressure P _L on the left side of the vehicle body) supplied from the pressure detection unit 10 and the voltage v _R supplied from the pressure detection unit 12 (the right side surface of the vehicle body). calculating a lateral pressure difference [Delta] C _p from the difference between the corresponding to the pressure P _R) in the.

The apparent wind speed traveling direction component calculation circuit 72 is 1
It has a number of input terminals to which the pressure detector 14 is connected. The specific configuration is the same as that of the pressure detectors 10 and 12. The apparent wind velocity traveling direction component computing circuit 72 (corresponding to the front pressure P _F) voltage v _F supplied from the pressure detection unit 14 calculates the Karamikake wind traveling direction component V.

The apparent wind direction calculating circuit 74 is supplied with the left and right differential pressure ΔC _p from the left and right differential pressure calculating circuit 70, and calculates the apparent wind direction θ therefrom.

The true wind speed / wind direction calculation circuit 76 has an apparent wind direction θ from the apparent wind direction calculation circuit 74, an apparent wind speed traveling direction component V from the apparent wind speed traveling direction component calculation circuit 72, and a vehicle speed V from the vehicle speed sensor 16. _M are supplied, and a true wind speed V _W and a wind direction θ _W are calculated from them and output to the outside. By the way, the pressure detection in this embodiment
Parts 10, 12, and 14 are attached to the vehicle body in the front-rear direction or to the left.
State where acceleration (including deceleration) occurs in the right direction
When used in, the acceleration, due to the pressure P on the body surface
Unscheduled force which is not based on pressure receiving portion 40 and pressure increasing means
Acts on 50. Specifically, based on longitudinal acceleration
The planned external force is based on the lateral acceleration in the pressure detecting unit 14.
The scheduled external force acts on the pressure detection units 10 and 12, respectively.
Therefore, in the present embodiment, as shown in FIG.
The influence of the scheduled external force based on the speed is transmitted from the signal processing unit 20.
Do not appear in the output true wind speed V _W and wind direction θ _W
An effect suppressing means 80 is added. This effect suppression
The control means 80 performs signal processing on the influence based on the longitudinal acceleration.
In the output signal from the section 20
You. Specifically, the influence suppressing means 80 is provided in (a) the vehicle body.
And a well-known acceleration sensor 8 for detecting longitudinal acceleration.
2 and (b) the longitudinal acceleration by the acceleration sensor 82
And detects the pressure in accordance with the longitudinal acceleration.
The output signal of the detection unit 14 is corrected and supplied to the signal processing unit 20
And a signal supply unit 84 for performing the operation.

As is apparent from the above description, in the present embodiment, each of the pressure detecting sections 10, 12, and 14 is provided with the pressure receiving section 4
0, pressure expanding means 50, pressure detecting means 52, and back plate 4
2 are packed together, each pressure detection unit 1
0, 12, and 14 become thinner as a whole, and as a result, an effect is obtained that the pressure detectors 10, 12, and 14 can be easily mounted on a vehicle.

Further, in the present embodiment, a part of the moldings 30, 34,
Each pressure detecting unit 10,
Since the pressure sensing elements 12 and 14 are configured, the pressure sensing element 60 and the like do not need to be exposed on the vehicle body surface. As a result, the pressure detection units 10, 12, and 14 are mounted on the vehicle without affecting the design of the vehicle body. The effect that it can be obtained is also obtained.

While the embodiment of the present invention has been described in detail with reference to the drawings, the present invention can be implemented in other embodiments.

The crosswind detecting device according to the above-described embodiment has the following features: (a) a left-side pressure P _L , a right-side pressure P _R, and a front-side pressure P _F in order to realize a form for detecting the true wind speed V _W and the wind direction θ _W. Pressure detection units 10, 12, and 14 for detecting
(b) the vehicle speed sensor 16 and (c) the pressure detectors 10, 1
2, 14 and on the basis of the output signal from the vehicle speed sensor 16 a signal processing unit 20 to determine the true wind velocity V _W and direction theta _W, right and left, which is the difference between the Hidarimen圧P _L and the right surface pressure P _R under the assumption of a constant relationship is established between the wind direction θ apparent differential pressure [Delta] C _p, to determine the wind direction apparent θ corresponding to the actual lateral pressure difference [Delta] C _p, wind speed and apparent front pressure P _F under the assumption of a constant relationship is established between the traveling direction component V, to determine the apparent wind velocity traveling direction component V corresponding to the actual front pressure P _F, further, the wind speed of the traveling wind B is the vehicle speed V _M
The wind direction under the assumption of equal to the vehicle traveling direction, is a manner including as to determine the true wind velocity V _W and direction theta _W by the apparent wind speed and wind direction remove the effects of the vehicle wind B I was

However, this form can be realized in other modes. For example, the present invention relates to (a) the left side pressure of the vehicle body,
Three or four pressure detectors for detecting the right-side pressure and the front-side pressure at one point of the air flowing along the upper surface of the vehicle body or at two points on the upstream side and the downstream side, respectively; (c) a signal processing unit that determines a true wind speed and a wind direction based on output signals from the pressure detection unit and the vehicle speed detection unit, and a left-right differential pressure that is a difference between a left surface pressure and a right surface pressure, and a front pressure. (If it is one, it is itself, if it is two, the difference) and the apparent wind speed and wind direction, the actual left-right differential pressure is assumed. And the apparent wind speed and direction corresponding to the front pressure are determined.Furthermore, under the assumption that the wind speed of the traveling wind is equal to the vehicle speed and the wind direction is equal to the vehicle traveling direction, the influence of the traveling wind from the apparent wind speed and the wind direction is determined. Determine the true wind speed and direction by removing It is also can be achieved by the embodiments involving and.

Next, another embodiment of the present invention will be described with reference to FIG.
Will be described.

However, parts common to the previous embodiment are described.
The same name to indicate the correspondence.
The description of that part is omitted.

The influence suppression means in the above embodiment is provided with a well-known acceleration sensor for detecting the longitudinal acceleration in the vehicle body, thereby detecting the longitudinal acceleration, and detecting the acceleration in the pressure detecting section 14 in accordance with the longitudinal acceleration. The output signal is corrected and supplied to the signal processing unit 20 .
However, in the present embodiment, the following mode is adopted.
You.

In other words, although roughly described , the structure and dimensions are basically the same as those of the pressure detecting section 14, but the pressure detecting section 14 includes an acceleration acting member instead of the pressure receiving section 40. It is provided near the unit 14, corrects the output signal of the pressure detection unit 14 according to the output signal of the acceleration detection unit, and supplies it to the signal processing unit 20.

More specifically, a pressure detector 100 and an acceleration detector 102 having substantially the same structure as the pressure detector 14 are embedded in the front bumper 34 so as to overlap each other .

The pressure detector 100 and the acceleration detector 1
Numeral 02 is provided in a common box 104 made of a synthetic resin and has a bottom portion that functions as a pressure receiving portion 110 of the pressure detecting portion 100. The pressure detecting section 100 is configured to include the pressure receiving section 110, the pressure expanding section 112, the pressure detecting section 114, the back plate 116, and the pressurizing section (not shown) as in the previous embodiment. On the other hand, the acceleration detecting unit 102
And a pressure increasing means 122, a pressure detecting means 124, and a back plate 1 similar to those in the pressure detecting section 100.
26 and pressurizing means (not shown). On the other hand, the pressure detector 100 and the acceleration detector 1
02 is connected to the signal detection unit 10
From the output voltage v _{F of} 0 to the output voltage v of the acceleration detection unit 102
It is intended to obtain a true voltage v _F (those truly corresponding to the front pressure P _F) by subtracting the _G. The space in the pressure detection unit 100 and the space in the acceleration detection unit 102 are set to the atmospheric pressure by an appropriate number of atmospheric pressure communication holes 130.

The influence suppressing means may also be of a type that suppresses the influence based on the acceleration in the left-right direction from appearing in the output signal from the signal processing unit 20 , and this mode is also realized in the same manner as in the above case. Can be.

It should be noted that the crosswind detection device according to the present invention can be used for various purposes. Hereinafter, some of them will be exemplified.

When an unexpected yaw rate occurs on the vehicle body,
A rear-wheel steering control device capable of performing yaw rate feedback control for controlling a rear-wheel steering angle so as to cancel this is already known. According to this device, when the unscheduled yaw rate is based on the crosswind disturbance, eventually, the crosswind correction control for suppressing the deflection of the vehicle body based on the crosswind disturbance is performed.
However, even if the vehicle receives a crosswind, it usually takes time for an unscheduled yaw rate to occur on the vehicle body,
This rear wheel steering control device has a problem that the responsiveness of the crosswind correction control cannot be sufficiently advanced.

This problem can be solved by using the crosswind detection device according to the present invention. For example, the true wind speed and wind direction detected by the cross-wind detection device are sequentially supplied to the rear-wheel steering control device, and based on the information, the rear-wheel steering control device sends the rear wind under the rear-wheel steering gain optimal for crosswind correction. If the wheel steering angle control is performed, the crosswind correction control is started without waiting until the influence of the crosswind appears as a yaw rate on the vehicle body, the responsiveness of the crosswind correction control is improved, and the optimum rear wheel steering gain for the crosswind correction is adjusted. The crosswind correction control is realized below.

The side wind correction control is not limited to the above-described type in which the rear wheel steering angle is controlled to suppress unscheduled yawing and side slip. For example, the front wheel steering angle is controlled to prevent unscheduled yawing and side slip. It is also possible to adopt a form that suppresses unplanned rolling by controlling the suspension characteristics of each wheel, or a form that appropriately combines those forms. Can be used.

The crosswind detection device according to the present invention can be used for other purposes. That is, it is determined whether the vehicle is receiving a crosswind that is problematic in relation to running stability, or whether it is necessary to perform the above-described crosswind correction control, and if so, to that effect. Can be used in a cross-wind warning device that warns the driver of this.

In addition, the present invention is an example of a case where the technology of using a pressure detecting portion in which a pressure receiving plate and a pressure-sensitive element are stacked on a vehicle body surface is used in the field of detecting the pressure on the vehicle body surface. As you can imagine, this technique can be used in other fields as well.

For example, by making the pressure detecting section of the present invention function as a touch sensor, it can be used in the field of quickly and accurately determining whether to activate an occupant protection device such as an airbag. Hereinafter, some examples of the use of this will be described.

[0060] For example, as shown in FIG. 11, the attachment as a collision sensor 200 and the pressure sensing portion in the center of the vehicle body front, information on whether the output voltage V _F of it exceeds the threshold, i.e., a head-on collision Information as to whether or not the time is likely to be high can be added to the operation start determination information of the occupant protection device.

Furthermore, pressure sensors are provided not only at the center of the front of the vehicle body but also at the left and right edges, respectively, as collision sensors 202, 204
And either the output voltage V _L or V _R of the left or right collision sensor 202 or 204 and the center collision sensor 200
Output voltage information about whether or not the difference between V _F exceeds the threshold, i.e., also be added or not are likely to be at oblique collision information to the operation start judgment information of the occupant protection device it can.

Further, pressure detectors are attached to the outer surfaces of the left and right doors of the vehicle as collision sensors 210 and 212, respectively, and output voltages V _SL and V _{SL of} the collision sensors 210 and 212 are provided.
Information on whether the difference in V _SR has exceeded a threshold, ie,
Information as to whether or not there is a high possibility of a side collision may be added to the operation start determination information of the occupant protection device.

Although some embodiments of the present invention have been described in detail with reference to the drawings, the present invention may be embodied in various other forms and modifications based on the knowledge of those skilled in the art. can do.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view illustrating a pressure detection unit in a cross wind detection device according to an embodiment of the present invention.

FIG. 2 is a perspective view showing a state in which each component of the embodiment is mounted on a vehicle.

FIG. 3 is a plan view showing a general wind pressure distribution around a vehicle.

FIG. 4 is a perspective view showing only the pressure detecting means 52 shown in FIG. 1;

5 is a graph showing a relationship between a pressure p and an electric resistance value R in the pressure-sensitive element 60 in FIG.

FIG. 6 is a vector diagram for explaining a principle of detecting a wind speed and a wind direction of a true cross wind in the embodiment.

FIG. 7 is a left-right differential pressure ΔC _P used in the embodiment.
It is a graph which shows the relationship with the wind direction (theta) of apparent crosswind.

FIG. 8 is a block diagram conceptually showing an electrical configuration of a signal processing unit 20 in the embodiment.

FIG. 9 is an electric circuit diagram conceptually showing an electric configuration of the pressure-sensitive element in the embodiment.

FIG. 10 is a cross-sectional view illustrating a pressure detection unit in a cross wind detection device according to another embodiment of the present invention.

FIG. 11 is a plan view for explaining another application example of the pressure detection unit in the present invention.

[Explanation of symbols]

 10, 12, 14 Pressure detecting unit 16 Vehicle speed sensor 20 Signal processing unit 40 Pressure receiving unit 42 Back plate 50 Pressure expanding unit 52 Pressure detecting unit 56, 58 Electrode 60 Pressure sensitive element

Continuation of the front page (58) Field surveyed (Int.Cl. ⁶ , DB name) G01P 13/00 G01M 17/00 B62D 6/04

Claims (3)

(57) [Claims] 1. A pressure receiving portion for receiving a pressure acting on a vehicle body surface.
Output signal changes according to the pressure received by the pressure receiving section.
Wind detection device, comprising: a pressure detection unit that detects a pressure acting on the vehicle body surface; and a signal processing unit that detects a crosswind received by the vehicle based on at least an output signal of the pressure detection unit. Will not be based on body surface pressure when body acceleration occurs
The influence of external force acting on the pressure receiving part is
For suppressing the effect of appearing in the output signal of the signal processing unit
Crosswind sensing apparatus characterized in that a stage. 2. The apparatus according to claim 1, wherein (a) an acceleration sensor for detecting a vehicle acceleration, (b) outputting the output signal of the pressure detector to the acceleration sensor;
According to the detected vehicle acceleration, the unexpected force is
The influence of acting on the pressure receiving unit is not affected by the signal processing unit.
Correction so that it does not appear in the output signal of
Signal supply unit that supplies the output signal corrected by
When The cross wind detection device according to claim 1, further comprising: 3. The apparatus according to claim 2, wherein (a) Acceleration acting on the pressure receiving part when vehicle body acceleration occurs
An acceleration acting member on which substantially the same acceleration is applied,
An output signal corresponding to the acceleration acting on the acceleration action member
Is almost the same as that of the pressure sensing part of the pressure sensing part.
Which acts on the pressure receiving part when vehicle body acceleration occurs
An acceleration detection unit that detects acceleration, (b) the output signal of the pressure detection unit
Output signal is subtracted, and the subtracted output signal is
Signal supply unit to supply signal processing unit 2. The method according to claim 1, comprising:
Cross wind detector.