JP3379573B2 - Method of determining rigidity of vehicle collision target - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle collision object rigidity determination method for determining the rigidity of a collision object when a vehicle collides.

[0002]

2. Description of the Related Art Conventionally, in a start-up control device for controlling the start-up of an occupant protection device, an impact applied to a vehicle is detected as a deceleration by an acceleration sensor usually installed on a floor tunnel, and based on the detected acceleration. Controls the activation of the occupant protection device. As a device for controlling the activation of such an occupant protection device, Japanese Patent Laid-Open No. 5-343 has
There is an apparatus disclosed in Japanese Patent Publication No. 67. In this device, it is determined whether the collision is a heavy collision in the plastic deformation region or a light collision in the elastic deformation region based on the change in the acceleration signal, and the activation control of the occupant protection device is performed at an appropriate timing.

[0003]

By the way, in the above-mentioned starting control device, it is determined whether the collision is a heavy collision in the plastic deformation region or a light collision in the elastic deformation region. In order to perform it more appropriately, it is necessary to determine the rigidity of the collision target.

An object of the present invention is to provide a method for determining the rigidity of a vehicle-collision object, which can accurately determine the rigidity of the collision object when the vehicle collides.

[0005]

According to a first aspect of the present invention, there is provided a method for determining the rigidity of an object to be collided with a vehicle, wherein a sensor provided at a predetermined position in the vehicle detects an impact applied to the vehicle, and the detected value is detected. Calculating a first moving average of the first section width and a second moving average of the second section width based on
The rigidity of the collision object with which the vehicle has collided is determined based on the initial curve of the first moving average and the initial curve of the second moving average.

According to the method for determining the rigidity of a vehicle collision object according to the present invention, a first moving average, for example, a moving average of a short period component and a second moving average, for example, a moving average of a long period component are calculated. Then, since the value of the ratio of the moving average of the short period component and the moving average of the long period component is different depending on whether the collision object is hard or soft, the rigidity of the collision object can be determined based on this. .

According to a second aspect of the present invention, there is provided a method for determining the rigidity of an object to be collided with a vehicle, in which a sensor provided at a predetermined position in the vehicle detects an impact applied to the vehicle and moves based on the detected value. It is characterized in that the average is calculated and the difference is calculated, and the rigidity of the collision object with which the vehicle has collided is determined based on the moving average and the increasing / decreasing tendency of the difference.
According to the rigidity determination method of the vehicle collision object according to the second aspect, when the moving average and the difference are calculated based on the detected value, the increasing and decreasing tendency of the moving average and the difference are substantially the same when the collision object is hard. On the other hand, when the collision object is soft, the moving average and the difference show different increasing and decreasing tendencies, and therefore the rigidity of the collision object can be determined based on this.

According to a third aspect of the present invention, there is provided a method for determining the rigidity of an object to be collided with a vehicle, wherein a sensor arranged at a predetermined position in the vehicle detects an impact applied to the vehicle and the detected value is compared with the detected value. A value obtained by performing a wavelet transform using a wavelet scale corresponding to a predetermined frequency and a value obtained by performing a wavelet transform using a wavelet scale obtained by slightly changing the wavelet scale, and based on the combined value. It is characterized in that the rigidity of the collision object with which the vehicle has collided is determined.

According to the method of discriminating the rigidity of a vehicle collision object according to the present invention, a value obtained by performing a wavelet transform on a detected value using a wavelet scale corresponding to a predetermined frequency and the wavelet scale are slightly changed. By combining the values that have been wavelet-transformed using the changed wavelet scale, high-frequency components such as noise contained in the detected values can be removed, and only low-frequency components can be accurately extracted, so the collision target The rigidity of can be accurately determined.

According to a fourth aspect of the present invention, there is provided a method for determining the rigidity of an object of collision of a vehicle, wherein a sensor provided at a predetermined position in the vehicle detects an impact applied to the vehicle, and the collision is detected based on the detected value. The collision energy and the repulsion energy in the initial stage are calculated, and the rigidity of the collision object with which the vehicle has collided is determined based on the magnitudes of the collision energy and the repulsion energy.

According to the rigidity determination method for a vehicle collision object according to the present invention, when the collision energy and the repulsion energy are calculated based on the detected values, when the collision object is hard, the collision energy at the initial stage of the collision and the repulsion energy are calculated. While the repulsive energy shows approximately the same magnitude, when the collision object is soft, the collision energy shows a larger value than the repulsion energy, so the rigidity of the collision object is determined based on this. be able to.

According to a fifth aspect of the present invention, there is provided a method for determining the rigidity of an object to be collided with a vehicle, wherein a sensor provided at a predetermined position in the vehicle detects an impact applied to the vehicle, and the collision is detected based on the detected value. An average value of the detection values and an autocorrelation value of the detection values in an initial predetermined section are calculated, and the rigidity of a collision object on which the vehicle collides is determined based on the average value and the autocorrelation value. And

According to the method of discriminating the rigidity of the vehicle collision object according to the fifth aspect, the collision object which is stored in advance with the average value and the autocorrelation value of the detection values calculated based on the detection values is hard. In this case, the rigidity of the collision target is determined by comparing the average value and the autocorrelation value of the case or the average value and the autocorrelation value when the collision target is soft.

According to a sixth aspect of the present invention, there is provided a rigidity determination method for a vehicle-collision target object. The rigidity of the vehicle is detected by a sensor provided at a predetermined position in the vehicle, and a triangular high frequency wave is added to the detected value. It is characterized in that the rigidity of the collision object with which the vehicle has collided is determined based on the temporal transition of the sign of the extreme value of the waveform obtained by superimposing the triangular high frequencies.

According to the method of discriminating the rigidity of an object to be collided with a vehicle according to the present invention, by superimposing a triangular high frequency wave on the detected value, noise contained in the detected value can be removed with high accuracy. It is possible to accurately determine the rigidity of an object.

According to a seventh aspect of the present invention, there is provided a vehicle collision object rigidity determination method, wherein a sensor provided at a predetermined position in the vehicle detects an impact applied to the vehicle and a collision is detected based on the detected value. The cross-correlation between the detected value in the initial predetermined section and the detected value detected in the corresponding collision test is obtained, and the rigidity of the collision object collided by the vehicle is determined based on the change in the value of the cross-correlation. It is characterized by

According to the method of discriminating the rigidity of an object for collision with a vehicle of the present invention, when the cross-correlation between the detected value and the value detected by the collision test corresponding thereto is obtained, when the object is hard, the collision is detected. Indicates that the cross-correlation value is longer than a predetermined value for a long period of time, whereas the cross-correlation value is shorter than a predetermined value for a soft collision object. The rigidity of the collision object can be determined based on this.

[0018]

BEST MODE FOR CARRYING OUT THE INVENTION A first embodiment of the present invention will be described below with reference to FIGS. FIG. 1 is a block diagram showing an activation control device of an occupant protection device using a method for determining the rigidity of a vehicle collision object according to an embodiment of the present invention.

The activation control device for the occupant protection device is a device for controlling the activation of the airbag device 36, which is a type of occupant protection device, and as shown in FIG. 1, mainly includes the control circuit 20, the floor sensor 32, and the floor sensor 32. The drive circuit 34 is provided.

Of these, the floor sensor 32 is a so-called acceleration sensor for detecting a shock applied to the vehicle. Specifically, the floor sensor 32 detects the deceleration applied to the vehicle in the front-rear direction at any time and detects it. The value is output as a detection signal.

The control circuit 20 is a central processing unit (CPU).
22, an input / output circuit (I / O circuit) 24, a read only memory (ROM) 26, a random access memory (RAM) 28, etc. are provided, and each component is connected by a bus. Of these, the CPU 22 performs various processes such as the rigidity determination of the collision determination object and the activation control of the airbag device according to a program stored in the ROM 26.
The RAM 28 is a memory for storing data obtained by the signal from the floor sensor 32, a result calculated by the CPU 22 based on the data, and the like. The I / O circuit 24 is a circuit for inputting a signal from the floor sensor 32 and outputting a start signal to the drive circuit 34.

Further, the drive circuit 34 is responsive to a start signal from the control circuit 20 to drive the squib 3 in the airbag device 36.
It is a circuit that energizes 8 to ignite. On the other hand, the airbag device 36 includes a squib 38 which is an ignition device, a gas generating agent (not shown) ignited by the squib 38, a bag (not shown) inflated by the generated gas, and the like. . Among these components, the control circuit 20, the floor sensor 32, and the drive circuit 34 are housed in an ECU (electronic control unit) and mounted on a floor tunnel in the center of the vehicle.

Next, the rigidity determination of the collision determination object and the activation control of the airbag device at the time of a vehicle collision will be described. The floor sensor 32 constantly detects the deceleration G (t) applied to the vehicle in the front-rear direction, and detects the detected value G (t).
Is output to the control circuit 20 as a detection signal (see FIG. 2).

The CPU 22 of the control circuit 20 determines that the deceleration (detection value) G (t) output by the floor sensor 32 is I.
When input via the / O circuit 24, the moving average V ₁₀ for the short period component (see FIG. 3) and the moving average V ₃₀ for the long period component (see FIG. 4) are generated based on the detected value G (t). ). Next, a regression line between the collision start point T ₀ and the peak point T ₁ of the initial curve of the moving average V ₁₀ is obtained. Further, a regression line between the collision start point T ₀ and the peak point T ₂ of the initial curve of the moving average V ₃₀ is obtained. Then, the slope K _S of the regression line of the moving average V ₁₀ and the moving average V ₃₀
By referring to the determination map shown in FIG. 9 based on the value of the slope K _L of the regression line of
That is, an ORB collision or a collision with a soft object, that is, O
Determine if it is a DB collision.

FIG. 5 shows the case where the collision object is hard, that is, OR.
7 is a graph showing a moving average V ₁₀ in the case of a B collision, and FIG.
Is a graph showing the moving average V ₃₀ in the case of an ORB collision. In addition, FIG. 7 shows that the collision object is soft, that is, OD.
₉ is a graph showing a moving average V ₁₀ in the case of a B collision, and FIG.
Is a graph showing the moving average V ₃₀ in the case of an ODB collision.

Where K _L , shown by FIGS. 5 and 6,
When K _S is plotted on the map shown in FIG. 9, it is plotted in the ODB area, so it is determined that the collision target is soft, that is, ODB collision. On the other hand, when K _L and K _S shown in FIGS. 7 and 8 are plotted on the map shown in FIG. 9, they are plotted in the ODB area.
When the collision object is hard, that is, it is determined to be an ORB collision.

When the collision object is determined to be hard, the CPU 22 outputs a start signal to the drive circuit 34 at an earlier timing than when it is determined that the collision object is soft. As a result, the drive circuit 34 energizes the squib 38 to activate the airbag device 36, and the squib 38 ignites a gas generating agent (not shown).

Therefore, according to the method for determining the rigidity of a vehicle collision object according to this embodiment, the rigidity of the object with which the vehicle has collided can be accurately determined. The activation timing of the airbag device can be changed, and the occupant can be reliably restrained by the airbag.

Next, a method of discriminating the rigidity of a vehicle collision object according to the second embodiment of the present invention will be described with reference to FIGS. This method of determining the rigidity of an object to be collided with a vehicle is carried out by the same activation control device for an occupant protection device (see FIG. 1) as the activation control device for the occupant protection device according to the first embodiment.

The floor sensor 32 detects the deceleration (detection value) G (t) applied to the vehicle in the front-rear direction at any time,
The detected value G (t) is output as a detection signal to the control circuit 20 (see FIG. 10). CPU2 of control circuit 20
2 is the deceleration G output by the floor sensor 32
When (t) is input via the I / O circuit 24, the moving average sampling period is set to T based on the detected value G (t).
Obtaining the difference dG (t) / dt of the sampling interval was T _D for the moving average V (t) and smoothing of the difference was _V. That is, the moving average V (t) is calculated based on Expression 1 (see FIG. 11), and the difference dG (t) / d is calculated based on Expression 2.
Obtain t (see FIG. 12).

[0031]

[Equation 1]

[0032]

[Equation 2]

Next, the moving average V (t) and the difference dG (t).
The rigidity of the vehicle collision object is determined based on the increasing / decreasing tendency with / dt. That is, as shown in FIGS. 13 and 14, when the increasing / decreasing tendency of the moving average V (t) and the difference dG (t) / dt are substantially equal to each other, it is determined that the collision target is hard, that is, the ORB collision. Further, as shown in FIGS. 15 and 16, when the increasing / decreasing tendency of the moving average V (t) and the difference dG (t) / dt is different, it is determined that the collision target is soft, that is, an ODB collision.

When the collision object is determined to be hard, the CPU 22 outputs a start signal to the drive circuit 34 at an earlier timing than when it is determined that the collision object is soft. As a result, the drive circuit 34 energizes the squib 38 to activate the airbag device 36, and the squib 38 ignites a gas generating agent (not shown).

According to the rigidity determination method for a vehicle collision object according to the present embodiment, the rigidity of the object with which the vehicle has collided can be accurately determined, and therefore the airbag according to the hardness of the collision object. The activation timing of the device can be changed, and the occupant can be reliably restrained by the airbag.

Next, with reference to FIGS. 17 to 26, a method of discriminating the rigidity of a vehicle collision object according to a third embodiment of the present invention will be described. This method of determining the rigidity of an object to be collided with a vehicle is carried out by the same activation control device for an occupant protection device (see FIG. 1) as the activation control device for the occupant protection device according to the first embodiment.

First, Mo used in this third embodiment is used.
The wavelet transform of rlet will be described. In the wavelet transform used in the third embodiment, when only the low frequency component of f [Hz] is extracted from the waveform g (x) of the measurement value shown in FIG.
Using a, which is a Morlet wavelet scale corresponding to [Hz], wavelet transform is performed on g (x) to obtain Ca (t) (see FIG. 18). Further, the wavelet scale a + Δa (Δa << a) is used to perform the wavelet transform on g (x) and C _{a +}
Calculate Δ _a (t) (see FIG. 19). Furthermore, using the wavelet scale a-Δa (Δa << a), g (x)
Request performs wavelet transform C _a- △ _a (t) with respect to (see FIG. 20).

Next, D (t) is obtained by the expression 3 (see FIG. 21).

[0039]

[Equation 3]

As described above, by oscillating the wavelet scale back and forth to synthesize the wavelet-transformed waveforms, a smooth waveform with high frequency components removed is obtained, and low frequency components of about 30 Hz to 150 Hz are accurately measured. Can be detected. Therefore, this wavelet conversion is applied to the deceleration G (t) detected by the floor sensor 32.
By adapting to the above, only the low frequency component is accurately extracted from the deceleration G (t), and the rigidity of the collision object is determined.

That is, the floor sensor 32 detects the deceleration G (t) applied to the vehicle in the front-rear direction at any time, and outputs the detected value G (t) to the control circuit 20 as a detection signal ( (See FIG. 22). CPU 22 of control circuit 20
Is the deceleration G (t) output by the floor sensor 32.
Is input via the I / O circuit 24, the detected value G
In order to extract the low frequency component from (t), the value of the scale a is increased, and the scale a is used to perform wavelet conversion on G (t) to obtain Ca (t), and
A wavelet scale a + Δa (Δa << a) is used to perform wavelet transform on G (t), and Ca ₊ Δ
_a (t) is obtained, and the wavelet scale a−Δ
using a (△ a "a), obtains a G performs wavelet transform on _{(t) C a- △ a (} t), obtains the V _L obtained by combining the three waveforms.

Further, in order to extract the high frequency component from the detected value G (t), the value of the scale a is reduced, and the scale a is used to perform the wavelet transform on G (t) to Ca (t). And wavelet scale a
+ △ a (△ a "with a), obtains a C _{a +} △ _a (t) performs wavelet transform on G (t), furthermore, wavelet scale a- △ a (△ a" to a) Use G
Wavelet transformation is performed on (t) to obtain C _a- △
_{Then, a} (t) is obtained, and V _S obtained by combining these three waveforms is obtained.

Here, it is determined whether the collision object is a hard collision, that is, an ORB collision or the collision object is a soft collision, that is, an ODB collision, based on the slopes of the initial curves of V _L and V _S. That is, as shown in FIGS. 23 and 24, the CPU 22 determines whether the slope of the initial curve of V _L and the slope of the initial curve of V _S , which are obtained based on the detected value G (t), are substantially equal to each other. It is judged that the object is a hard collision, that is, an ORB collision. On the other hand, FIG.
5 and FIG. 26, when the slope of the initial curve of V _{L and} the initial curve of V _S obtained based on the detected value G (t) are different, the collision target is a soft collision, that is, an ODB collision. to decide.

When the collision object is determined to be hard, the CPU 22 outputs a start signal to the drive circuit 34 at an earlier timing than when it is determined that the collision object is soft. As a result, the drive circuit 34 energizes the squib 38 to activate the airbag device 36, and the squib 38 ignites a gas generating agent (not shown).

According to the method of discriminating the rigidity of a vehicle collision object according to this embodiment, a high frequency component such as noise can be removed from a detected value and only a low frequency component can be accurately extracted. The rigidity of the target object can be accurately determined. Therefore, the activation timing of the airbag device can be changed according to the hardness of the collision object, and the occupant can be reliably restrained by the airbag.

Next, with reference to FIGS. 27 to 34, a method of discriminating the rigidity of a vehicle collision object according to a fourth embodiment of the present invention will be described. This method of determining the rigidity of an object to be collided with a vehicle is carried out by the same activation control device for an occupant protection device (see FIG. 1) as the activation control device for the occupant protection device according to the first embodiment.

The floor sensor 32 detects the deceleration G (t) applied to the vehicle in the front-rear direction, and outputs the detected value G (t) to the control circuit 20 as a detection signal (FIG. 27). reference). The CPU 22 of the control circuit 20 controls the deceleration G (t) output by the floor sensor 32 to be I / O.
When input through the circuit 24, the random vibration component (high frequency component) of the detected value G (t) is removed. That is, by using the low-pass filter, the detected value G (t) can
Only low frequency components below 0 Hz are extracted to obtain G _P (t) (see FIG. 28).

Next, the differential value dG _P (t) / d of G _P (t)
t (see FIG. 29), plus component G _P '(t) (see FIG. 30) of dG _P (t) / dt and minus component −
G _M '(t) (see FIG. 31) is obtained. Next, G _P '(t)
With obtaining the collision energy by obtaining the integral value determining the repulsive energy by obtaining the integral value of the negative component -G _M '(t). Then, the synthesized waveform ∫G _{P *} (t) is obtained (see FIG. 32).

Since the collision energy and the repulsion energy appear alternately in this composite wave, the rigidity of the collision object is determined based on the magnitude of the first collision energy and the repulsion energy that appears next. That is, as shown in FIG. 33, when H _R / H _S is larger than a predetermined threshold value, it is determined that the collision object is a hard collision, that is, an ORB collision. Also,
As shown in FIG. 34, when H _R / H _S is smaller than a predetermined threshold value, it is determined that the collision target is a soft collision, that is, an ODB collision.

When the collision object is determined to be hard, the CPU 22 outputs a start signal to the drive circuit 34 at an earlier timing than when it is determined that the collision object is soft. As a result, the drive circuit 34 energizes the squib 38 to activate the airbag device 36, and the squib 38 ignites a gas generating agent (not shown).

According to the method for determining the rigidity of a vehicle-collision object according to this embodiment, the rigidity of the object with which the vehicle has collided can be accurately determined. In addition, the rigidity of the collision target can be more accurately determined by combining with the rigidity determination method of the vehicle collision target according to the above-described first to third embodiments. Therefore, the activation timing of the airbag device can be changed according to the hardness of the collision object, and the occupant can be reliably restrained by the airbag.

Next, a method of discriminating the rigidity of a vehicle collision object according to the fifth embodiment of the present invention will be described with reference to FIG. This vehicle collision object rigidity determination method is
The activation control device for the occupant protection device is the same as the activation control device for the occupant protection device according to the first embodiment (see FIG. 1).

The floor sensor 32 detects the deceleration G (t) applied to the vehicle in the front-rear direction, and outputs the detected value G (t) as a detection signal to the control circuit 20 (FIG. 35). reference). The CPU 22 of the control circuit 20 controls the deceleration G (t) output by the floor sensor 32 to be I / O.
When it is input through the circuit 24, the average value is calculated based on Expression 4 and the autocorrelation value is calculated based on Expression 5.

[0054]

[Equation 4]

[0055]

[Equation 5]

By comparing the average value obtained based on the equation 4 and the autocorrelation value obtained based on the equation 5 with the previously stored average value and autocorrelation value in the case of ORB collision or ODB collision, The rigidity of the collision object is determined. That is, the rigidity of the collision object is determined by utilizing the ergodic property, which is a method of determining the reproducibility of a certain time series signal. In addition, the average value calculated based on Expression 4 indicates the size of the waveform, and the autocorrelation value calculated based on Expression 5 indicates the shape of the waveform.

Here, ergodicity means that when the average value and the autocorrelation value match, it is judged that they are the same time-series signal. Therefore, based on the average value obtained from Equation 4 and Equation 5, When the calculated autocorrelation value matches the prestored average value and autocorrelation value in the case of ORB collision, it is determined that the collision object is hard, that is, the ORB collision. In addition, the average value calculated based on Expression 4 and the autocorrelation value calculated based on Expression 5 are stored in advance as OD.
When the average value and the autocorrelation value in the case of B collision match, it is determined that the collision object is soft, that is, the ODB collision.

When the collision object is determined to be hard, the CPU 22 outputs a start signal to the drive circuit 34 at an earlier timing than when it is determined that the collision object is soft. As a result, the drive circuit 34 energizes the squib 38 to activate the airbag device 36, and the squib 38 ignites a gas generating agent (not shown).

According to the rigidity determination method for a vehicle collision object according to this embodiment, the rigidity of an object with which a vehicle has collided can be determined. The vehicle collision object rigidity determination method according to this embodiment is an accurate method for determining the rigidity of a collision object determined by the vehicle collision object rigidity determination method according to the first to third embodiments. It has a particularly great effect when used for confirming sex. Therefore, the activation timing of the airbag device can be changed according to the hardness of the collision object, and the occupant can be reliably restrained by the airbag.

Next, with reference to FIGS. 36 to 40, a method of discriminating the rigidity of a vehicle collision object according to a sixth embodiment of the present invention will be described. This method of determining the rigidity of an object to be collided with a vehicle is carried out by the same activation control device for an occupant protection device (see FIG. 1) as the activation control device for the occupant protection device according to the first embodiment.

The floor sensor 32 detects the deceleration G (t) applied to the vehicle in the front-rear direction, and outputs the detected value G (t) to the control circuit 20 as a detection signal (FIG. 36). reference). The CPU 22 of the control circuit 20 controls the deceleration G (t) output by the floor sensor 32 to be I / O.
When inputted through the circuit 24, the triangular high frequency wave n (t) (see FIG. 37) is superimposed on the waveform of the detected value G (t) to obtain G.
(T) + n (t) is calculated (see FIG. 38).

Next, the number of local minimum values is obtained from the waveform of G (t) + n (t), and r (t): (number of positive local minimum values) / (total number of local minimum values) is obtained (see FIG. 39). . That is, the temporal transition of the positive minimum value is obtained. Note that, in FIG. 39, the area of the hatched portion indicates H _S. Further, s (t): (number of negative maximum values) / (total number of maximum values) is calculated (see FIG. 40). That is, the temporal transition of the negative maximum value is obtained. In addition, in FIG. 40, the area of the hatched portion is H _R
Indicates.

Next, the rigidity of the collision object is determined based on H _S and H _R. That is, when H _R / H _S is larger than the predetermined threshold value, it is determined that the collision target is a hard collision, that is, an ORB collision. Further, as shown in FIG. 34, when H _R / H _S is smaller than a predetermined threshold value, it is determined that the collision target is a soft collision, that is, an ODB collision.

When the collision object is determined to be hard, the CPU 22 outputs an activation signal to the drive circuit 34 at an earlier timing than when it is determined that the collision object is soft. As a result, the drive circuit 34 energizes the squib 38 to activate the airbag device 36, and the squib 38 ignites a gas generating agent (not shown).

According to the method of discriminating the rigidity of a vehicle-collision object according to this embodiment, random noise components can be removed from the waveform of G (t). Can be determined. Therefore, the activation timing of the airbag device can be changed according to the hardness of the collision object, and the occupant can be reliably restrained by the airbag.

Next, with reference to FIGS. 41 to 44, a method of discriminating the rigidity of a vehicle collision object according to a seventh embodiment of the present invention will be described. This method of determining the rigidity of an object to be collided with a vehicle is carried out by the same activation control device for an occupant protection device (see FIG. 1) as the activation control device for the occupant protection device according to the first embodiment.

The floor sensor 32 detects the deceleration G (t) applied to the vehicle in the front-rear direction, and outputs the detected value G (t) as a detection signal to the control circuit 20 (FIG. 41). reference). The CPU 22 of the control circuit 20 controls the deceleration G (t) output by the floor sensor 32 to be I / O.
When input via the circuit 24, the cross-correlation between the waveform of the deceleration G (t) and the waveform of the deceleration G (t) (experiment) detected by the collision experiment stored in advance (see FIG. 42). Ask for.

That is, since the ROM 26 stores the waveforms of the deceleration G (t) (experiment) detected by experiments for the ORB collision when the speed is low and the ODB collision when the speed is high, the floor sensor is stored. The cross-correlation between the waveform of the deceleration G (t) output by 32 and the waveform of the deceleration G (t) (experiment) detected by the experiment stored in advance is obtained.

Then, the waveform of the deceleration G (t) and the deceleration G (t) detected by the experiment stored in advance (experiment)
When the cross-correlation with the waveform of is calculated and the cross-correlation value exceeds the Rth as shown in FIG. When it is determined that a collision has occurred and the section where the cross-correlation value exceeds Rth is short as shown in FIG. 44, there is a collision different from the collision method of the deceleration G (t) (experiment) for which the cross-correlation is obtained. Judge that it has occurred. Therefore, the waveform of the deceleration G (t) and the deceleration G (t) detected by the experiment stored in advance are stored.
By obtaining the cross-correlation for each of the waveforms of (experiment), that is, the waveform of the ORB collision when the speed is low and the waveform of the ODB collision when the speed is high, the ORB collision or the high speed when the collision is slow In this case, it is possible to determine whether the waveform is the ODB collision in this case or another collision.

The CPU 22 controls the O when a collision object is hard.
When the RB collision is determined, the activation signal is not output to the drive circuit 34, and when the ODB collision is determined when the speed is high, the activation signal is output to the drive circuit 34. As a result, the drive circuit 34 energizes the squib 38 to activate the airbag device 36, and the squib 38 ignites a gas generating agent (not shown).

According to the rigidity determination method for a vehicle collision object according to this embodiment, the rigidity of an object with which a vehicle has collided can be accurately determined. Therefore, the activation control of the airbag device can be accurately performed according to the hardness of the collision target.

[0072]

According to the present invention, since the rigidity of an object with which a vehicle has collided can be accurately determined, it is possible to change the activation timing of the airbag device according to the hardness of the object to be collided. The airbag can surely restrain the occupant.

[Brief description of drawings]

FIG. 1 is a block diagram showing an activation control device of an occupant protection system according to a first embodiment.

FIG. 2 is a graph showing a waveform of deceleration output by a floor sensor of the activation control device of the occupant protection system according to the first embodiment.

FIG. 3 is a graph showing a moving average for a short cycle component obtained based on a detection value G (t) of the floor sensor according to the first embodiment.

FIG. 4 is a graph showing a moving average for a long-period component obtained based on a detection value G (t) of the floor sensor according to the first embodiment.

FIG. 5 is a short period component (ORB) according to the first embodiment.
It is a graph which shows the moving average (in the case of a collision).

FIG. 6 is a long period component (ORB) according to the first embodiment.
It is a graph which shows the moving average (in the case of a collision).

FIG. 7 is a short period component (ODB) according to the first embodiment.
It is a graph which shows the moving average (in the case of a collision).

FIG. 8 is a long period component (ODB) according to the first embodiment.
It is a graph which shows the moving average (in the case of a collision).

FIG. 9 is an ORB collision and ODB according to the first embodiment.
It is a figure which shows the determination map of a collision.

FIG. 10 is a graph showing a deceleration waveform output by the floor sensor of the activation control device for the occupant protection system according to the second embodiment.

FIG. 11 is a graph showing a moving average obtained based on a detection value G (t) of the floor sensor according to the second embodiment.

FIG. 12 is a graph showing a difference obtained based on a detection value G (t) of the floor sensor according to the second embodiment.

FIG. 13 is a moving average (ORB) according to the second embodiment.
7 is a graph showing a case of collision).

FIG. 14 is a graph showing a difference (in the case of ORB collision) according to the second embodiment.

FIG. 15 is a moving average (ODB) according to the second embodiment.
7 is a graph showing a case of collision).

FIG. 16 is a graph showing a difference (in the case of ODB collision) according to the second embodiment.

FIG. 17 is a graph for explaining the wavelet transform used in the third embodiment.

FIG. 18 is a graph for explaining the wavelet transform used in the third embodiment.

FIG. 19 is a graph for explaining the wavelet transform used in the third embodiment.

FIG. 20 is a graph for explaining the wavelet transform used in the third embodiment.

FIG. 21 is a graph for explaining the wavelet transform used in the third embodiment.

FIG. 22 is a graph showing a waveform of deceleration output by the floor sensor of the activation control device for the occupant protection system according to the third embodiment.

FIG. 23 is a graph showing a waveform (in the case of ORB collision) when the wavelet transform is performed on the deceleration according to the third embodiment.

FIG. 24 is a graph showing a waveform (in the case of ORB collision) when a wavelet transform is performed on the deceleration according to the third exemplary embodiment.

FIG. 25 is a graph showing a waveform (in the case of ODB collision) when a wavelet transform is performed on the deceleration according to the third embodiment.

FIG. 26 is a graph showing a waveform (in the case of ODB collision) when a wavelet transform is applied to the deceleration according to the third exemplary embodiment.

FIG. 27 is a graph showing a waveform of deceleration output by the floor sensor of the activation control device for the occupant protection system according to the fourth embodiment.

FIG. 28 is a graph showing a waveform after a low frequency component is extracted from the deceleration according to the fourth embodiment.

FIG. 29 is a graph showing a waveform of a differential value of a value obtained by extracting a low frequency component from the deceleration according to the fourth embodiment.

FIG. 30 is a graph showing a waveform of a plus component of a differential value of a value obtained by extracting a low frequency component from the deceleration according to the fourth embodiment.

FIG. 31 is a graph showing a waveform of a minus component of a differential value of a value obtained by extracting a low frequency component from the deceleration according to the fourth embodiment.

FIG. 32 is a graph showing collision energy and repulsion energy obtained from the low-frequency component of deceleration according to the fourth embodiment.

FIG. 33 is a graph showing collision energy and repulsion energy obtained from low frequency components of deceleration (ORB collision) according to the fourth embodiment.

FIG. 34 is a graph showing collision energy and repulsion energy obtained from a low frequency component of deceleration (ODB collision) according to the fourth embodiment.

FIG. 35 is a graph showing a waveform of deceleration output by the floor sensor of the activation control device for the occupant protection system according to the fifth embodiment.

FIG. 36 is a graph showing a deceleration waveform output by the floor sensor of the activation control device for the occupant protection system according to the sixth embodiment.

FIG. 37 is a graph showing a triangular high frequency wave superimposed on a deceleration waveform output by the floor sensor according to the sixth embodiment.

FIG. 38 is a graph showing a waveform in which a triangular high frequency wave is superimposed on the deceleration waveform according to the sixth embodiment.

FIG. 39 is a graph showing a temporal transition of the maximum value according to the sixth embodiment.

FIG. 40 is a graph showing a temporal transition of the maximum value according to the sixth embodiment.

FIG. 41 is a graph showing a waveform of deceleration output by the floor sensor of the activation control device for the occupant protection system according to the seventh embodiment.

FIG. 42 is a graph showing a waveform of an experimental value of deceleration according to the seventh embodiment.

FIG. 43 is a graph showing a state of cross-correlation between a deceleration waveform output by the floor sensor according to the seventh embodiment and an experimental value waveform.

FIG. 44 is a graph showing a change state of the cross-correlation value between the deceleration waveform output by the floor sensor according to the seventh embodiment and the experimental value waveform.

[Explanation of symbols]

20 ... Control circuit, 22 ... CPU, 24 ... I / O circuit, 2
6 ... ROM, 28 ... RAM, 32 ... Floor sensor, 34
... drive circuit, 36 ... air bag device, 38 ... squib.

─────────────────────────────────────────────────── ─── Continuation of the front page (58) Fields surveyed (Int.Cl. ⁷ , DB name) G01M 7/08 G01M 17/007 G01P 15/00 B60R 21/32

Claims (7)

(57) [Claims] 1. A sensor arranged at a predetermined position in a vehicle detects an impact applied to the vehicle, calculates a first moving average of a first section width based on the detected value, and The second moving average of the two section widths is calculated, and the rigidity of the collision object with which the vehicle has collided is determined based on the initial curve of the first moving average and the initial curve of the second moving average. A method for determining the rigidity of a vehicle collision object, which is characterized by the following. 2. A sensor provided at a predetermined position in the vehicle detects an impact applied to the vehicle, and a moving average and a difference are calculated based on the detected value, and the moving average and the moving average are calculated. A rigidity determining method for a vehicle collision object, characterized in that the rigidity of the collision object with which the vehicle has collided is determined based on the increasing / decreasing tendency of the difference. 3. A sensor arranged at a predetermined position in the vehicle detects an impact applied to the vehicle, and a wavelet scale corresponding to a predetermined frequency is applied to the detected value to perform wavelet transform. It is possible to combine the performed value and the value obtained by performing the wavelet transform using a wavelet scale slightly modified from the wavelet scale, and determine the rigidity of the collision object collided by the vehicle based on the combined value. A method for determining the rigidity of a characteristic vehicle collision target. 4. A sensor arranged at a predetermined position in the vehicle detects an impact applied to the vehicle, and based on the detected value, collision energy and repulsion energy at the initial stage of the collision are calculated, and the collision energy and A rigidity determining method for a vehicle collision object, comprising determining the rigidity of a collision object with which the vehicle has collided based on the magnitude of the repulsive energy. 5. A sensor provided at a predetermined position in the vehicle detects an impact applied to the vehicle, and based on the detected value, an average value and the detected value of the detected values in a predetermined section at the initial stage of the collision. Is calculated, and the rigidity of the collision object with which the vehicle has collided is determined based on the average value and the autocorrelation. 6. A sensor provided at a predetermined position in a vehicle detects an impact applied to the vehicle, superimposes a triangular high frequency wave on the detected value, and detects the extreme value of the waveform superposed on the triangular high frequency wave. A method for determining the rigidity of a vehicle collision object, characterized in that the rigidity of the collision object with which the vehicle has collided is determined based on the time transition of the code. 7. A sensor provided at a predetermined position in the vehicle detects an impact applied to the vehicle, and based on the detected value, the detected value in a predetermined section at the initial stage of the collision and the corresponding collision test. The method for determining the rigidity of a vehicle-collision target object, comprising: determining a cross-correlation with a detection value detected in step 1, and determining the rigidity of the collision target object with which the vehicle has collided based on a change in the value of the cross-correlation.