JP3885757B2 - Activation control device for occupant protection device - Google Patents

Description

【００３９】
【数２】

【００４０】
次に、衝突形態特定部４２は、各フロントセンサ３０Ａ，３０Ｂから出力される減速度信号Ｇ'（ｔ）をカルマンフィルタにより整形し、この整形した減速度信号及びフロアセンサ３２から出力される減速度信号Ｇ（ｔ）に基づいて図５のフローチャートに示す処理により衝突形態の特定を行う（図４のステップＳ１２）。
【００４１】
まず、衝突形態特定部４２は、衝突形態が斜突か否かの判断を行う（ステップＳ２０）。即ち、フロントセンサ３０Ａから出力される減速度信号Ｇ’（ｔ）（右フロントＧ）及びフロントセンサ３０Ｂから出力される減速度信号Ｇ’（ｔ）（左フロントＧ）の立ち上がりの時間差が大きい場合（（ＶＳ：衝突側フロントＧに基づく積分値）×（ＴＳ：非衝突側フロントＧの立ち上がり遅延時間）＞（閾値））に、衝突形態を斜突と特定する。
【００４２】
図６は、中速走行中に車両４６の左前部に斜突が発生した場合の左フロントＧ及び右フロントＧの変化の状態を示すグラフである。このグラフに示すように右フロントＧの立ち上がりが左フロントＧの立ち上がりに比較して遅延時間ＴＳだけ遅れており、（ＶＳ）×（ＴＳ）＞（閾値）の条件を満たすことから衝突形態を斜突と特定する。なお、この条件を満たさない場合には、斜突以外の衝突として更に衝突形態の特定が行われる。
【００４３】
次に、衝突形態特定部４２は、衝突形態がオフセット衝突か否かの判断を行う（ステップＳ２１）。即ち、右フロントＧ及び左フロントＧの立ち上がりに時間差がなく最大値の差が大きい場合（ｒR＝ＶR1（衝突側フロントＧの積分値）／ＶR2（非衝突側フロントＧの積分値）>>１の条件を満たす場合）に、衝突形態をオフセット衝突と判定する。
【００４４】
図７は、中速走行中に車両４６の左前部にオフセット衝突が発生した場合の左フロントＧ及び右フロントＧの変化の状態を示すグラフである。このグラフに示すように左フロントＧと右フロントＧは略同時期に立ち上がっているが最大値の差が大きくｒR＝ＶR1／ＶR2>>１の条件を満たすことから衝突形態をオフセット衝突と特定する。
【００４５】
次に、衝突形態特定部４２は、衝突形態をオフセット衝突と特定した場合には、オフセット衝突がＯＲＢ衝突（衝突対象物が固い場合の不規則衝突）なのかＯＤＢ衝突（衝突対象物が柔らかい場合の不規則衝突）なのかを特定する（ステップＳ２２）。即ち、数式３に基づいて右フロントＧ、左フロントＧから右フロントＰ、左フロントＰを求め、（衝突側フロントＰのピーク値）／（非衝突側フロントＰのピーク値）＞閾値、の場合に衝突形態をＯＤＢ衝突と特定する。また、この条件を満たさない場合には衝突形態をＯＲＢ衝突と特定する。
【００４６】
【数３】

【００４７】
図８は、中速走行中に車両４６の右前部にＯＤＢ衝突が発生した場合の右フロントＰ及び左フロントＰの変化の状態を示すグラフである。この場合には、グラフに示すように左フロントＰと右フロントＰの最初のピーク値の差が大きく（衝突側フロントＰの最初のピーク値）／（非衝突側フロントＰの最初のピーク値）＞閾値、の条件を満たすことから衝突形態をＯＤＢ衝突と特定する。
【００４８】
また、図９は、低速走行中に車両４６の右前部にＯＲＢ衝突が発生した場合の右フロントＰ及び左フロントＰの変化の状態を示すグラフである。この場合には、グラフに示すように左フロントＰと右フロントＰの最初のピーク値の差が小さく（衝突側フロントＰのピーク値）／（非衝突側フロントＰのピーク値）＞閾値、の条件を満たさないことから衝突形態をＯＲＢ衝突と特定する。
【００４９】
次に、衝突形態特定部４２は、衝突形態をオフセット衝突以外の衝突と特定した場合には、衝突形態がポール・アンダーライド衝突か否かの判断を行う（ステップＳ２３）。即ち、車両４６にポール衝突が発生した場合のフロアセンサ３２の減速度信号Ｇ（ｔ）に基づいて数式４によりＰ（ｔ）を求め、Ｐ（ｔ）の最初のピークの前後のＧ（ｔ）の波形に基づいて衝突形態がポール・アンダーライド衝突か否かの判断を行う。
【００５０】
【数４】

【００５１】
図１０は、車両４６にポール衝突が発生した場合のＰ（ｔ）の波形及びＧ（ｔ）の波形を示すものである。このグラフに示すように区間▲１▼（Ｐ（ｔ）の極大値までの区間）のＧ（ｔ）の時間平均Ｇ１と区間▲２▼（Ｐ（ｔ）の極大値から極小値までの区間までの区間）のＧ（ｔ）の時間平均Ｇ２とを比較した場合にＧ１＞Ｇ２の関係があることから衝突形態をポール衝突と特定する。
【００５２】
また、図１１は、車両４６に正突が発生した場合のＰ（ｔ）の波形及びＧ（ｔ）の波形を示すものである。このグラフに示すように区間▲１▼（Ｐ（ｔ）の極大値までの区間）のＧ（ｔ）の時間平均Ｇ１と区間▲２▼（Ｐ（ｔ）の極大値から極小値までの区間までの区間）のＧ（ｔ）の時間平均Ｇ２とを比較した場合にＧ１＜Ｇ２の関係があることから衝突形態をポール・アンダーライド衝突以外の正突と特定する。即ち、衝突形態が斜突、ＯＲＢ衝突、ＯＤＢ衝突又はポール・アンダーライド衝突として特定されなかった場合には正突と特定される。
【００５３】
起動判定部６０においては、演算値Ｖ１０，Ｖｎにより定められる値が起動判定部６０により記憶されている起動判定マップの何れかと比較される。即ち、起動判定部６０には、衝突形態を斜突と特定した場合に選択される斜突マップ（図５のステップＳ２４）、衝突形態をポール・アンダーライド衝突以外の正突と特定した場合に選択される正突（ハイ）マップ（図５のステップＳ２５）、衝突形態をポール・アンダーライド衝突と特定した場合に選択されるポール・アンダーライドマップ（図５のステップＳ２６）、衝突形態をＯＤＢ衝突と特定した場合に選択されるＯＤＢマップ（図５のステップＳ２７）及び衝突形態をＯＲＢ衝突と特定した場合に選択されるＯＲＢマップ（図５のステップＳ２８）が記憶されており、衝突形態特定部４２において特定された衝突形態に応じて選択された、何れかの起動判定マップと比較される。
【００５４】
なお、斜突マップ（図１２（ａ）参照）は、車両４６に中速の斜突が生じた場合においてもエアバッグ装置３６が起動しない位置に閾値７２が設けられている。正突（ハイ）マップ（図１２（ｂ）参照）は、車両４６に低速の正突が生じた場合においてもエアバッグ装置３６が起動しない位置に閾値７４が設けられている。
【００５５】
また、ポール・アンダーライドマップ（図１３（ａ）参照）は、車両４６に低速のポール衝突が生じた場合においてもエアバッグ装置３６が起動しない位置に閾値７６が設けられている。ＯＤＢマップ（図１３（ｂ）参照）は、車両４６に低速のＯＤＢ衝突が生じた場合においてもエアバッグ装置３６が起動しない位置に閾値７８が設けられている。ＯＲＢマップ（図１３（ｃ）参照）は、車両４６に低速のＯＲＢ衝突が生じた場合においてもエアバッグ装置３６が起動しない位置に閾値８０が設けられている。また、この判定マップはそれぞれ、横軸に演算値Ｖｎを採ると共に縦軸に演算値Ｖ１０を採ったものである。
【００５６】
従って、起動判定部６０は、起動判定マップの何れかと演算部５８で求められた演算値Ｖ１０，Ｖｎにより定められる値とを比較して（図４のステップＳ１３）、演算値Ｖ１０，Ｖｎにより定められる値が閾値を超えた時に、起動判定部６０は駆動回路３４（図１参照）に対して起動信号Ａを出力する（図４のステップＳ１４）。駆動回路３４は、スクイブ３８に通電し、スクイブ３８でガス発生剤（図示せず）を点火させる。
【００５７】
この乗員保護装置の起動制御装置によれば、衝突の形態をフロントセンサ３０Ａ，３０Ｂにより検出された検出値に基づいて判断することから衝突の形態を早期にかつ的確に判断することがき、衝突の形態に応じて精度よくエアバッグ装置３６を起動させることができる。
【００５８】
なお、上記の乗員保護置の起動制御装置において、更に衝撃の激しさを判断してエアバッグ装置のインフレータの出力を変えるようにしてもよい。即ち、エアバッグ装置に２つのインフレータを設け衝突の激しさによりエアバッグ装置を１つ（低出力）又は２つ（高出力）のインフレータにより起動する。この場合に、衝突の激しさの判定は、図１４に示すマップの閾値８２を数式２により求めたＶn及び数式５により求めたＶ5により定められる値が超えるか否かにより、超えた場合には衝突が激しいとしてインフレータを高出力にしてエアバッグ装置を起動し、超えない場合には衝突が激しくないとしてインフレータを低出力にしてエアバッグ装置を起動する。ここでＶ５は衝突発生から衝突終了までの期間を５ｍｓ毎の区間に分割した、フロントセンサで検出した減速度Ｇ'（ｔ）の区間積分値である。
【００５９】
【数５】

【００６０】
従って、衝突の形態に応じて精度よくエアバッグ装置を起動させることができると共に、衝突の激しさに応じて適切な出力でエアバッグ装置を起動させることができる。
【００６１】
また、上述の乗員保護装置の起動制御装置においては、２つのフロントセンサ３０Ａ，３０Ｂを設置しているが、２つに限らず３つのフロントセンサを設置するようにしてもよい。この場合には、３つめフロントセンサを車両中央部に設置することによりポール衝突を正確に検出することができる。
【００６２】
また、上述の乗員保護装置の起動制御装置においては、２つのフロントセンサ３０Ａ，３０Ｂを右フロントサイドメンバ上、左フロントサイドメンバ上に設置しているが、フロントセンサを車両前方のバンパの左右端部付近、左右フロントサイドメンバ前方付近、ダッシュパネル左右端部付近等のフロアセンサよりも車両前方の位置に適宜設置するようにしてもよい。
【００６３】
次に、この発明の実施の形態にかかる乗員保護装置の起動制御装置について説明する。この実施の形態にかかるエアバッグ装置の起動制御装置は、上記した本発明に関連するエアバッグ装置の起動制御装置２と同一の構成を有する（図１〜図３参照）。
【００６４】
図１５は、エアバッグ装置の起動制御を説明するためのフローチャートである。起動制御部４０の演算部５８は、フロアセンサ３２から出力された減速度Ｇ（ｔ）を取得すると（ステップＳ３０）、この減速度Ｇ（ｔ）に所定の演算、即ち数式１、数式２による演算を施して演算値Ｖ１０，Ｖｎを求める（ステップＳ３１）。
【００６５】
次に、起動判定部６０は、衝突形態特定部４２から衝突形態に関する情報を取得し（ステップＳ３２）演算値Ｖ１０，Ｖｎにより定められる値が起動判定部６０により記憶されている起動判定マップの何れかと比較される（ステップＳ３３）。
【００６６】
即ち、起動判定部６０には、起動判定マップとして正突・斜突マップ（図１６）、正突・オフセット衝突マップ（図１７）、オフセット衝突・ＯＤＢ衝突マップ（図１８）及び正突・ソフトクラッシュマップ（図１９）が記憶されており、衝突形態特定部４２から取得した衝突形態に関する情報に応じて選択された何れかの起動判定マップと比較される。ここでソフトクラッシュとは、車両に及ぼされる衝撃が衝突初期よりも衝突後期の方が大きい衝突内の一形態であり、衝突初期には衝突による衝撃を左右のサイドメンバが比較的受けないことから車両前部の変形により衝撃が吸収され、衝突後期には衝突対象物がエンジン等の剛体まで達することから車両が受ける衝撃が大きくなるような衝突をいう。
【００６７】
なお、衝突形態特定部４２による衝突形態の判定が行われる前、即ち衝突発生直後は正突マップが選択されており、この正突マップと演算値Ｖ１０，Ｖｎにより定められる値が比較される。
【００６８】
従って、起動判定部６０は、起動判定マップの何れかと演算部５８で求められた演算値Ｖ１０，Ｖｎにより定められる値とを比較して演算値Ｖ１０，Ｖｎにより定められる値が閾値を超えた時に、起動判定部６０は駆動回路３４（図１参照）に対して起動信号Ａを出力する（ステップＳ３４）。これにより駆動回路３４は、スクイブ３８に通電し、スクイブ３８でガス発生剤（図示せず）を点火させる。
【００６９】
衝突形態特定部４２においては、各フロントセンサ３０Ａ，３０Ｂから出力される減速度信号Ｇ'（ｔ）をカルマンフィルタにより整形し、この整形した減速度信号及びフロアセンサ（衝撃測定手段）３２から出力される減速度信号Ｇ（ｔ）に基づいて衝突形態の特定を行う。この衝突形態の特定は、車両衝突を衝突初期と衝突中期とに分けて行う。即ち、図２０にフロアセンサ３２から出力される減速度信号Ｇ（ｔ）の波形のグラフを示す。このグラフにおいて０〜Ｔ１までを衝突初期、Ｔ１〜Ｔ２までを衝突中期とする。
【００７０】
まず、衝突初期においては、フロントセンサ３０Ａ，３０Ｂから出力される減速度信号Ｇ'（ｔ）の左右比に基づいて車両の衝突を正突、オフセット衝突及び斜突の何れかに分類する。即ち、図２１に示すように、フロントセンサ３０Ａ，３０Ｂから出力される減速度信号Ｇ'（ｔ）の内、衝突側のフロントセンサから出力されたの減速度信号Ｇ'（ｔ）がしきい値を超えた時点からフロントセンサ３０Ａ，３０Ｂのそれぞれから出力される減速度信号Ｇ'（ｔ）について数式６による演算を開始する。この演算は、衝突側のフロントセンサから出力された減速度信号Ｇ'（ｔ）に基づく演算値ＶＡが定数（車両ごとに設定される値）に達した時点で終了する。
【００７１】
【数６】

【００７２】
次に、衝突側のフロントセンサから出力されたの減速度信号Ｇ'（ｔ）に基づく演算値ＶＡと非衝突側のフロントセンサから出力されたの減速度信号Ｇ'（ｔ）に基づく演算値ＶＢとの比、即ちＶＡ／ＶＢを求め、ＶＡ／ＶＢの値に基づいて、衝突を正突、オフセット衝突及び斜突の何れかに分類する。即ち、図２２に示すように、ＶＡ／ＶＢの値が０〜０．３の場合には、ＶＡ／ＶＢの値に基づいて斜突の確度１、確度２，確度３の何れかに分類される。また、ＶＡ／ＶＢの値が０．３〜０．６の場合には、ＶＡ／ＶＢの値に基づいてオフセット衝突の確度１、確度２，確度３の何れかに分類される。更に、ＶＡ／ＶＢの値が０．６〜１．０の場合には、ＶＡ／ＶＢの値に基づいて正突の確度１、確度２，確度３の何れかに分類される。
【００７３】
なお、確度とは、確からしさのことであり斜突の確度１は、衝突が斜突であることの確からしさが最も高いことを意味しており、斜突の確度３は、衝突が斜突であることの確からしさが最も低いことを意味している。同様に、正突の確度１は、衝突が正突であることの確からしさが最も高いことを意味しており、正突の確度３は、衝突が正突であることの確からしさが最も低いことを意味している。これに対してオフセット衝突の確度１は、衝突が斜突である可能性をも有する曖昧な場合でありオフセット衝突の確度３は、衝突が正突である可能性をも有する曖昧な場合である。
【００７４】
ここで衝突が斜突の確度１、確度２，確度３の何れかに分類された場合には、衝突形態特定部４２から起動判定部６０に対して、斜突の確度１、確度２，確度３の何れかが衝突情報として出力される。従って、この場合には、起動判定部６０において、衝突情報に対応した斜突確度１マップ、斜突確度２マップ，斜突確度３マップの何れかのマップが選択される（図１６参照）。また、衝突がオフセット衝突の確度１、確度２，確度３の何れかに分類された場合には、衝突形態特定部４２から起動判定部６０に対して、オフセット衝突の確度１、確度２，確度３の何れかが衝突情報として出力される。従って、この場合には、起動判定部６０において、衝突情報に対応したオフセット確度１マップ、オフセット確度２マップ，オフセット確度３マップの何れかのマップが選択される（図１７参照）。
【００７５】
一方、衝突が正突の確度１、確度２，確度３の何れかに分類された場合には、衝突形態特定部４２から起動判定部６０に対して衝突情報の出力が行われないことから、起動判定部６０において、起動判定マップとして正突マップが選択される（図１６，図１７参照）。
【００７６】
また、衝突初期においては、上述の衝突形態の分類において衝突がオフセット衝突の確度１、確度２，確度３、正突の確度３に分類された場合に、フロントセンサ３０Ａ，３０Ｂから出力される減速度信号Ｇ'（ｔ）の初期偏重に基づいて、車両の衝突がＯＲＢ衝突（衝突対象物が固い場合の不規則衝突）なのかＯＤＢ衝突（衝突対象物が柔らかい場合の不規則衝突）なのかを特定する。
【００７７】
即ち、図２３に示すように、フロントセンサ３０Ａ，３０Ｂから出力される減速度信号Ｇ'（ｔ）の内、衝突側のフロントセンサから出力されたの減速度信号Ｇ'（ｔ）がしきい値を超えた時点から衝突側の減速度信号Ｇ'（ｔ）について数式６による演算を開始する。また、フロントセンサ３０Ａ，３０Ｂから出力される減速度信号Ｇ'（ｔ）の内、非衝突側のフロントセンサから出力されたの減速度信号Ｇ'（ｔ）がしきい値を超えた時点から非衝突側の減速度信号Ｇ'（ｔ）について数式６による演算を開始する。
【００７８】
衝突側のフロントセンサから出力されたの減速度信号Ｇ'（ｔ）に基づく演算は、演算値ＶＡが定数（車両ごとに設定される値）に達した時点で終了し、非衝突側のフロントセンサから出力されたの減速度信号Ｇ'（ｔ）に基づく演算は、演算値ＶＢが定数（車両ごとに設定される値）に達した時点で終了する。
【００７９】
次に、演算値ＶＡ及び演算値ＶＢに基づいて、数式７を用いて平均加速度ＧＡａ，ＧＢａの演算を行い、数式８を用いて演算値Ｒを演算する。
【００８０】
【数７】

【００８１】
【数８】

【００８２】
次に、演算値Ｒの値に基づいて、衝突をＯＲＢ衝突とＯＤＢ衝突とに分類する。即ち、演算値Ｒの値が１〜１．１の場合には、衝突をＯＲＢ衝突に分類し、演算値Ｒの値が１．１〜１．５の場合には、演算値Ｒの値に基づいてＯＤＢ衝突の確度１、確度２，確度３の何れかに分類される。即ち、衝突側の演算値ＶＡと非衝突側の演算値ＶＢとの初期偏重が大きいほどＯＤＢ衝突である確率が高いとして分類される。
【００８３】
ここでＯＤＢ衝突の確度１は、衝突がＯＤＢ衝突であることの確からしさが最も高いことを意味しており、ＯＤＢ衝突の確度３は、衝突がＯＤＢ衝突であることの確からしさが最も低いことを意味している。なお、ここで衝突がＯＤＢ衝突の確度１、確度２，確度３の何れかに分類された場合においても、この分類は仮の分類であり衝突形態特定部４２から起動判定部６０に対して衝突情報の出力は行われない。従って、この場合には起動判定マップとして正突マップ、オフセット衝突マップ又は斜突マップが用いられる。
【００８４】
次に、衝突中期（図２０参照）においては、フロントセンサ３０Ａ，３０Ｂから出力される減速度信号Ｇ'（ｔ）の左右差に基づいて車両の衝突をＯＤＢ衝突の確度１、確度２、確度３の何れかに分類して衝突形態の確定を行う。なお、ＯＤＢ衝突の確度１、確度２又は確度３への分類は、衝突初期においてＯＤＢ衝突の確度１、確度２又は確度３の何れかに分類されている場合にのみ行われ、ＯＲＢ衝突に分類されている場合には行われない。
【００８５】
即ち、図２５に示すように、フロントセンサ３０Ａ，３０Ｂから出力される減速度信号Ｇ'（ｔ）の内、衝突側のフロントセンサから出力されたの減速度信号Ｇ'（ｔ）と非衝突側のフロントセンサから出力されたの減速度信号Ｇ'（ｔ）との差を演算し、この値Ｇ''（ｔ）がしきい値を超えた程度をＧＧａｐとする。
【００８６】
次に、ＧＧａｐの値に基づいて、衝突をＯＤＢ衝突の確度１、確度２，確度３の何れかに分類する（図２６参照）。ここで衝突がＯＤＢ衝突の確度１、確度２，確度３の何れかに分類された場合には、衝突形態特定部４２から起動判定部６０に対して、ＯＤＢ衝突の確度１、確度２，確度３の何れかが衝突情報として出力される。従って、この場合には、起動判定部６０において、衝突情報に対応したＯＤＢ確度１マップ、ＯＤＢ確度２マップ，ＯＤＢ確度３マップの何れかのマップが選択される（図１８参照）。
【００８７】
また、衝突中期においては、フロアセンサ３２から出力される減速度信号Ｇ（ｔ）に基づいて車両の衝突がソフトクラッシュか否かの判断を行う。なお、このソフトクラッシュか否かの判定は、衝突初期において車両の衝突が正突の確度１、確度２、確度３又はオフセット衝突の確度３に分類された場合にのみ行われる。
【００８８】
即ち、図２７に示すように、フロアセンサ３２から出力される減速度信号Ｇ（ｔ）がしきい値１を超えた時点をＴ１０、しきい値２を超えた時点をＴ１１として、Ｔ１０〜Ｔ１１の範囲を横軸（０〜１）と縦軸（０〜１）とからなる正規化ＧＴ平面上に展開する。ここで減速度信号Ｇ（ｔ）又は減速度信号Ｇ（ｔ）のピークホールド波形Ｇ（ｔ）ＰＨが正規化ＧＴ平面内に設けられているしきい値を超えている場合には、車両の衝突がソフトクラッシュで有ることの確からしさ、即ち確度の判断は行わない。一方、減速度信号Ｇ（ｔ）及び減速度信号Ｇ（ｔ）のピークホールド波形Ｇ（ｔ）ＰＨが正規化ＧＴ平面内に設けられているしきい値を超えていない場合に車両の衝突がソフトクラッシュで有ることの確度の判断を行う。
【００８９】
即ち、数式９に基づいてＶＡ１及びＶＢ１を求めると共に、数式１０に基づいて凹凸率ｒを求める。
【００９０】
【数９】

【００９１】
【数１０】

【００９２】
そして、この凹凸率ｒに基づいて車両の衝突がソフトクラッシュで有ることの確度の判断を行う。即ち、車両の衝突がソフトクラッシュで有る確からしさが大きい場合には、凹凸率ｒが小さくなる（凹凸が大きい）ことから確度１に分類され、車両の衝突がソフトクラッシュで有る確からしさが小さい場合には、凹凸率ｒが大きくなる（凹凸が小さい）ことから確度３に分類される（図２８参照）。
【００９３】
ここで衝突がソフトクラッシュの確度１、確度２，確度３の何れかに分類された場合には、衝突形態特定部４２から起動判定部６０に対して、ソフトクラッシュの確度１、確度２，確度３の何れかが衝突情報として出力される。従って、この場合には、起動判定部６０において、衝突情報に対応したソフトクラッシュ確度１マップ、ソフトクラッシュ確度２マップ、ソフトクラッシュ確度３マップの何れかのマップが選択される（図１９参照）。
【００９４】
なお、衝突後期（図２０参照）において、衝突形態が中間的な場合には、図２９に示すテーブルを参照して起動判定マップの選択を行う。例えば、正突の確度が１でソフトクラッシュの確度が１の場合には、ソフトクラッシュマップ１の選択を行い、正突の確度が２でソフトクラッシュの確度が２の場合には、ソフトクラッシュマップ２の選択を行う。また、正突の確度が３、ソフトクラッシュの確度が３、ＯＤＢ衝突の確度が１の場合には、ＯＤＢ衝突マップ２の選択を行う。
【００９５】
従って、起動判定部６０は、各時点において選択されている起動判定マップと演算部５８で求められた演算値Ｖ１０，Ｖｎにより定められる値とを比較して、演算値Ｖ１０，Ｖｎにより定められる値が各時点において選択されている起動判定マップの閾値を超えた時に、起動判定部６０は駆動回路３４（図１参照）に対して起動信号Ａを出力する。
【００９６】
この実施の形態にかかる乗員保護装置の起動制御装置によれば、各衝突形態の確度を求め、この確度に基づいて起動判定マップを選択して起動判定を行うことから衝突の形態を的確に判断することがき、衝突の形態に応じて精度よくエアバッグ装置３６を起動させることができる。
【００９７】
なお、この実施の形態において、更に衝撃の激しさを判断してエアバッグ装置のインフレータの出力を変えるようにしてもよい。即ち、エアバッグ装置に２つのインフレータを設け衝突の激しさによりエアバッグ装置を１つ（低出力）又は２つ（高出力）のインフレータにより起動する。この場合に、衝突の激しさの判定は、図３０に示すように、フロアセンサ３２の測定値Ｇ（ｔ）の初期（衝突開始からｔ０まで）の積分値を求め、この初期積分値から図３１に示すグラフを参照して衝突速度を推定する。この推定された衝突速度を衝撃の激しさ（クラッシュシビアリティ）と考えて、衝突速度が各衝突形態ごとに定められる閾値を超えた場合には衝突が激しいとしてインフレータを高出力にしてエアバッグ装置を起動し、超えない場合には衝突が激しくないとしてインフレータを低出力にしてエアバッグ装置を起動する。
【００９８】
また、この実施の形態におけるソフトクラッシュの判定に判定打ち切りのための条件を設定するようにしても良い。なおソフトクラッシュの判定は、フロントセンサ３０Ａ，３０Ｂの出力に基づいて対称衝突であることが確定した場合に行われる。即ち、図３２において、Ｔ１２＞Ｔｃ２の条件を満たす場合には、ソフトクラッシュの判定を行わないことによりＯＤＢ衝突がソフトクラッシュと判定されるのを防止する。なお、図３３に示すようにＴｃ２の値は、ピークホールド値に基づいて決定される値である。
【００９９】
また、この実施の形態において、ソフトクラッシュと判定された場合の起動判定マップとして図３４に示す起動判定マップを用いても良い。この起動判定マップは、太実線で表示されている部分がハイ出力マップとしての性格を有し、鎖線で表示されている部分がロー出力マップとしての性格を有する。即ち、ソフトクラッシュの場合のフロアセンサ３２の出力波形Ｇ（ｔ）が太実線で表示されている部分と干渉した場合には、インフレータを高出力にしてエアバッグ装置を起動し、鎖線で表示されている部分と干渉した場合にはインフレータを低出力にしてエアバッグ装置を起動する。
【０１００】
【発明の効果】
請求項１記載の発明によれば、確度演算手段により第１の衝撃検出手段及び第２の衝撃検出手段の検出値に基づいて、車両の衝突形態を正突、オフセット衝突及び斜突の何れかに分類すると共に、分類された衝突形態の確からしさを求める。従って、車両の衝突形態を精度良く判断することができ乗員保護装置を的確に起動することができる。
【０１０１】
また、請求項２〜請求項７記載の発明によれば、確度演算手段により、衝突形態が斜突、オフセット衝突、ＯＤＢ衝突及びソフトクラッシュの中の何れかに分類され、分類された衝突形態の確度が求められる。起動制御手段は、分類された衝突形態の確度に対応する閾値を参照して乗員保護装置の起動を制御する。従って、的確なタイミングで乗員保護装置の起動を行うことができる。
【０１０２】
また、請求項８及び請求項９記載の発明によれば、確度演算手段により第１の衝撃検出手段及び第２の検出手段の検出値比に基づいて、車両の衝突形態を正突、オフセット衝突及び斜突の何れかに分類するため、衝突形態を的確に分類することができる。
【０１０３】
また、請求項１０及び請求項１１記載の発明によれば、確度演算手段により第１の衝撃検出手段及び第２の検出手段の検出値の初期偏差に基づいて、車両の衝突形態をＯＤＢ衝突か又はＯＲＢ衝突に分類すると共にＯＤＢ衝突の確度を求めるため、衝突形態を的確に分類することができると共に的確な確度を求めることができる。
【０１０４】
また、請求項１２及び請求項１３記載の発明によれば、確度演算手段により第１の衝撃検出手段及び第２の検出手段の検出値の差の大きさに基づいて、車両の衝突形態がＯＤＢ衝突であることの判断をすると共にＯＤＢ衝突の確度を求めるため、衝突形態を的確に分類することができると共に的確な確度を求めることができる。
【０１０５】
また、請求項１４及び請求項１５記載の発明によれば、確度演算手段により、衝撃測定手段により測定された測定値の時間的変化波形の凹凸の状態に基づいて車両の衝突形態がソフトクラッシュか否かを判定し、ソフトクラッシュの確度を求めるため、衝突形態を的確に判断することができると共に的確な確度を求めることができる。
【０１０６】
また、請求項１６記載の発明によれば、ソフトクラッシュ判定手段により衝撃測定手段により測定された測定値の時間的変化波形の凹凸の状態に基づいて車両の衝突形態がソフトクラッシュか否かを判定する。従って、衝突形態がソフトクラッシュか否かの判断を精度良く行うことができ乗員保護装置を的確に起動することができる。
【図面の簡単な説明】
【図１】本発明に関連するエアバッグ装置の起動制御装置のブロック構成図である。
【図２】本発明に関連するエアバッグ装置のフロントセンサ等の車両搭載状態を説明するための図である。
【図３】本発明に関連するエアバッグ装置の起動制御装置の起動制御部等の詳細なブロック図である。
【図４】本発明に関連するエアバッグ装置の起動制御装置における起動制御処理を示すフローチャートである。
【図５】本発明に関連するエアバッグ装置の起動制御装置における衝突形態特定処理を示すフローチャートである。
【図６】本発明に関連するエアバッグ装置の起動制御装置において斜突が発生した場合の右フロントＧ及び左フロントＧの変化の状態を示すグラフである。
【図７】本発明に関連するエアバッグ装置の起動制御装置においてオフセット衝突が発生した場合の右フロントＧ及び左フロントＧの変化の状態を示すグラフである。
【図８】本発明に関連するエアバッグ装置の起動制御装置において中速のＯＤＢ衝突が発生した場合の右フロントＧ及び左フロントＧの変化の状態を示すグラフである。
【図９】本発明に関連するエアバッグ装置の起動制御装置において低速のＯＲＢ衝突が発生した場合の右フロントＧ及び左フロントＧの変化の状態を示すグラフである。
【図１０】本発明に関連するエアバッグ装置の起動制御装置においてソフトクラッシュが発生した場合の減速度及び減速度に基づく値の変化の状態を示すグラフである。
【図１１】本発明に関連するエアバッグ装置の起動制御装置において正突が発生した場合の減速度及び減速度に基づく値の変化の状態を示すグラフである。
【図１２】本発明に関連するエアバッグ装置の起動制御装置において用いられる起動判定マップを示す図である。
【図１３】本発明に関連するエアバッグ装置の起動制御装置において用いられる起動判定マップを示す図である。
【図１４】本発明に関連するエアバッグ装置の起動制御装置において用いられる衝突の激しさを判定するマップを示す図である。
【図１５】本発明の実施の形態にかかるエアバッグ装置の起動制御装置における起動制御処理を示すフローチャートである。
【図１６】本発明の実施の形態にかかるエアバッグ装置の起動制御装置で用いられる起動判定マップを示す図である。
【図１７】本発明の実施の形態にかかるエアバッグ装置の起動制御装置で用いられる起動判定マップを示す図である。
【図１８】本発明の実施の形態にかかるエアバッグ装置の起動制御装置で用いられる起動判定マップを示す図である。
【図１９】本発明の実施の形態にかかるエアバッグ装置の起動制御装置で用いられる起動判定マップを示す図である。
【図２０】本発明の実施の形態にかかるエアバッグ装置の起動制御装置で行われる衝突形態の判定手順を示す図である。
【図２１】本発明の実施の形態にかかるエアバッグ装置の起動制御装置における衝突形態の判定に用いられるフロントセンサの出力波形を示すグラフである。
【図２２】本発明の実施の形態にかかるエアバッグ装置の起動制御装置で行われる衝突形態の判定を説明するための図である。
【図２３】本発明の実施の形態にかかるエアバッグ装置の起動制御装置における衝突形態の判定に用いられるフロントセンサの出力波形を示すグラフである。
【図２４】本発明の実施の形態にかかるエアバッグ装置の起動制御装置で行われる衝突形態の判定を説明するための図である。
【図２５】本発明の実施の形態にかかるエアバッグ装置の起動制御装置における衝突形態の判定に用いられるフロントセンサの出力波形を示すグラフである。
【図２６】本発明の実施の形態にかかるエアバッグ装置の起動制御装置で行われる衝突形態の判定を説明するための図である。
【図２７】本発明の実施の形態にかかるエアバッグ装置の起動制御装置における衝突形態の判定に用いられるフロントセンサの出力波形を示すグラフである。
【図２８】本発明の実施の形態にかかるエアバッグ装置の起動制御装置で行われる衝突形態の判定を説明するための図である。
【図２９】本発明の実施の形態にかかるエアバッグ装置の起動制御装置で行われる衝突形態の判定で用いるテーブルである。
【図３０】本発明の実施の形態にかかるエアバッグ装置の起動制御装置で行われる衝撃の激しさの判定を説明するための図である。
【図３１】本発明の実施の形態にかかるエアバッグ装置の起動制御装置で行われる衝撃の激しさの判定を説明するための図である。
【図３２】本発明の実施の形態にかかるエアバッグ装置の起動制御装置で行われるソフトクラッシュ判定を説明するための図である。
【図３３】本発明の実施の形態にかかるエアバッグ装置の起動制御装置で行われるソフトクラッシュ判定を説明するための図である。
【図３４】本発明の実施の形態にかかるエアバッグ装置の起動制御装置でソフトクラッシュの場合に用いられる起動判定マップである。
【符号の説明】
２…エアバッグ装置の起動制御装置、２０…制御回路、２２…中央処理装置、２４…入出力回路、２６…ＲＯＭ、２８…ＲＡＭ、３０Ａ，３０Ｂ…フロントセンサ、３２…フロアセンサ、３４…駆動回路、３６…エアバッグ装置、４０…起動制御部、４２…衝突形態特定部、４４…ＥＣＵ、４６…車両。[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an activation control device for an occupant protection device that controls the activation of an occupant protection device that protects an occupant during a vehicle collision.
[0002]
[Prior art]
Conventionally, an air bag device for protecting an occupant at the time of a vehicle collision is mounted on the vehicle. The airbag device has a sensor that detects an impact at the time of a vehicle collision, and is activated based on the impact detected by the sensor.
[0003]
By the way, there are various types of collisions such as a normal collision and an offset collision, and sensors can be detected at a plurality of positions of the vehicle so that the collision of the vehicle can be detected in any collision type. There is an airbag device that activates the airbag device by detecting a vehicle collision by the plurality of sensors (see Japanese Patent Laid-Open No. Hei 5-38998).
[0004]
[Patent Document 1]
Japanese Patent Laid-Open No. 5-38998
[0005]
[Problems to be solved by the invention]
However, in the above-described airbag device, it is possible to detect a vehicle collision in any collision mode, but since the collision mode is not determined, the airbag device is activated accurately according to the collision mode. It was difficult to make.
[0006]
An object of the present invention is to provide an activation control device for an occupant protection device that accurately determines a vehicle collision mode and accurately activates the occupant protection device according to the collision mode.
[0007]
[Means for Solving the Problems]
The activation control device for an occupant protection device according to claim 1 is an activation control device for an occupant protection device that controls the activation of an occupant protection device mounted on the vehicle when the vehicle collides with a collision target. Based on detection values of a first impact detection means provided at the left front portion of the vehicle, a second impact detection means provided at the right front portion of the vehicle, and the first impact detection means and the second impact detection means. In addition, the vehicle collision mode is classified into one of normal collision, offset collision and oblique collision, As the detection value of the first impact detection means and the detection value of the second impact detection means are different, the probability of the oblique projection is higher. The detection value of the first impact detection means and the detection of the second impact detection means Find the accuracy that the probability of a collision is higher as the value gets closer It is characterized by comprising accuracy calculation means and activation control means for controlling activation of the occupant protection device based on the accuracy obtained by the accuracy calculation means.
[0008]
According to the activation control device for an occupant protection device according to claim 1, the collision type of the vehicle is determined to be normal collision and offset based on the detection values of the first impact detection means and the second impact detection means by the accuracy calculation means. Classification is made into either collision or oblique projection, and the probability of the classified collision form is obtained. Therefore, the collision mode of the vehicle can be determined with high accuracy, and the occupant protection device can be activated accurately.
[0009]
According to a second aspect of the present invention, there is provided an activation control device for an occupant protection device, wherein the accuracy calculation means of the activation control device for the occupant protection device according to claim 1 classifies the collision form as an oblique projection and determines the accuracy of the oblique projection. In this case, the activation control means controls the activation of the occupant protection device with reference to an oblique collision threshold value corresponding to the accuracy of the oblique collision.
[0010]
The activation control device for an occupant protection device according to claim 3 is classified as an offset collision by the accuracy calculation means of the activation control device for the occupant protection device according to claim 1, and the accuracy of the offset collision is obtained. In this case, the activation control means controls the activation of the occupant protection device with reference to an offset collision threshold value corresponding to the accuracy of the offset collision.
[0011]
The activation control device for an occupant protection device according to claim 4 is the activation control device for an occupant protection device according to claim 1, Based on the detection values of the first impact detection means and the second impact detection means, the accuracy calculation means determines whether the vehicle collision mode is an ODB collision, which is an irregular collision when the collision object is hard, or a collision object. Classify it as an ORB collision, which is an irregular collision when When the collision type is classified as an ODB collision and the accuracy of the ODB collision is obtained by the accuracy calculation means, the activation control means refers to the ODB collision threshold corresponding to the accuracy of the ODB collision and activates the occupant protection device. It is characterized by controlling.
[0012]
The activation control device for an occupant protection device according to claim 5 has high accuracy in the ODB collision threshold of the activation control device for occupant protection device according to claim 4 in a region where the deceleration speed from the occurrence of the collision is small. The threshold corresponding to the ODB collision is defined to be lower than the threshold corresponding to the ODB collision with low accuracy, and the threshold corresponding to the ODB collision with high accuracy is low in the region where the deceleration speed from the occurrence of the collision is large. It is characterized by being highly defined with respect to the threshold value corresponding to the ODB collision.
[0013]
The activation control device for an occupant protection device according to claim 6, wherein the accuracy calculation means measures an impact applied to the vehicle. Impact measurement means Based on the detected value, the accuracy of the soft crash is determined when the impact of the collision type on the vehicle is greater in the late stage of the collision than in the initial stage of the collision. When it is determined, the activation control means controls the activation of the occupant protection device with reference to a soft crash threshold corresponding to the accuracy of the soft crash.
[0014]
The activation control device for an occupant protection device according to claim 7 has a high accuracy in the soft crash threshold of the activation control device for an occupant protection device according to claim 6 in a region where the deceleration speed from the occurrence of a collision is small. The threshold value corresponding to soft crashes is specified to be lower than the threshold value corresponding to soft crashes with low accuracy, and the threshold value corresponding to soft crashes with high accuracy is low in the region where the deceleration speed from the collision occurrence is large. It is characterized by being highly defined for a threshold value corresponding to soft crash.
[0015]
According to the activation control device for an occupant protection device according to any one of claims 2 to 7, the accuracy calculation means classifies the collision mode into one of oblique collision, offset collision, ODB collision, and soft crash, and classifies the classification. The accuracy of the collision type is determined. The activation control means controls activation of the occupant protection device with reference to a threshold value corresponding to the accuracy of the classified collision mode. Accordingly, the occupant protection device can be activated at an appropriate timing.
[0016]
The activation control device for an occupant protection device according to claim 8 is characterized in that the accuracy calculation means of the activation control device for occupant protection device according to claim 1 is detected by the first impact detection means and the second detection means. Based on the value ratio, the collision form of the vehicle is classified into one of normal collision, offset collision and oblique collision, and the accuracy of the classified collision form is obtained.
[0017]
The activation control device for an occupant protection device according to claim 9 corrects the collision mode of the vehicle when the accuracy calculation means of the activation control device for the occupant protection device according to claim 8 has a large detection value ratio. When the detection value ratio is small, the vehicle collision mode is classified as a slanted projection, and when the detection value ratio is intermediate, the vehicle collision mode is classified as an offset collision. And
[0018]
According to the activation control device for an occupant protection device according to claim 8 and claim 9, the collision mode of the vehicle is determined based on the detection value ratio of the first impact detection means and the second detection means by the accuracy calculation means. Since it is classified into any one of normal collision, offset collision and oblique collision, the collision mode can be accurately classified.
[0019]
The activation control device for an occupant protection device according to claim 10 is the activation control device for an occupant protection device according to claim 1, wherein the accuracy calculation means includes first impact detection means and Second impact detection means Detected value Initial weight of Based on the collision type of the vehicle, ODB collision, which is an irregular collision when the collision object is hard Or ORB collision, which is an irregular collision when the collision object is soft As well as When the vehicle collision mode is classified as ODB collision, the accuracy of ODB collision is calculated based on the initial weight. It is characterized by that.
[0020]
An activation control device for an occupant protection device according to claim 11 is characterized in that the accuracy of the ODB collision is high when the accuracy calculation means of the activation control device for an occupant protection device according to claim 10 has a large initial deviation. And determining that the probability of the ODB collision is low when the initial deviation is small.
[0021]
According to the activation control device for an occupant protection device according to the tenth and eleventh aspects of the present invention, the collision of the vehicle is based on the initial deviation of the detection values of the first impact detection means and the second detection means by the accuracy calculation means. Since the form is classified as an ODB collision or an ORB collision, and the accuracy of the ODB collision is obtained, the collision form can be classified accurately and the accurate accuracy can be obtained.
[0022]
The activation control device for an occupant protection device according to claim 12 is characterized in that the accuracy calculation means of the activation control device for the occupant protection device according to claim 1 is detected by the first impact detection means and the second detection means. Based on the magnitude of the difference in values, it is determined that the collision mode of the vehicle is an ODB collision, and when the collision mode of the vehicle is determined to be an ODB collision, the magnitude of the difference in the detection values The accuracy of the ODB collision is obtained based on the above.
[0023]
The activation control device for an occupant protection device according to claim 13 is the ODB collision when the accuracy calculation means of the activation control device for the occupant protection device according to claim 12 has a large difference between the detected values. It is determined that the accuracy of the ODB collision is low when the initial deviation is small.
[0024]
According to the activation control device for an occupant protection device according to the twelfth and thirteenth aspects of the present invention, the vehicle is based on the magnitude of the difference between the detection values of the first impact detection means and the second detection means by the accuracy calculation means. Since the collision form is determined to be an ODB collision and the accuracy of the ODB collision is obtained, the collision form can be accurately classified and the accurate accuracy can be obtained.
[0025]
15. The activation control device for an occupant protection device according to claim 14, further comprising impact measurement means arranged on the vehicle, and the accuracy calculation means measures impact with respect to an integral value of a peak hold value of a measurement value measured by the impact measurement means. Based on the unevenness ratio of the time-varying waveform indicated by the ratio of the integrated values of the measured values of the vehicle, The impact of the collision mode on the vehicle is greater in the late collision than in the early collision It is determined whether or not a soft crash occurs, and when the vehicle collision mode is determined to be a soft crash, the accuracy of the soft crash is obtained based on the unevenness ratio of the temporal change waveform of the measured value.
[0026]
The activation control device for an occupant protection device according to claim 15 is characterized in that the accuracy calculation means of the activation control device for an occupant protection device according to claim 14 It is determined that the accuracy of the soft crash is high, and when the unevenness of the temporal change waveform of the measurement value is small, it is determined that the accuracy of the soft crash is low.
[0027]
According to the activation control device for an occupant protection device according to claim 14 and claim 15, the collision of the vehicle is performed by the accuracy calculation means based on the unevenness state of the temporal change waveform of the measurement value measured by the impact measurement means. Since it is determined whether or not the form is a soft crash and the accuracy of the soft crash is obtained, it is possible to accurately determine the collision form and obtain an accurate accuracy.
[0028]
The activation control device for an occupant protection device according to claim 16 is an activation control device for an occupant protection device that controls the activation of the occupant protection device mounted on the vehicle when the vehicle collides with an object to be collided. Measured by the impact measuring means disposed on the vehicle and the impact measuring means. Time-varying waveform indicated by the ratio of the integrated value of the measured value of the impact measuring means to the integrated value of the peak hold value of the measured value Based on the unevenness ratio, the collision mode of the vehicle The impact on the vehicle is greater in the late collision than in the early collision A soft crash determination means for determining whether or not a soft crash, and an activation control means for controlling the activation of the occupant protection device based on the soft crash activation determination map when the collision type is determined to be a soft crash by the soft crash determination means; It is characterized by providing.
[0029]
According to the activation control device for an occupant protection device according to claim 16, the crash mode of the vehicle is soft crash based on the uneven state of the temporal change waveform of the measured value measured by the impact measuring means by the soft crash judging means. It is determined whether or not. Therefore, it is possible to accurately determine whether or not the collision mode is a soft crash, and the occupant protection device can be activated accurately.
[0030]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, a motion control device for an occupant protection device related to the present invention will be described with reference to the drawings.
[0031]
As shown in FIG. 1, the activation control device 2 of the airbag device is a device that controls the activation of the airbag device 36, and mainly includes a control circuit 20, a front sensor (second impact detection means) 30A, a front A sensor (first impact detection means) 30B, a floor sensor 32, and a drive circuit 34 are provided.
[0032]
Of these, the front sensors 30A and 30B are electronic sensors that are provided at the front of the vehicle and detect the magnitude of the impact applied to the vehicle. Specifically, the front sensors 30A and 30B are applied to the vehicle. A deceleration is detected and a time-series deceleration signal G ′ (t) corresponding to the deceleration is output. The floor sensor 32 is a so-called acceleration sensor for measuring an impact applied to the vehicle and transmitted through the vehicle body. Specifically, the floor sensor 32 measures the deceleration applied to the vehicle in the front-rear direction as needed, The measured value (deceleration) is output as a time-series deceleration signal G (t).
[0033]
The control circuit 20 includes a central processing unit (CPU) 22, an input / output circuit (I / O circuit) 24, a read-only memory (ROM) 26, a random access memory 28, and the like. Connected with. Among these, the CPU 22 performs activation control of the airbag device 36 according to a program stored in the ROM 26. The RAM 28 is a memory for storing data obtained from signals from the front sensors 30A and 30B and the floor sensor 32, results calculated by the CPU 22 based on the data, and the like. Further, the I / O circuit 24 is a circuit for inputting signals from the front sensors 30A and 30B and the floor sensor 32, outputting a start signal to the drive circuit 34, and the like.
[0034]
The CPU 22 compares a value obtained based on the detection value of the floor sensor 32 with a predetermined threshold value, and controls the activation control unit 40 for controlling the activation of the airbag device 36 based on the comparison result, and the front sensor 30A, Based on the detected value of 30B and the like, it functions as a collision mode identifying unit 42 that identifies the collision mode of the vehicle 46.
[0035]
The drive circuit 34 is a circuit that energizes and ignites an inflator squib 38 in the airbag device 36 in response to an activation signal from the control circuit 20. In addition to the squib 38 that is an ignition device, the airbag device 36 includes a gas generating agent (not shown) that is ignited by the squib 38, a bag (not shown) that is inflated by the generated gas, and the like. .
[0036]
Among these components, the control circuit 20, the floor sensor 32, and the drive circuit 34 are housed in an ECU (electronic control unit) 44 shown in FIG. Yes. The front sensor 30 </ b> A is disposed on the right front side member of the vehicle 46 diagonally forward right with respect to the floor sensor 32 in the ECU 44, and the front sensor 30 </ b> B is diagonally forward left with respect to the floor sensor 32. Is disposed on the left front side member.
[0037]
Next, activation control of the airbag device performed in the CPU 22 will be described with reference to FIGS. 3, 4, and 5. As shown in FIG. 3, the activation control unit 40 in the CPU 22 includes a calculation unit 58 and an activation determination unit 60. The floor sensor 32 measures the deceleration applied to the vehicle 46 in the front-rear direction as needed, and outputs a signal G (t) indicating the deceleration. When the calculation unit 58 of the activation control unit 40 acquires the deceleration G (t) output from the floor sensor 32 (step S10 in FIG. 4), a predetermined calculation, that is, Formula 1 is performed on the deceleration G (t). Calculation values V10 and Vn are obtained by calculation according to Equation 2 (step S11 in FIG. 4). Here, V10 is an interval integral value of the deceleration G (t) obtained by dividing the period from the collision occurrence to the collision end into 10 ms intervals, and Vn is a time required from the collision occurrence to the completion (n is about 100 ms). ) Is the integral value of the deceleration G (t), that is, the speed change (deceleration speed) from the occurrence of the collision.
[0038]
[Expression 1]

[0039]
[Expression 2]

[0040]
Next, the collision form specifying unit 42 shapes the deceleration signal G ′ (t) output from each of the front sensors 30 </ b> A and 30 </ b> B using a Kalman filter, and the deceleration output from the shaped deceleration signal and the floor sensor 32. Based on the signal G (t), the collision mode is specified by the process shown in the flowchart of FIG. 5 (step S12 of FIG. 4).
[0041]
First, the collision mode specifying unit 42 determines whether or not the collision mode is an oblique collision (step S20). That is, when the rising time difference between the deceleration signal G ′ (t) (right front G) output from the front sensor 30A and the deceleration signal G ′ (t) (left front G) output from the front sensor 30B is large. ((VS: integrated value based on collision side front G) × ( TS : Rise delay time of non-collision side front G)> (threshold value)), the collision mode is specified as the oblique projection.
[0042]
FIG. 6 is a graph showing a change state of the left front G and the right front G when a slanting occurs in the left front portion of the vehicle 46 during medium speed traveling. As shown in this graph, the rising time of the right front G is longer than the rising time of the left front G. TS Only (VS) x ( TS )> (Threshold) condition is satisfied, so that the collision mode is specified as the oblique projection. If this condition is not satisfied, the collision mode is further specified as a collision other than the oblique collision.
[0043]
Next, the collision mode specifying unit 42 determines whether or not the collision mode is an offset collision (step S21). That is, when there is no time difference between the rise of the right front G and the left front G and the difference between the maximum values is large (rR = VR1 (integrated value of the collision side front G) / VR2 (integrated value of the non-collision side front G)) >> 1 If the above condition is satisfied), the collision mode is determined to be an offset collision.
[0044]
FIG. 7 is a graph showing a change state of the left front G and the right front G when an offset collision occurs in the left front portion of the vehicle 46 during medium speed traveling. As shown in this graph, the left front G and the right front G stand up substantially at the same time, but the difference between the maximum values is large and the condition of rR = VR1 / VR2 >> 1 is satisfied. .
[0045]
Next, when the collision mode identifying unit 42 identifies the collision mode as an offset collision, whether the offset collision is an ORB collision (irregular collision when the collision target is hard) or an ODB collision (when the collision target is soft) Is determined (step S22). That is, the right front P and the left front P are obtained from the right front G and the left front G based on Expression 3, and (peak value of the collision side front P) / (peak value of the non-collision side front P)> threshold. The collision mode is specified as ODB collision. If this condition is not satisfied, the collision mode is specified as an ORB collision.
[0046]
[Equation 3]

[0047]
FIG. 8 is a graph showing a change state of the right front P and the left front P when an ODB collision occurs in the right front portion of the vehicle 46 during medium speed traveling. In this case, as shown in the graph, the difference between the first peak values of the left front P and the right front P is large (first peak value of the collision side front P) / (first peak value of the non-collision side front P). Since the condition of >> threshold is satisfied, the collision mode is identified as the ODB collision.
[0048]
FIG. 9 is a graph showing a change state of the right front P and the left front P when an ORB collision occurs in the right front portion of the vehicle 46 during low-speed traveling. In this case, as shown in the graph, the difference between the initial peak values of the left front P and the right front P is small (peak value of the collision side front P) / (peak value of the non-collision side front P)> threshold. Since the condition is not satisfied, the collision mode is specified as the ORB collision.
[0049]
Next, when the collision type specifying unit 42 specifies the collision type as a collision other than the offset collision, the collision type specifying unit 42 determines whether or not the collision type is a pole / underride collision (step S23). That is, P (t) is obtained by Equation 4 based on the deceleration signal G (t) of the floor sensor 32 when a pole collision occurs in the vehicle 46, and G (t before and after the first peak of P (t) ) To determine whether the collision mode is a pole underride collision or not.
[0050]
[Expression 4]

[0051]
FIG. 10 shows the waveform of P (t) and the waveform of G (t) when a pole collision occurs in the vehicle 46. As shown in this graph, the time average G1 of G (t) in section (1) (section up to the maximum value of P (t)) and section (2) (section from the maximum value of P (t) to the minimum value) When the time average G2 of G (t) in the interval until () is compared, there is a relationship of G1> G2, so that the collision mode is specified as a pole collision.
[0052]
FIG. 11 shows the waveform of P (t) and the waveform of G (t) when a normal collision occurs in the vehicle 46. As shown in this graph, the time average G1 of G (t) in section (1) (section up to the maximum value of P (t)) and section (2) (section from the maximum value of P (t) to the minimum value) In comparison with the time average G2 of G (t) in the interval until (), the collision mode is identified as a normal collision other than the pole underride collision because there is a relationship of G1 <G2. That is, when the collision mode is not specified as a slant collision, an ORB collision, an ODB collision, or a pole underride collision, it is identified as a normal collision.
[0053]
In the activation determination unit 60, the value determined by the calculated values V10 and Vn is compared with any of the activation determination maps stored in the activation determination unit 60. That is, the activation determination unit 60 has a slope map (step S24 in FIG. 5) that is selected when the collision mode is identified as a slant, and when the collision mode is identified as a straight collision other than a pole / underride collision. Selected front (high) map (step S25 in FIG. 5), selected pole underride map (step S26 in FIG. 5) when the collision form is identified as a pole underride collision, and the collision form ODB The ODB map (step S27 in FIG. 5) selected when the collision is specified and the ORB map (step S28 in FIG. 5) selected when the collision type is specified as the ORB collision are stored. It is compared with one of the activation determination maps selected according to the collision mode specified in the unit 42.
[0054]
In the oblique map (see FIG. 12A), a threshold 72 is provided at a position where the airbag device 36 does not start even when a medium-speed oblique collision occurs in the vehicle 46. In the normal collision (high) map (see FIG. 12B), a threshold 74 is provided at a position where the airbag device 36 does not start even when a low-speed normal collision occurs in the vehicle 46.
[0055]
In the pole underride map (see FIG. 13A), a threshold value 76 is provided at a position where the airbag device 36 does not start even when a low-speed pole collision occurs in the vehicle 46. In the ODB map (see FIG. 13B), a threshold value 78 is provided at a position where the airbag device 36 does not start even when a low-speed ODB collision occurs in the vehicle 46. In the ORB map (see FIG. 13C), a threshold 80 is provided at a position where the airbag device 36 does not start even when a low-speed ORB collision occurs in the vehicle 46. In addition, each of the determination maps has a calculated value Vn on the horizontal axis and a calculated value V10 on the vertical axis.
[0056]
Accordingly, the activation determination unit 60 compares any one of the activation determination maps with the values determined by the calculation values V10 and Vn obtained by the calculation unit 58 (step S13 in FIG. 4) and determines the calculation values V10 and Vn. When the obtained value exceeds the threshold value, the activation determination unit 60 outputs the activation signal A to the drive circuit 34 (see FIG. 1) (step S14 in FIG. 4). The drive circuit 34 energizes the squib 38 and ignites a gas generating agent (not shown) by the squib 38.
[0057]
According to the activation control device for this occupant protection device, since the collision type is determined based on the detection values detected by the front sensors 30A and 30B, the collision type can be determined quickly and accurately. The airbag device 36 can be activated with high accuracy according to the form.
[0058]
In the above occupant protection device activation control device, the output of the inflator of the airbag device may be changed by further judging the intensity of impact. That is, two inflators are provided in the airbag device, and the airbag device is activated by one (low output) or two (high output) inflator depending on the severity of the collision. In this case, the determination of the severity of the collision is made when the threshold 82 of the map shown in FIG. 14 is exceeded depending on whether or not the value determined by Vn obtained by Equation 2 and V5 obtained by Equation 5 is exceeded. If the collision is severe, the inflator is activated with a high output and the airbag device is started. If not, the airbag device is activated with the inflator being set to a low output and the collision is not severe. Here, V5 is a section integral value of the deceleration G ′ (t) detected by the front sensor, in which the period from the collision occurrence to the collision end is divided into sections of 5 ms.
[0059]
[Equation 5]

[0060]
Therefore, the airbag device can be activated with high accuracy according to the form of the collision, and the airbag device can be activated with an appropriate output according to the severity of the collision.
[0061]
Further, in the above-described activation control device for the occupant protection device, two front sensors 30A and 30B are installed, but not limited to two, three front sensors may be installed. In this case, the pole collision can be accurately detected by installing the third front sensor in the center of the vehicle.
[0062]
Further, in the above-described occupant protection device activation control device, the two front sensors 30A and 30B are installed on the right front side member and the left front side member. You may make it install suitably in the position ahead of vehicles rather than floor sensors, such as a part vicinity, right-and-left front side member front vicinity, and a dash panel right-and-left end part vicinity.
[0063]
Next, an activation control device for an occupant protection device according to an embodiment of the present invention will be described. The activation control device for an airbag device according to this embodiment has the same configuration as the activation control device 2 for an airbag device related to the present invention described above (see FIGS. 1 to 3).
[0064]
FIG. 15 is a flowchart for explaining activation control of the airbag device. When the calculation unit 58 of the activation control unit 40 obtains the deceleration G (t) output from the floor sensor 32 (step S30), the deceleration G (t) is calculated according to a predetermined calculation, that is, Equations 1 and 2. Calculation is performed to obtain calculation values V10 and Vn (step S31).
[0065]
Next, the activation determination unit 60 acquires information related to the collision type from the collision type identification unit 42 (step S32), and any of the activation determination maps in which the values determined by the calculated values V10 and Vn are stored by the activation determination unit 60 are stored. (Step S33).
[0066]
That is, the activation determination unit 60 includes a normal collision / oblique collision map (FIG. 16), a normal collision / offset collision map (FIG. 17), an offset collision / ODB collision map (FIG. 18), and a normal collision / software as the activation determination map. A crash map (FIG. 19) is stored and compared with any of the activation determination maps selected according to the information on the collision form acquired from the collision form specifying unit 42. Here, soft crash is a form of collision in which the impact exerted on the vehicle is greater in the later stage of the collision than in the early stage of the collision, and the left and right side members are relatively unaffected by the impact in the early stage of the collision. The impact is absorbed by the deformation of the front portion of the vehicle, and the collision is such that the impact received by the vehicle increases because the collision target reaches a rigid body such as an engine in the latter half of the collision.
[0067]
Note that the collision map is selected before the collision pattern is determined by the collision pattern identification unit 42, that is, immediately after the collision occurs, and the value determined by the calculated values V10 and Vn is compared with the collision map.
[0068]
Therefore, the activation determination unit 60 compares any one of the activation determination maps with the values determined by the calculation values V10 and Vn obtained by the calculation unit 58, and the value determined by the calculation values V10 and Vn exceeds the threshold value. The activation determination unit 60 outputs an activation signal A to the drive circuit 34 (see FIG. 1) (step S34). As a result, the drive circuit 34 energizes the squib 38 and ignites a gas generating agent (not shown) by the squib 38.
[0069]
In the collision form specifying unit 42, the deceleration signal G ′ (t) output from each of the front sensors 30A and 30B is shaped by a Kalman filter, and the shaped deceleration signal and the floor sensor (impact measuring means) 32 are outputted. The collision type is specified based on the deceleration signal G (t). The collision mode is specified by dividing the vehicle collision into an early collision stage and a middle collision stage. That is, FIG. 20 shows a graph of the waveform of the deceleration signal G (t) output from the floor sensor 32. In this graph, 0 to T1 is the initial stage of collision, and T1 to T2 is the middle stage of collision.
[0070]
First, at the initial stage of the collision, the collision of the vehicle is classified into one of normal collision, offset collision and oblique collision based on the left / right ratio of the deceleration signal G ′ (t) output from the front sensors 30A and 30B. That is, as shown in FIG. 21, among the deceleration signals G ′ (t) output from the front sensors 30A and 30B, the deceleration signal G ′ (t) output from the front sensor on the collision side is the threshold. The calculation according to Equation 6 is started for the deceleration signal G ′ (t) output from each of the front sensors 30A and 30B from the time when the value is exceeded. This calculation ends when the calculated value VA based on the deceleration signal G ′ (t) output from the front sensor on the collision side reaches a constant (value set for each vehicle).
[0071]
[Formula 6]

[0072]
Next, a calculation value VA based on the deceleration signal G ′ (t) output from the collision-side front sensor and a calculation value based on the deceleration signal G ′ (t) output from the non-collision-side front sensor. A ratio with VB, that is, VA / VB is obtained, and based on the value of VA / VB, the collision is classified into one of normal collision, offset collision and oblique collision. That is, as shown in FIG. 22, when the value of VA / VB is 0 to 0.3, it is classified into one of accuracy 1 of accuracy, accuracy 2 and accuracy 3 based on the value of VA / VB. The Further, when the value of VA / VB is 0.3 to 0.6, it is classified into one of accuracy 1, accuracy 2 and accuracy 3 of the offset collision based on the value of VA / VB. Further, when the value of VA / VB is 0.6 to 1.0, it is classified into one of accuracy 1, accuracy 2, and accuracy 3 of the straight collision based on the value of VA / VB.
[0073]
The accuracy is the probability, the accuracy 1 of the oblique projection means that the probability that the collision is an oblique projection is the highest, and the accuracy 3 of the oblique projection is an oblique collision. It means that the certainty of being the lowest is. Similarly, the accuracy 1 of the normal collision means that the probability that the collision is a normal collision is the highest, and the accuracy 3 of the normal collision is the lowest probability that the collision is a normal collision. It means that. On the other hand, the accuracy 1 of the offset collision is an ambiguous case where there is a possibility that the collision is a diagonal collision, and the accuracy 3 of the offset collision is an ambiguous case where there is a possibility that the collision is a straight collision. .
[0074]
Here, when the collision is classified into any one of accuracy 1, accuracy 2 and accuracy 3 of the oblique projection, the accuracy 1 of the oblique projection, accuracy 2 and accuracy are given to the activation determination unit 60 from the collision form specifying unit 42. 3 is output as collision information. Therefore, in this case, the activation determination unit 60 selects any one of the oblique collision accuracy 1 map, the oblique collision accuracy 2 map, and the oblique collision accuracy 3 map corresponding to the collision information (see FIG. 16). Further, when the collision is classified into any one of the accuracy 1, accuracy 2, and accuracy 3 of the offset collision, the accuracy 1 of the offset collision, accuracy 2, and accuracy are given from the collision type specifying unit 42 to the activation determination unit 60. 3 is output as collision information. Accordingly, in this case, the activation determination unit 60 selects any one of the offset accuracy 1 map, the offset accuracy 2 map, and the offset accuracy 3 map corresponding to the collision information (see FIG. 17).
[0075]
On the other hand, when the collision is classified into any one of accuracy 1, accuracy 2 and accuracy 3 of the collision, since the collision information is not output from the collision type identification unit 42 to the activation determination unit 60, In the activation determination unit 60, a normal collision map is selected as the activation determination map (see FIGS. 16 and 17).
[0076]
Further, at the initial stage of the collision, when the collision is classified into the accuracy 1, the accuracy 2, the accuracy 3, and the accuracy 3 of the normal collision in the classification of the collision type described above, the reduction output from the front sensors 30A and 30B. Whether the vehicle collision is an ORB collision (an irregular collision when the collision object is hard) or an ODB collision (an irregular collision when the collision object is soft) based on the initial deviation of the speed signal G ′ (t) Is identified.
[0077]
That is, as shown in FIG. 23, among the deceleration signals G ′ (t) output from the front sensors 30A and 30B, the deceleration signal G ′ (t) output from the collision-side front sensor is the threshold. From the point of time when the value is exceeded, the calculation by Equation 6 is started for the deceleration signal G ′ (t) on the collision side. Also, from the time when the deceleration signal G ′ (t) output from the front sensor on the non-collision side exceeds the threshold value among the deceleration signals G ′ (t) output from the front sensors 30A and 30B. The calculation according to Equation 6 is started for the non-collision side deceleration signal G ′ (t).
[0078]
The calculation based on the deceleration signal G ′ (t) output from the front sensor on the collision side ends when the calculated value VA reaches a constant (value set for each vehicle), and the front on the non-collision side The calculation based on the deceleration signal G ′ (t) output from the sensor ends when the calculated value VB reaches a constant (value set for each vehicle).
[0079]
Next, based on the calculation value VA and the calculation value VB, the average accelerations GAa and GBa are calculated using Expression 7, and the calculation value R is calculated using Expression 8.
[0080]
[Expression 7]

[0081]
[Equation 8]

[0082]
Next, based on the value of the calculation value R, the collision is classified into an ORB collision and an ODB collision. That is, when the calculated value R is 1 to 1.1, the collision is classified as an ORB collision, and when the calculated value R is 1.1 to 1.5, the calculated value R is changed to the calculated value R. Based on the ODB collision, the accuracy is classified into one of accuracy 1, accuracy 2, and accuracy 3. In other words, the greater the initial deviation between the collision-side calculated value VA and the non-collision-side calculated value VB, the higher the probability of an ODB collision.
[0083]
Here, the accuracy 1 of the ODB collision means that the probability that the collision is an ODB collision is the highest, and the accuracy 3 of the ODB collision is that the probability that the collision is an ODB collision is the lowest. Means. Here, even when the collision is classified into any one of ODB collision accuracy 1, accuracy 2, and accuracy 3, this classification is a tentative classification, and the collision type identification unit 42 collides with the activation determination unit 60. No information is output. Therefore, in this case, a normal collision map, an offset collision map, or an oblique collision map is used as the activation determination map.
[0084]
Next, in the middle of the collision (see FIG. 20), the vehicle collision is classified as ODB collision accuracy 1, accuracy 2, accuracy based on the left / right difference of the deceleration signals G ′ (t) output from the front sensors 30A, 30B. Classification into any one of 3 is performed to determine the collision mode. The classification of the ODB collision into accuracy 1, accuracy 2 or accuracy 3 is performed only when the ODB collision is classified as either accuracy 1, accuracy 2 or accuracy 3 at the beginning of the collision, and is classified as an ORB collision. If not, it will not be done.
[0085]
That is, as shown in FIG. 25, among the deceleration signals G ′ (t) output from the front sensors 30A and 30B, there is no collision with the deceleration signal G ′ (t) output from the front sensor on the collision side. The difference from the deceleration signal G ′ (t) output from the front sensor on the side is calculated, and the extent to which this value G ″ (t) exceeds the threshold is defined as GGap.
[0086]
Next, based on the value of GGap, the collision is classified into one of ODB collision accuracy 1, accuracy 2, and accuracy 3 (see FIG. 26). Here, when the collision is classified into any one of ODB collision accuracy 1, accuracy 2, and accuracy 3, ODB collision accuracy 1, accuracy 2, accuracy 2 from the collision type identification unit 42 to the activation determination unit 60. 3 is output as collision information. Therefore, in this case, the activation determination unit 60 selects any one of the ODB accuracy 1 map, the ODB accuracy 2 map, and the ODB accuracy 3 map corresponding to the collision information (see FIG. 18).
[0087]
In the middle of the collision, it is determined whether the vehicle collision is a soft crash based on the deceleration signal G (t) output from the floor sensor 32. The determination of whether or not this is a soft crash is performed only when the collision of the vehicle is classified into the accuracy 1, accuracy 2, accuracy 3, or offset collision accuracy 3 in the initial stage of the collision.
[0088]
That is, as shown in FIG. 27, when the deceleration signal G (t) output from the floor sensor 32 exceeds the threshold value 1, T10 When the threshold value 2 is exceeded T11 As T10 ~ T11 Is expanded on a normalized GT plane composed of a horizontal axis (0 to 1) and a vertical axis (0 to 1). Here, when the deceleration signal G (t) or the peak hold waveform G (t) PH of the deceleration signal G (t) exceeds a threshold value provided in the normalized GT plane, The certainty that the collision is a soft crash, that is, the accuracy is not determined. On the other hand, when the deceleration signal G (t) and the peak hold waveform G (t) PH of the deceleration signal G (t) do not exceed the threshold value provided in the normalized GT plane, a vehicle collision occurs. Judge the probability of being a soft crash.
[0089]
That is, based on Equation 9 VA1 as well as VB1 And the concave / convex ratio r is obtained based on Equation 10.
[0090]
[Equation 9]

[0091]
[Expression 10]

[0092]
Based on the unevenness ratio r, a determination is made as to the degree of accuracy that the vehicle collision is a soft crash. That is, when the probability that the vehicle collision is a soft crash is large, the unevenness ratio r is small (the unevenness is large), and therefore, the accuracy is classified as 1. The probability that the vehicle collision is a soft crash is small. Is classified into accuracy 3 because the unevenness ratio r is large (the unevenness is small) (see FIG. 28).
[0093]
Here, when the collision is classified into any one of accuracy 1, accuracy 2, and accuracy 3 of the soft crash, the accuracy 1 of accuracy, accuracy 2, accuracy of the soft crash from the collision mode identification unit 42 to the activation determination unit 60. 3 is output as collision information. Therefore, in this case, the activation determination unit 60 selects any one of the soft crash probability 1 map, the soft crash probability 2 map, and the soft crash probability 3 map corresponding to the collision information (see FIG. 19).
[0094]
In the latter half of the collision (see FIG. 20), when the collision mode is intermediate, the activation determination map is selected with reference to the table shown in FIG. For example, if the accuracy of the straight collision is 1 and the accuracy of the soft crash is 1, the soft crash map 1 is selected. If the accuracy of the straight collision is 2 and the accuracy of the soft crash is 2, the soft crash map is selected. 2 is selected. Further, when the accuracy of normal collision is 3, the accuracy of soft crash is 3, and the accuracy of ODB collision is 1, the ODB collision map 2 is selected.
[0095]
Therefore, the activation determination unit 60 compares the activation determination map selected at each time point with the values determined by the operation values V10 and Vn obtained by the operation unit 58, and values determined by the operation values V10 and Vn. When the value exceeds the threshold value of the activation determination map selected at each time point, the activation determination unit 60 outputs an activation signal A to the drive circuit 34 (see FIG. 1).
[0096]
According to the activation control device for an occupant protection device according to this embodiment, the accuracy of each collision type is obtained, and the type of collision is determined accurately by selecting the activation determination map based on the accuracy and performing the activation determination. Thus, the airbag device 36 can be activated with high accuracy according to the form of the collision.
[0097]
In this embodiment, the output of the inflator of the airbag device may be changed by further judging the intensity of impact. That is, two inflators are provided in the airbag device, and the airbag device is activated by one (low output) or two (high output) inflator depending on the severity of the collision. In this case, as shown in FIG. 30, the determination of the severity of the collision is performed by obtaining an initial integrated value (from the start of the collision to t0) of the measured value G (t) of the floor sensor 32, and using the initial integrated value. The collision speed is estimated with reference to the graph shown in FIG. Considering this estimated collision speed as the severity of impact (crash severity), if the collision speed exceeds a threshold determined for each collision mode, the inflator is set to a high output and the airbag device is assumed to have a high collision. If it does not exceed, the inflator is set to a low output and the airbag device is activated because the collision is not severe.
[0098]
In addition, a condition for aborting the determination may be set in the determination of the soft crash in this embodiment. The determination of soft crash is performed when it is determined that a symmetric collision is based on the outputs of the front sensors 30A and 30B. That is, in FIG. T12 When the condition of> Tc2 is satisfied, it is prevented that the ODB collision is determined as the soft crash by not determining the soft crash. As shown in FIG. 33, the value of Tc2 is a value determined based on the peak hold value.
[0099]
In this embodiment, an activation determination map shown in FIG. 34 may be used as an activation determination map when it is determined that a soft crash has occurred. In this activation determination map, a portion displayed with a thick solid line has a character as a high output map, and a portion displayed with a chain line has a character as a low output map. That is, when the output waveform G (t) of the floor sensor 32 in the case of a soft crash interferes with a portion displayed by a thick solid line, the airbag device is activated with the inflator output at a high output, and is displayed by a chain line. In the case of interference with the part that is in the air, the inflator is set to a low output to activate the airbag device.
[0100]
【The invention's effect】
According to the first aspect of the present invention, the collision mode of the vehicle is any one of normal collision, offset collision and oblique collision based on the detection values of the first impact detection means and the second impact detection means by the accuracy calculation means. And the probability of the classified collision mode is obtained. Therefore, the collision mode of the vehicle can be determined with high accuracy, and the occupant protection device can be activated accurately.
[0101]
Further, according to the inventions of claims 2 to 7, the collision mode is classified into any one of oblique collision, offset collision, ODB collision and soft crash by the accuracy calculation means, and Accuracy is required. The activation control means controls activation of the occupant protection device with reference to a threshold value corresponding to the accuracy of the classified collision mode. Accordingly, the occupant protection device can be activated at an appropriate timing.
[0102]
Further, according to the eighth and ninth aspects of the invention, the collision mode of the vehicle is determined to be normal collision or offset collision based on the detection value ratio of the first impact detection means and the second detection means by the accuracy calculation means. In addition, it is possible to accurately classify the collision form because it is classified into any one of the oblique projection and the oblique projection.
[0103]
Further, according to the tenth and eleventh aspects of the present invention, whether the collision mode of the vehicle is an ODB collision based on the initial deviation of the detection values of the first impact detection means and the second detection means by the accuracy calculation means. Or since it classify | categorizes into an ORB collision and calculates | requires the accuracy of an ODB collision, it can classify | categorize a collision form exactly and can obtain | require exact accuracy.
[0104]
According to the twelfth and thirteenth inventions, the collision mode of the vehicle is determined to be ODB based on the magnitude of the difference between the detection values of the first impact detection means and the second detection means by the accuracy calculation means. Since it is determined that it is a collision and the accuracy of the ODB collision is obtained, it is possible to accurately classify the collision forms and obtain an accurate accuracy.
[0105]
Further, according to the inventions of claims 14 and 15, whether the collision mode of the vehicle is a soft crash based on the unevenness state of the temporal change waveform of the measured value measured by the impact measuring means by the accuracy calculating means. In order to determine whether or not and determine the accuracy of the soft crash, it is possible to accurately determine the collision mode and to determine the accurate accuracy.
[0106]
According to the sixteenth aspect of the present invention, it is determined whether or not the vehicle collision mode is a soft crash based on the unevenness state of the temporal change waveform of the measurement value measured by the impact measurement unit by the soft crash determination unit. To do. Therefore, it is possible to accurately determine whether or not the collision mode is a soft crash, and the occupant protection device can be activated accurately.
[Brief description of the drawings]
FIG. 1 is a block diagram of an activation control device for an airbag device related to the present invention.
FIG. 2 is a view for explaining a vehicle mounted state of a front sensor or the like of an airbag device related to the present invention.
FIG. 3 is a detailed block diagram of an activation control unit and the like of an activation control device for an airbag apparatus related to the present invention.
FIG. 4 is a flowchart showing an activation control process in an activation control device for an airbag apparatus related to the present invention.
FIG. 5 is a flowchart showing a collision mode specifying process in the activation control device of the airbag apparatus related to the present invention.
FIG. 6 is a graph showing a change state of the right front G and the left front G when an oblique collision occurs in the activation control device of the airbag apparatus related to the present invention.
FIG. 7 is a graph showing a change state of the right front G and the left front G when an offset collision occurs in the activation control device of the airbag apparatus related to the present invention.
FIG. 8 is a graph showing a change state of the right front G and the left front G when a medium-speed ODB collision occurs in the start-up control device for an airbag apparatus related to the present invention.
FIG. 9 is a graph showing a change state of the right front G and the left front G when a low-speed ORB collision occurs in the activation control device of the airbag apparatus related to the present invention.
FIG. 10 is a graph showing the state of deceleration and a change in value based on the deceleration when a soft crash occurs in the start-up control device for an airbag device related to the present invention.
FIG. 11 is a graph showing the state of deceleration and a change in value based on the deceleration when a frontal collision occurs in the start-up control device for an airbag device related to the present invention.
FIG. 12 is a diagram showing an activation determination map used in an activation control device for an airbag device related to the present invention.
FIG. 13 is a diagram showing an activation determination map used in an activation control device for an airbag device related to the present invention.
FIG. 14 is a diagram showing a map for determining the severity of a collision used in an activation control device for an airbag apparatus related to the present invention.
FIG. 15 is a flowchart showing an activation control process in the activation control device of the airbag apparatus according to the embodiment of the present invention.
FIG. 16 is a diagram showing an activation determination map used in the activation control device for the airbag apparatus according to the embodiment of the present invention.
FIG. 17 is a diagram showing an activation determination map used in the activation control device for the airbag apparatus according to the embodiment of the present invention.
FIG. 18 is a diagram showing an activation determination map used in the activation control device for the airbag apparatus according to the embodiment of the present invention.
FIG. 19 is a diagram showing an activation determination map used in the activation control device for the airbag apparatus according to the embodiment of the present invention.
FIG. 20 is a diagram showing a collision mode determination procedure performed by the activation control device of the airbag apparatus according to the embodiment of the present invention.
FIG. 21 is a graph showing an output waveform of a front sensor used for determination of a collision mode in the activation control device of the airbag apparatus according to the embodiment of the present invention.
FIG. 22 is a diagram for explaining collision mode determination performed by the activation control device for the airbag apparatus according to the embodiment of the present invention;
FIG. 23 is a graph showing an output waveform of a front sensor used for determination of a collision mode in the activation control device of the airbag apparatus according to the embodiment of the present invention.
FIG. 24 is a diagram for explaining a collision mode determination performed by the activation control device for the airbag apparatus according to the embodiment of the present invention.
FIG. 25 is a graph showing an output waveform of a front sensor used for determination of a collision mode in the activation control device of the airbag apparatus according to the embodiment of the present invention.
FIG. 26 is a diagram for explaining a collision mode determination performed by the activation control device for the airbag apparatus according to the embodiment of the present invention.
FIG. 27 is a graph showing an output waveform of a front sensor used for determination of a collision mode in the activation control device of the airbag apparatus according to the embodiment of the present invention.
FIG. 28 is a diagram for explaining a collision mode determination performed by the activation control device for the airbag apparatus according to the embodiment of the present invention.
FIG. 29 is a table used in collision mode determination performed by the activation control device of the airbag apparatus according to the embodiment of the present invention.
FIG. 30 is a diagram for explaining the determination of the intensity of impact performed by the activation control device for the airbag apparatus according to the embodiment of the present invention.
FIG. 31 is a diagram for explaining the determination of the severity of impact performed by the activation control device for the airbag apparatus according to the embodiment of the present invention.
FIG. 32 is a diagram for explaining soft crash determination performed by the activation control device of the airbag apparatus according to the embodiment of the present invention.
FIG. 33 is a diagram for explaining soft crash determination performed by the activation control device of the airbag apparatus according to the embodiment of the present invention.
FIG. 34 is an activation determination map used in the case of a soft crash in the activation control device for the airbag apparatus according to the embodiment of the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 2 ... Start-up control apparatus of an airbag apparatus, 20 ... Control circuit, 22 ... Central processing unit, 24 ... Input / output circuit, 26 ... ROM, 28 ... RAM, 30A, 30B ... Front sensor, 32 ... Floor sensor, 34 ... Drive Circuit, 36 ... Airbag device, 40 ... Start-up control unit, 42 ... Collision form specifying unit, 44 ... ECU, 46 ... Vehicle.

Claims (16)

When the vehicle collides with a collision object, an activation control device for the occupant protection device that controls the activation of the occupant protection device mounted on the vehicle,
First impact detection means provided at the left front of the vehicle;
Second impact detection means provided at the right front of the vehicle;
Based on the detection values of the first impact detection means and the second impact detection means, the collision mode of the vehicle is classified into one of normal collision, offset collision and oblique collision, and the first impact detection. As the detection value of the means and the detection value of the second impact detection means are different, the probability of the oblique projection is higher, and the detection value of the first impact detection means and the detection value of the second impact detection means Accuracy calculation means for obtaining the accuracy that the accuracy of the collision is higher as the
Activation control means for controlling activation of the occupant protection device based on the accuracy determined by the accuracy calculation means;
A start control device for an occupant protection device.   When the accuracy calculation means classifies the collision form as oblique and the accuracy of the oblique is obtained, the activation control means refers to the oblique threshold corresponding to the accuracy of the oblique 2. The activation control device for an occupant protection device according to claim 1, wherein activation of the protection device is controlled.   When the collision type is classified as an offset collision by the accuracy calculation means and the accuracy of the offset collision is obtained, the activation control means refers to the offset collision threshold corresponding to the accuracy of the offset collision, and 2. The activation control device for an occupant protection device according to claim 1, wherein activation of the protection device is controlled.   Based on the detection values of the first impact detection means and the second impact detection means, the accuracy calculation means determines whether the vehicle collision mode is an ODB collision that is an irregular collision when the collision object is hard. When the collision object is soft, it is classified as an ORB collision which is an irregular collision, and when the collision type is classified as an ODB collision and the accuracy of the ODB collision is obtained by the accuracy calculation means, the start control is performed. 2. The activation control device for an occupant protection device according to claim 1, wherein the means controls the activation of the occupant protection device with reference to an ODB collision threshold corresponding to the accuracy of the ODB collision.   In the region where the deceleration speed from the occurrence of the collision is small, the ODB collision threshold is defined to be lower than the threshold corresponding to the ODB collision with low accuracy, and the threshold corresponding to the ODB collision with low accuracy. 5. The occupant protection device activation according to claim 4, wherein in a region where the deceleration speed is high, a threshold value corresponding to an ODB collision with high accuracy is defined higher than a threshold value corresponding to an ODB collision with low accuracy. Control device. The accuracy calculation means obtains the accuracy of the soft crash based on the detection value of the impact measurement means for measuring the impact applied to the vehicle, and the impact applied to the vehicle is greater in the late collision than in the early collision, When the form is classified as a soft crash and the accuracy of the soft crash is determined, the activation control means refers to the soft crash threshold corresponding to the accuracy of the soft crash and activates the occupant protection device The activation control device for an occupant protection device according to claim 1.   In the region where the deceleration speed from the occurrence of the collision is small, the soft crash threshold is defined so that the threshold corresponding to the soft crash with high accuracy is lower than the threshold corresponding to the soft crash with low accuracy. 7. The occupant protection device start-up according to claim 6, wherein in a region where the deceleration speed is large, a threshold value corresponding to a soft crash with high accuracy is defined higher than a threshold value corresponding to a soft crash with low accuracy. Control device.   The accuracy calculation means classifies the collision mode of the vehicle as one of normal collision, offset collision, and oblique collision based on the detection value ratio of the first impact detection means and the second impact detection means. The start control device for an occupant protection device according to claim 1, wherein the accuracy of the classified collision mode is obtained.   The accuracy calculation means classifies the vehicle collision mode as a forward collision when the detection value ratio is large, and classifies the vehicle collision mode as a diagonal collision when the detection value ratio is small, and detects the detection. 9. The activation control device for an occupant protection device according to claim 8, wherein when the value ratio is intermediate, the collision mode of the vehicle is classified as an offset collision.   The accuracy calculation means is an irregular collision when the collision object is hard, based on the initial deviation of the detected values of the first impact detection means and the second impact detection means. The ODB collision is classified into an ODB collision that is an ODB collision that is an irregular collision when the collision object is soft, and the accuracy of the ODB collision is determined based on the initial weight when the vehicle collision mode is classified as an ODB collision. The activation control device for an occupant protection device according to claim 1, wherein the activation control device is obtained.   The accuracy calculating means determines that the accuracy of the ODB collision is high when the initial deviation is large, and determines that the accuracy of the ODB collision is low when the initial deviation is small. The activation control device for an occupant protection device according to claim 10.   The accuracy calculation means is configured to generate an irregular collision when the collision object of the vehicle is hard based on a difference between detection values of the first impact detection means and the second impact detection means. And determining the accuracy of the ODB collision based on the magnitude of the difference between the detected values when the vehicle collision mode is determined to be an ODB collision. The activation control device for an occupant protection device according to claim 1.   The accuracy calculating means determines that the accuracy of the ODB collision is high when the difference between the detected values is large, and determines that the accuracy of the ODB collision is low when the initial deviation is small. 13. The activation control device for an occupant protection device according to claim 12. The vehicle is further provided with impact measurement means arranged in the vehicle, and the accuracy calculation means is a ratio of an integral value of the measurement value of the impact measurement means to an integral value of a peak hold value of the measurement value measured by the impact measurement means. Based on the unevenness ratio of the time-varying waveform shown, it is determined whether or not the impact of the collision of the vehicle on the vehicle is a soft crash that is greater in the late collision than in the early collision. 2. The activation control device for an occupant protection device according to claim 1, wherein when the form is determined to be a soft crash, the accuracy of the soft crash is obtained based on the unevenness ratio of the temporal change waveform of the measurement value.   The accuracy calculation means determines that the accuracy of the soft crash is high when the unevenness ratio of the temporal change waveform of the measurement value is large, and when the unevenness ratio of the temporal change waveform of the measurement value is small, 15. The activation control device for an occupant protection device according to claim 14, wherein it is determined that the accuracy of the soft crash is low. When the vehicle collides with a collision object, an activation control device for the occupant protection device that controls the activation of the occupant protection device mounted on the vehicle,
A time-varying waveform unevenness ratio indicated by a ratio of an integrated value of the measured value of the impact measuring means to an integrated value of a peak hold value of the measured value measured by the impact measuring means disposed on the vehicle and the impact measuring means The collision mode of the vehicle is determined based on the soft crash determination means for determining whether the impact applied to the vehicle is a soft crash in the late stage of the collision than in the initial stage of the collision, and the soft crash determination means determines whether the collision mode is soft. An activation control means for controlling the activation of the occupant protection device based on a soft crash activation determination map when it is determined as a crash;
A start control device for an occupant protection device.

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