JP4213514B2 - Crew protection device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an occupant protection device that protects an occupant when a vehicle rolls over.
[0002]
[Prior art]
Conventionally, an occupant protection device that protects an occupant when a vehicle rolls over is known (for example, Patent Document 1).
[0003]
First, based on FIG.21 and FIG.22, the structure of the passenger | crew protection apparatus 100 which concerns on an example of the said technique is demonstrated. Here, FIG. 21 is a block diagram showing a configuration of the occupant protection device 100, and FIG. 22 is an explanatory diagram showing appropriate operation (deployment) timings of the pretensioner, the side airbag 109, and the curtain airbag 110. is there.
[0004]
As shown in FIGS. 21 and 22, the occupant protection device 100 is mounted on a vehicle 300, and includes an angular velocity sensor 101, a lateral G sensor 102, a vertical G sensor 103, an angle calculation unit 104, a comparison unit 105, A safing unit 106, a deployment execution unit 107, a pretensioner, a side airbag 109, and a curtain airbag 110 are provided.
[0005]
The angular velocity sensor 101 detects the angular velocity in the side surface rotation direction of the vehicle 300 (the rotation direction about the vehicle 300 longitudinal direction), and outputs the detected angular velocity to the angle calculation unit 104 and the comparison unit 105 as the angular velocity signal 101a. .
[0006]
The lateral G sensor 102 detects acceleration in the lateral direction of the vehicle 300 (direction substantially perpendicular to the side surface of the vehicle 300), and uses the detected acceleration (hereinafter referred to as “lateral G”) as a lateral G signal. And output to the safing unit 106.
[0007]
The vertical G sensor 103 detects acceleration in the vertical direction of the vehicle 300 (a direction substantially perpendicular to the ceiling surface of the vehicle 300), and the detected acceleration (hereinafter referred to as “vertical G”) is a vertical G signal. Is output to the safing unit 106.
[0008]
The angle calculation unit 104 calculates an angle in the side surface rotation direction of the vehicle 300 based on the angular velocity signal given from the angular velocity sensor 101, and outputs the calculated angle to the comparison unit 105 as an angle signal.
[0009]
The comparison unit 105 stores a plurality of reference angles and reference angular velocities in association with each other. Here, a straight line 105a in FIG. 21 indicates the relationship between the reference angle and the reference angular velocity. As indicated by the straight line 105a, as the reference angle increases, the corresponding reference angular velocity decreases.
[0010]
Then, the following processing is performed based on the angular velocity signal given from the angular velocity sensor 101 and the angle signal given from the angle calculation unit.
[0011]
That is, the angle by the angle signal and the angular velocity by the angular velocity signal are compared with the reference angle and the reference angular velocity. As a result, when the angle exceeds the reference angle and the angular velocity exceeds the reference angular velocity corresponding to the reference angle, a deployment permission signal is generated and output to the deployment execution unit 107.
[0012]
The safing unit 106 stores a reference auxiliary horizontal G range corresponding to the horizontal G and a reference auxiliary vertical G range corresponding to the vertical G, respectively. For example, a range 106c surrounded by the straight line 106a and the straight line 106b in FIG. 21 is a reference auxiliary horizontal G range (or a reference auxiliary vertical G range).
[0013]
Then, the following processing is performed based on the horizontal G signal given from the horizontal G sensor 102 and the vertical G signal given from the vertical G sensor 103.
[0014]
That is, the vertical G based on the horizontal G signal and the vertical G signal based on the horizontal G signal are compared with the reference auxiliary horizontal G range and the reference auxiliary vertical G range.
[0015]
As a result, when the horizontal G exceeds the reference auxiliary horizontal G range (for example, the horizontal G is smaller than the value indicated by the straight line 106b), or when the vertical G exceeds the reference auxiliary vertical G range, the expansion A permission signal is generated and output to the deployment execution unit 107. The reference auxiliary horizontal G range and the reference auxiliary vertical G range are set so that the horizontal G or the vertical G exceeds the reference auxiliary horizontal G range or the reference auxiliary vertical G range when the vehicle 300 rolls over.
[0016]
The deployment execution unit 107 activates the pretensioner and deploys the side airbag 109 and the curtain airbag 110 shown in FIG. 22 when the deployment permission signal is given from both the comparison unit 105 and the safing unit 106.
[0017]
As shown in FIG. 22, if the head of the occupant 200 comes into contact with the curtain airbag 110 when the curtain airbag 110 is fully deployed, the pretensioner, the side airbag 109, and the curtain airbag 110 are appropriately used. It can be said that the operation was performed at the operation timing. Therefore, when the vehicle 300 rolls over, the deployment execution unit 107 shown in FIG. 21 needs to deploy the curtain airbag 110 and the like at the timing described above.
[0018]
Here, as types of rollover, rollover only by rotational motion (hereinafter referred to as “simple rollover”), rollover by lateral motion after skidding (hereinafter referred to as “trip-type rollover”) For example).
[0019]
The simple rollover is a rollover caused by the vehicle 300 riding on the slope 302 as shown in FIGS. 23 to 25 are explanatory diagrams showing how the vehicle 300 performs a simple rollover.
[0020]
In the rollover, the vehicle 300 rolls over when the angle θ1 from the straight line 304 connecting the center of gravity 301 of the vehicle 300 and the fulcrum 303 of rotation to the horizontal plane (road surface) 305 exceeds substantially 90 degrees.
[0021]
The trip-type rollover is a rollover caused by hitting an obstacle 310 such as a curb when the vehicle 300 is sliding, as shown in FIGS. FIGS. 26 to 29 are explanatory diagrams showing how the vehicle 300 performs a trip-type rollover.
[0022]
In the rollover, the vehicle 300 collides with the obstacle 310 when the vehicle is sliding, and starts to rotate by the reaction force received from the obstacle 310 at the time of the collision. Thereafter, when the angle θ1 from the straight line 304 connecting the center of gravity 301 of the vehicle 300 and the rotation fulcrum 303 to the horizontal plane (road surface) 305 exceeds substantially 90 degrees, the vehicle 300 rolls over.
[0023]
[Patent Document 1]
JP 2003-34226 A
[0024]
[Problems to be solved by the invention]
By the way, the state of the vehicle 300 (for example, acceleration given to the vehicle 300) differs depending on the rollover performed by the vehicle 300. Therefore, the timing for operating the pretensioner or the like varies depending on the state of the vehicle 300, but the reference angular velocity and the reference angle, which are factors that determine the timing, are not adjusted according to the state of the vehicle 300. It was.
[0025]
Therefore, the conventional technique has a problem that it is not easy to appropriately protect the occupant 200 according to the state of the vehicle 300. The problem will be specifically described below.
[0026]
First, what problem occurs when the state of the vehicle 300 is an acceleration given to the vehicle 300 will be described.
[0027]
In the case of a simple rollover, as shown in FIGS. 23 to 25, since the acceleration applied to the vehicle 300, that is, the inertial force acting on the occupant 200 is small, the amount of movement of the occupant 200 in the passenger compartment is not so large.
[0028]
On the other hand, in the case of a trip-type rollover, as shown in FIGS. 26 to 29, when the vehicle 300 collides with the obstacle 310, a large inertial force acts on the occupant 200. Increases the amount of movement.
[0029]
Therefore, when the acceleration given to the vehicle 300 is large, it is necessary to advance the operation timing of the pretensioner or the like.
[0030]
However, in the conventional technology, the reference angle and the reference angular velocity are not changed according to the magnitude of the acceleration.
[0031]
Therefore, when the curtain airbag 110 is deployed, there may be a case where a space for fully deploying the curtain airbag 110 is not formed between the occupant 200 and the side surface of the vehicle interior.
[0032]
In this case, the curtain airbag 110 is not properly deployed (for example, the curtain airbag 110 is not deployed between the occupant 200 and the side surface of the passenger compartment, and is deployed further inside the passenger compartment than the occupant 200). Therefore, the occupant 200 may be sandwiched between the curtain airbag 110 and the side of the vehicle interior).
[0033]
Therefore, in the related art, when the acceleration given to the vehicle 300 is large, it may not be easy to properly protect the occupant 200.
[0034]
Next, based on FIG. 30 to FIG. 31, a description will be given of what problems occur when the state of the vehicle 300 is the presence or absence of the seat belt. Here, FIG. 30 is an explanatory diagram when the occupant 200 is wearing the seat belt 108, and FIG. 31 is an explanatory diagram when the occupant 200 is not wearing the seat belt 108.
[0035]
As shown in FIG. 30, when the seat belt 108 is attached, the amount of movement of the occupant 200 in the vertical direction is reduced due to the restraint by the seat belt 108.
[0036]
Therefore, when the vehicle 300 rolls over, the occupant 200 moves mainly in the horizontal direction and hardly moves in the vertical direction.
[0037]
On the other hand, as shown in FIG. 31, when the seat belt 108 is not attached, there is no restriction by the seat belt 108.
[0038]
Therefore, when the vehicle 300 rolls over, the occupant 200 moves in the horizontal direction and the vertical direction, but the movement amount is larger than when the seat belt 108 is worn. In particular, when the inertial force acting on the occupant 200 is large, the amount of movement of the occupant 200 in the vertical direction increases.
[0039]
Therefore, when the seat belt is not worn, the operation timing of the pretensioner or the like needs to be earlier than when the seat belt 108 is worn.
[0040]
However, in the conventional technique, the reference angle and the reference angular velocity are not changed depending on whether or not the seat belt is attached.
[0041]
Therefore, as described above, the curtain airbag 110 may not be properly deployed.
[0042]
That is, there is a problem that it is not easy to properly protect the occupant 200 according to the state of the vehicle 300.
[0043]
The present invention has been made in order to solve such a conventional problem, and a main object thereof is to provide an occupant protection device capable of appropriately protecting an occupant according to the state of the vehicle. That is.
[0044]
[Means for Solving the Problems]
In order to achieve the above object, an invention according to claim 1 of the present application detects an angular velocity in a side surface rotation direction of a vehicle in an occupant protection device mounted on a vehicle including side surface protection means for protecting a side surface portion of a vehicle occupant. Based on the angular velocity detected by the angular velocity detecting means, the state detecting means for detecting the lateral acceleration of the vehicle, and the angular velocity detected by the angular velocity detecting means. Absolute value of Is a predetermined operating reference value set for each of these Absolute value of When any of the above is exceeded, the lateral speed of the vehicle is calculated based on the lateral acceleration detected by the control means that controls the side protection means to operate and the state detection means, and the calculated speed If the absolute value of increases, the calculated speed Absolute value of Is the predetermined increase side reference speed Absolute value of If the calculated absolute value of the speed decreases, the lateral acceleration detected by the state detection means Absolute value of Is the predetermined judgment criterion lateral acceleration Absolute value of And calculated speed Absolute value of Is the predetermined decrease side reference speed Absolute value of When the first condition is exceeded and the first condition is satisfied, the operation reference value Absolute value of And adjusting means for reducing the size.
[0048]
According to a second aspect of the present invention, in the occupant protection device according to the first aspect of the invention, the adjusting means is configured such that the lateral acceleration detected by the state detecting means is within a predetermined reference lateral direction range. It becomes an outside value The operation reference value when at least one of the second condition and the first condition is satisfied. Absolute value of It is characterized by making small.
[0049]
According to a third aspect of the present invention, in the occupant protection device according to the second aspect, the state detecting means detects the acceleration in the vertical direction which is the vertical direction of the vehicle, and the adjusting means is the vertical direction detected by the state detecting means. Acceleration of the specified reference vertical range It becomes an outside value The operation reference value when at least one of the third condition, the second condition, and the first condition is satisfied. Absolute value of It is characterized by making small.
[0050]
According to a fourth aspect of the present invention, in the occupant protection device according to the third aspect, the state detection means detects whether or not the seat belt is worn, and the adjustment means detects that the state detection means detects that the seat belt is not worn. The operation reference value when at least one of the condition 4, the third condition, the second condition, and the first condition is satisfied Absolute value of It is characterized by making small.
[0051]
According to a fifth aspect of the present invention, in the occupant protection device according to any one of the first to fourth aspects, the side surface protection means includes a curtain airbag and a side airbag. The curtain reference value corresponding to the curtain airbag and the side reference value corresponding to the side airbag are set corresponding to each of the detected angle and angular velocity, and the control means includes the detected angle and angular velocity Absolute value of Is the reference value for the curtain set corresponding to each of the detected angle and angular velocity. Absolute value of When both of the above are exceeded, deploy the curtain airbag and detect the detected angle and angular velocity. Absolute value of Is the reference value for the side set corresponding to each of the detected angle and angular velocity. Absolute value of When both of the above are exceeded, control is performed to deploy the side airbag, and the adjustment means adjusts the reference value for the curtain and the reference value for the side. Absolute value of Standard value for curtain Absolute value of It adjusts so that it may become the following.
[0052]
According to a sixth aspect of the present invention, in the occupant protection device according to the fifth aspect, the side surface protection means includes a pretensioner that winds up the seat belt, and the control means is configured to detect the detected angle and angular velocity. Absolute value of Is the reference value for the side set corresponding to each of the detected angle and angular velocity. Absolute value of When both of these are exceeded, the side air bag is deployed and the pretensioner is controlled to operate.
[0053]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. First, the configuration of the occupant protection device 1 according to the present embodiment and the main functions of each component will be described with reference to FIGS. Here, FIG. 1 is a block diagram showing the configuration of the occupant protection device 1, and FIGS. 2 to 6 are explanatory diagrams for explaining the function of each component.
[0054]
As shown in FIGS. 1 and 2, the occupant protection device 1 is mounted on a vehicle P shown in FIG. 2, and includes an angular velocity sensor (angular velocity detection means) 2, a state detection unit (state detection unit) 3, and a control unit ( Control means) 5, safing section 6, main adjustment section (adjustment means) 7, pretensioner (side protection means) 8, side airbag (side protection means) 9, and curtain airbag (side protection means). ) 10.
[0055]
In the following description, a state quantity (for example, the angular velocity shown below) “increases” means that the absolute value of the state quantity increases, and “decreases” means the state quantity. This means that the absolute value of becomes smaller.
[0056]
As shown in FIG. 2, the angular velocity sensor 2 detects an angular velocity in a side surface rotation direction of the vehicle P (a rotation direction with the vehicle P longitudinal direction as an axis). In addition, about the said side surface rotation direction, seeing from the front of the vehicle P, a right rotation direction is made into a negative direction, and a left rotation direction is made into a positive direction.
[0057]
Then, the detected angular velocity is output to the control unit 5 shown in FIG. 1 as an angular velocity signal.
[0058]
The state detection unit 3 includes a lateral G sensor 31, a vertical G sensor 32, a driver seat side seat belt switch 33, and a passenger seat side seat belt switch 34.
[0059]
As shown in FIG. 3, the lateral G sensor 31 detects acceleration (hereinafter referred to as “lateral G”) in the lateral direction of the vehicle P (direction substantially perpendicular to the side surface of the vehicle P). In addition, about the said horizontal direction, seeing from the front of the vehicle P, let the right direction be a positive direction, and let the left direction be a negative direction.
[0060]
Then, the detected lateral G is output as a lateral G signal to the safing unit 6 and the main adjustment unit 7.
[0061]
As shown in FIG. 3, the vertical G sensor 32 detects acceleration (hereinafter referred to as “vertical G”) in the vertical direction of the vehicle P (direction substantially perpendicular to the ceiling surface of the vehicle P). In addition, about the said vertical direction, seeing from the front of the vehicle P, let the upper direction be a positive direction, and let the downward direction be a negative direction.
[0062]
Then, the detected vertical G is output to the safing unit 6 and the main adjustment unit 7 as a vertical G signal.
[0063]
The driver seat side seat belt switch 33 detects whether or not the driver seat side seat belt is mounted, and outputs the detection result to the main adjustment unit 7 as a detection result signal.
[0064]
The passenger seat side seat belt switch 34 detects whether or not the passenger seat side seat belt is mounted, and outputs the detection result to the main adjustment section 7 as a detection result signal.
[0065]
The control unit 5 includes an angle calculation unit 51, an angle comparison unit 52, and a deployment execution unit 53.
[0066]
Based on the angular velocity signal given from the angular velocity sensor 2, the angle calculation unit 51 determines the angle in the lateral rotation direction of the vehicle P (from the road surface 400 to the plane 401 parallel to the lateral direction of the vehicle P as shown in FIG. 2). And the calculated angle is output to the angle comparison unit 52 as an angle signal.
[0067]
The angle comparison unit 52 stores a side reference angular velocity (operation reference value, side reference value) corresponding to the driver's seat side and a reference angle in association with each other.
[0068]
Similarly, the side reference angular velocity (operation reference value, side reference value) corresponding to the passenger seat side and the reference angle are stored in association with each other.
[0069]
Further, the curtain reference angular velocity (operation reference value, curtain reference value) corresponding to the driver's seat side and the reference angle are stored in association with each other.
[0070]
Similarly, the curtain reference angular velocity (operation reference value, curtain reference value) corresponding to the passenger seat side and the reference angle are stored in association with each other.
[0071]
The angle comparison unit 52 performs the following processing based on the angular velocity signal given from the angular velocity sensor 2 and the angle signal given from the angle calculation unit 51.
[0072]
That is, the angle based on the angle signal and the angular velocity based on the angular velocity signal are respectively set as parameters corresponding to the danger that occurs to the passenger.
[0073]
Then, the seat side reference angle, the side reference angular velocity, and the curtain reference angular velocity corresponding to the set parameters are acquired.
[0074]
Then, the angle and angular velocity (hereinafter referred to as “a set of parameters”) are compared with the acquired reference angle, side reference angular velocity, and curtain reference angular velocity.
[0075]
As a result, when the angle exceeds the reference angle and the angular velocity exceeds the side reference angular velocity corresponding to the reference angle (hereinafter, “a set of parameters exceeds the reference angle and the side reference angular velocity. The side deployment permission signal for deploying the seat side airbag 9 corresponding to the side reference angular velocity is generated and output to the deployment execution unit 53.
[0076]
Also, when the angle exceeds the reference angle and the angular velocity exceeds the curtain reference angular velocity corresponding to the reference angle (hereinafter, “a set of parameters exceeds the reference angle and the curtain reference angular velocity”). The curtain deployment permission signal for deploying the curtain airbag 10 on the seat side corresponding to the curtain reference angular velocity is generated and output to the deployment execution unit 53.
[0077]
Note that “the angle exceeds the reference angle” means, for example, “the absolute value of the angle is larger than the absolute value of the reference angle”, and “the angular velocity is the reference angular velocity for the side (or the reference angular velocity for the curtain). “Exceeded” means, for example, that “the absolute value of the angular velocity is larger than the absolute value of the side reference angular velocity (or curtain reference angular velocity)”.
[0078]
Further, the angle comparison unit 52 receives the side reference angular velocity and the curtain reference each time an adjustment signal is given from any of a speed correspondence adjustment unit 72, a G correspondence adjustment unit 74, and a seat belt correspondence adjustment unit 75, which will be described later. The angular velocity is reduced according to the adjustment amount by the given adjustment signal.
[0079]
FIG. 4 shows the relationship between the reference angle, the side reference angular velocity, and the curtain reference angular velocity. A straight line (All-Fire Line) 521 shown in FIG. 4 shows the relationship between the reference angular velocity for the side and the reference angular velocity for the curtain and the reference angle when no adjustment signal is given to the angle comparison unit 52. Pre-Fire Line 1) 522 indicates the relationship between the reference angular velocity for the side and the reference angle when an adjustment signal is given to the angle comparison unit 52, and a straight line (Pre-Fire Line 2) 523 indicates the angle or the like. A relationship between the reference angular velocity for the curtain and the reference angle when an adjustment signal is given to the comparison unit 52 is shown.
[0080]
A curve 524 represents the relationship between the angular velocity based on the angular velocity signal and the angle calculated by the angle calculation unit 51 based on the angular velocity signal. The size of SSA (Static Stability Angle) is θ0 (for θ0, see FIG. 23).
[0081]
As shown by the straight line 521, when the adjustment signal is not given to the angle comparison unit 52, the side reference angular velocity is the same value as the curtain reference angular velocity for each reference angle.
[0082]
As indicated by the straight lines 522 to 523, when the adjustment signal is given to the angle comparison unit 52, the side reference angular velocity is smaller than the curtain reference angular velocity for each reference angle.
[0083]
Therefore, when an adjustment signal is not given to the angle comparison unit 52, the angle comparison unit 52 determines that the set of parameters is simultaneously used as a reference when the set of parameters exceeds the reference angle and the side reference angular velocity. Since the angle and the reference angular velocity for curtain are also exceeded, the side deployment permission signal and the curtain deployment permission signal are output simultaneously.
[0084]
On the other hand, when an adjustment signal is given to the angle comparison unit 52, the angle comparison unit 52 outputs a side development permission signal when a set of parameters exceeds the reference angle and the side reference angular velocity, and then When the set of parameters exceeds the reference angle and the curtain reference angular velocity, a curtain deployment permission signal is output.
[0085]
As indicated by the straight lines 521 to 523, when the reference angle is SSA, the corresponding side reference angular velocity and curtain reference angular velocity are substantially zero. That is, in this case, the angle comparison unit 52 outputs a side deployment permission signal and a curtain deployment permission signal regardless of the value of the angular velocity based on the angular velocity signal.
[0086]
The deployment execution unit 53 shown in FIG. 1 performs the following processing in a state where a deployment permission signal is given from the safing unit 6.
[0087]
That is, when a side deployment permission signal is given from the angle comparison section 52, the seat side pretensioner 8 corresponding to the side deployment permission signal is operated, and the seat side airbag 9 is deployed. When the curtain deployment permission signal is given from the angle comparison unit 52, the seat side curtain airbag 10 corresponding to the curtain deployment permission signal is deployed.
[0088]
The safing unit 6 stores a reference auxiliary horizontal G range corresponding to the horizontal G and a reference auxiliary vertical G range corresponding to the vertical G, respectively. For example, a range 6c surrounded by the straight line 6a and the straight line 6b in FIG. 1 is a reference auxiliary horizontal G range (or a reference auxiliary vertical G range).
[0089]
Then, the following processing is performed based on the horizontal G signal given from the horizontal G sensor 31 and the vertical G signal given from the vertical G sensor 32.
[0090]
That is, the vertical G based on the horizontal G signal and the vertical G signal based on the horizontal G signal are compared with the reference auxiliary horizontal G range and the reference auxiliary vertical G range.
[0091]
As a result, when the horizontal G exceeds the reference auxiliary horizontal G range, or when the vertical G exceeds the reference auxiliary vertical G range, a development permission signal is generated and output to the development execution unit 53. The reference auxiliary horizontal G range and the reference auxiliary vertical G range are set so that when the vehicle P rolls over, the horizontal G (or vertical G) exceeds the reference auxiliary horizontal G range (or reference auxiliary vertical G range). Is done. Further, “the horizontal G (or vertical G) exceeds the reference auxiliary horizontal G range (or reference auxiliary vertical G range)” means, for example, that the value of horizontal G (or vertical G) is the reference auxiliary horizontal G range. (Or a value outside the reference auxiliary vertical G range).
[0092]
The main adjustment unit 7 includes a change amount calculation unit 71, a speed correspondence adjustment unit 72, a G comparison unit 73, a G correspondence adjustment unit 74, and a seat belt correspondence adjustment unit 75.
[0093]
The change amount calculation unit 71 calculates the amount of change in the lateral speed of the vehicle P based on the lateral G signal given from the lateral G sensor 31. Then, a change amount signal including the calculated change amount and the lateral G signal is generated and output to the speed correspondence adjustment unit 72.
[0094]
The speed correspondence adjusting unit 72 stores an increase-side reference speed corresponding to a case where the lateral speed increases, a decrease-side reference speed corresponding to a case where the speed decreases, and a predetermined determination reference lateral G. The increase side reference speed and the decrease side reference speed are those calculated by the speed corresponding adjustment unit 72 (described later) when the acceleration given to the vehicle P is only the gravitational acceleration g. It is set not to exceed the side reference speed.
[0095]
Further, the lateral amount of the vehicle P is calculated by sequentially integrating the amount of change due to the amount of change signal given from the change amount calculating unit 71.
[0096]
Then, an increase-side reference speed and a decrease-side reference speed on the seat side corresponding to the calculated speed are acquired.
[0097]
When the calculated speed increases, it is determined whether the calculated speed exceeds the acquired increase-side reference speed.
[0098]
As a result, when the speed exceeds the increase-side reference speed, an excess amount of the speed with respect to the increase-side reference speed is calculated.
[0099]
Then, based on the calculated excess amount, adjustment amounts of the side reference angular velocity and the curtain reference angular velocity are determined, and an adjustment signal related to the determined adjustment amount is generated and output to the angle comparison unit 52.
[0100]
On the other hand, when the calculated speed decreases, it is determined whether or not the lateral G based on the lateral G signal exceeds the determination reference lateral G based on the lateral G signal included in the change amount signal.
[0101]
As a result, when the determination reference lateral G is exceeded, it is determined that the vehicle P has collided with an obstacle such as a curb, and it is determined whether the calculated speed exceeds the acquired decrease-side reference speed. .
[0102]
As a result, when the speed exceeds the decrease side reference speed, an excess amount of the speed with respect to the decrease side reference speed is calculated.
[0103]
Then, based on the calculated excess amount, adjustment amounts of the side reference angular velocity and the curtain reference angular velocity are determined, and an adjustment signal related to the determined adjustment amount is generated and output to the angle comparison unit 52.
[0104]
“The speed exceeds the increase side reference speed (or the decrease side reference speed)” means, for example, “the absolute value of the speed is greater than the absolute value of the increase side reference speed (or the decrease side reference speed)” Means.
[0105]
Further, “the lateral G exceeds the judgment reference lateral G” means, for example, that “the absolute value of the lateral G is larger than the absolute value of the judgment reference lateral G”.
[0106]
For the adjustment amount, when the angle comparison unit 52 adjusts the side reference angular velocity and the curtain reference angular velocity according to the adjustment signal, the side reference angular velocity is smaller than the curtain reference angular velocity. It is determined. Note that “the side reference angular velocity is smaller than the curtain reference angular velocity” means, for example, “the absolute value of the side reference angular velocity is smaller than the absolute value of the curtain reference angular velocity”. That is, the adjustment amount of the side reference angular velocity is larger than the adjustment amount of the curtain reference angular velocity. The same applies to the adjustment amounts determined by the G correspondence adjustment unit 74 and the seat belt correspondence adjustment unit 75.
[0107]
Note that the lateral speed corresponds to the kinetic energy calculated from the lateral speed. Therefore, the speed correspondence adjusting unit 72 determines whether or not the vehicle P rolls over by paying attention to the change in the kinetic energy.
[0108]
That is, when the absolute value of the lateral speed is greatly increased, that is, when the kinetic energy is greatly increased, the speed correspondence adjusting unit 72 stores energy sufficient for the vehicle P to roll over. Judge. On the other hand, when the absolute value of the speed is greatly reduced, that is, when the kinetic energy is greatly reduced, it is determined that the kinetic energy remaining in the vehicle P is used as energy for rollover. That is, in any case, it is determined that the vehicle P rolls over. Then, the adjustment signal described above is generated and output to the angle comparison unit 52.
[0109]
Here, as an example of a case where the lateral speed changes greatly, there is a case where the vehicle P performs a trip-type rollover. In this case, when the vehicle P starts to slip and when it collides with an obstacle such as a curb, the lateral speed changes greatly. Accordingly, when the vehicle P performs a trip-type rollover, the speed correspondence adjusting unit 72 can output an adjustment signal when the vehicle P starts to skid and collides with an obstacle such as a curb. it can.
[0110]
The G comparison unit 73 stores a reference horizontal G range (reference horizontal direction range) corresponding to the horizontal G and a reference vertical G range (reference vertical direction range) corresponding to the vertical G. Here, in the present embodiment, the reference horizontal G range and the reference vertical G range are (−1) * g (m / s ² ) 1 * g (m / s) ² ) The following range. Here, g is the gravitational acceleration g.
[0111]
Further, the G comparison unit 73 performs the following processing based on the horizontal G signal given from the horizontal G sensor 31 and the vertical G signal given from the vertical G sensor 32.
[0112]
That is, the horizontal G signal by the horizontal G signal and the vertical G signal by the vertical G signal are compared with the reference horizontal G range and the reference vertical G range.
[0113]
As a result, when the horizontal G exceeds the reference horizontal G range, or when the vertical G exceeds the reference vertical G range, the horizontal G (or vertical G) with respect to the reference horizontal G range (or reference vertical G range). The excess amount is calculated, an excess signal related to the calculated excess amount is generated, and output to the G correspondence adjustment unit 74.
[0114]
Note that “the horizontal G (or vertical G) exceeds the reference horizontal G range (or reference vertical G range)” means, for example, that the value of the horizontal G (or vertical G) is the reference horizontal G range (or reference Means a value outside the vertical G range).
[0115]
The G correspondence adjustment unit 74 determines the adjustment amount of the side reference angular velocity and the curtain reference angular velocity based on the excess amount by the excess signal given from the G comparison unit 73. Then, an adjustment signal regarding the determined adjustment amount is generated and output to the angle comparison unit 52.
[0116]
Here, based on FIG. 5 to FIG. 6, an example in which the horizontal G (or vertical G) does not exceed the reference horizontal G range (or reference vertical G range) and an example in which it exceeds the reference horizontal G range will be described. Here, FIG. 5 shows how the vertical G and horizontal G change when the vehicle P performs a simple rollover, and FIG. 6 shows the vertical G and horizontal when the vehicle P performs a trip-type rollover. A state of change of G is shown.
[0117]
As shown in FIG. 5, when the vehicle P performs a simple rollover, the direction of the gravitational acceleration g received by the vehicle P gradually changes from the vertical negative direction to the horizontal direction along with the rollover. Therefore, in this case, since the horizontal G (or vertical G) does not exceed the reference horizontal G range (or reference vertical G range), the G comparison unit 73 does not output an excess signal. Therefore, the G correspondence adjustment unit 74 does not output an adjustment signal.
[0118]
On the other hand, as shown in FIG. 6, when the vehicle P performs a trip-type rollover, the direction of the gravitational acceleration g received by the vehicle P is negative in the vertical direction along with the rollover, as in the case of a simple rollover. It gradually changes from direction to side.
[0119]
However, the vehicle P may receive a lateral G (or vertical G) larger than the gravitational acceleration g by skidding or colliding with an obstacle such as a curb when performing a trip-type rollover.
[0120]
Therefore, in this case, since the horizontal G (or vertical G) may exceed the reference horizontal G range (or reference vertical G range), the G comparison unit 73 can output an excess signal. Therefore, the G correspondence adjustment unit 74 can output an adjustment signal.
[0121]
The seatbelt adjustment unit 75 shown in FIG. 1 determines whether or not the seatbelt is attached based on the detection result signal given from the driver seat side seat belt switch 33 and the passenger seat side seat belt switch 34.
[0122]
As a result, when the seat belt is not worn, the adjustment amount of the reference angular velocity for the side and the reference angular velocity for the curtain is determined based on the given detection result signal, and an adjustment signal relating to the determined adjustment amount is obtained. It is generated and output to the angle comparison unit 52.
[0123]
The pretensioner 8 is provided, for example, in a driver seat and a passenger seat of the vehicle P. When the seat belt corresponding to the pretensioner 8 is mounted, the seat belt is wound up. This restrains the occupant.
[0124]
The side airbags 9 are provided on both the driver seat side and the passenger seat side of the vehicle P, and are deployed under the control of the deployment execution unit 53. Thereby, the passenger of the vehicle P is pulled back into the passenger compartment.
[0125]
The curtain airbag 10 is provided on both the driver seat side and the passenger seat side of the vehicle P, and is deployed under the control of the deployment execution unit 53. Thereby, the passenger of the vehicle P is prevented from being released to the outside of the vehicle P.
[0126]
Next, a processing procedure by the occupant protection device 1 will be described with reference to a flowchart shown in FIG.
[0127]
As shown in FIG. 7, the processing by the occupant protection device 1 includes a main routine indicated by steps S1a to S11a and a subroutine indicated by steps S1b to S11b. First, the subroutine will be described.
[0128]
In step S1b, the lateral G sensor 31 shown in FIG. 1 detects the lateral G of the vehicle P, as shown in FIG. 3, and uses the detected lateral G as a lateral G signal to perform the safing unit 6 and the main adjustment. Output to unit 7. Then, it progresses to step S3b, step S5b, and step S7b.
[0129]
In step S2b, the vertical G sensor 32 detects the vertical G of the vehicle P in parallel with the processing of step S1b, and uses the detected vertical G as the vertical G signal to make the safing unit 6 and the main adjustment unit 7 Output to. Then, it progresses to step S3b, step S5b, and step S7b.
[0130]
In step S <b> 3 b, the change amount calculation unit 71 calculates the amount of change in the lateral speed of the vehicle P based on the lateral G signal given from the lateral G sensor 31, and calculates the calculated variation amount and lateral G A change amount signal including the signal is generated and output to the speed correspondence adjustment unit 72.
[0131]
Next, the degree correspondence adjustment unit 72 sequentially accumulates the variation amounts by the variation amount signal given from the variation amount calculation unit 71 to calculate the lateral speed of the vehicle P.
[0132]
Next, an increase-side reference speed and a decrease-side reference speed on the seat side corresponding to the calculated speed are acquired.
[0133]
Next, when the calculated speed increases, it is determined whether the speed exceeds the acquired increasing reference speed.
[0134]
As a result, if the speed exceeds the increase-side reference speed, the process proceeds to step S4b. If not (NO in step S3b), the process returns to the top of the subroutine.
[0135]
On the other hand, when the speed based on the speed signal decreases, it is determined whether the lateral G based on the lateral G signal exceeds the determination reference lateral G based on the lateral G signal included in the change amount signal.
[0136]
As a result, when the determination reference lateral G is exceeded, it is determined that the vehicle P has collided with an obstacle such as a curb, and it is determined whether the calculated speed exceeds the acquired decrease-side reference speed. .
[0137]
As a result, if the speed exceeds the decrease side reference speed, the process proceeds to step S4b. On the other hand, when the lateral G does not exceed the judgment reference lateral G, or when the speed does not exceed the decrease-side reference speed (NO in step S3b), the process returns to the top of the subroutine.
[0138]
In step S4b, the speed correspondence adjusting unit 72 calculates an excess amount of the speed relative to the increase-side reference speed (or the decrease-side reference speed), and based on the calculated excess amount, the side reference angular velocity and the curtain Determine the adjustment amount of the reference angular velocity.
[0139]
Next, an adjustment signal related to the determined adjustment amount is generated and output to the angle comparison unit 52. Then return to the top of the subroutine.
[0140]
While the processes of steps S3b to S4b described above are performed, in step S5b, the G comparison unit 73 converts the horizontal G signal supplied from the horizontal G sensor 31 and the vertical G signal supplied from the vertical G sensor 32. Based on this, the following processing is performed.
[0141]
That is, the horizontal G by the horizontal G signal and the vertical G by the vertical G signal are compared with the reference horizontal G range and the reference vertical G range.
[0142]
As a result, if the horizontal G exceeds the reference horizontal G range, or if the vertical G exceeds the reference vertical G range, the process proceeds to step S6b; otherwise (NO in step S5b), a subroutine is executed. Return to the top of.
[0143]
In step S6b, when the lateral G exceeds the reference lateral G range, the G comparison unit 73 calculates an excess amount of the lateral G with respect to the reference lateral G range, and when the vertical G exceeds the reference longitudinal G range. The excess amount of the vertical G with respect to the reference vertical G range is calculated.
[0144]
Next, an excess signal related to the calculated excess amount is generated and output to the G correspondence adjustment unit 74.
[0145]
Next, the G correspondence adjustment unit 74 determines the adjustment amount of the side reference angular velocity and the curtain reference angular velocity based on the excess amount by the excess signal given from the G comparison unit 73, and the adjustment relating to the determined adjustment amount. A signal is generated and output to the angle comparison unit 52. Then return to the top of the subroutine.
[0146]
While the processing from step S3b to step S6b is performed, in step S7b, the safing unit 6 converts the horizontal G signal given from the horizontal G sensor 31 and the vertical G signal given from the vertical G sensor 32 to each other. Based on this, the following processing is performed.
[0147]
That is, the vertical G based on the horizontal G signal and the vertical G signal based on the horizontal G signal are compared with the reference auxiliary horizontal G range and the reference auxiliary vertical G range.
[0148]
As a result, if the horizontal G exceeds the reference auxiliary horizontal G range, or if the vertical G exceeds the reference auxiliary vertical G range, the process proceeds to step S8b, and otherwise (NO in step S7b). Return to the top of the subroutine.
[0149]
In step S <b> 8 b, the safing unit 6 generates a deployment permission signal and outputs it to the deployment execution unit 53. Then return to the top of the subroutine.
[0150]
While the processing from step S3b to step S8b is performed, in step S9b, the driver seat side seat belt switch 33 detects whether or not the driver seat side seat belt is mounted, and the detection result is used as a detection result signal. Output to the main adjustment unit 7.
[0151]
On the other hand, the passenger seat side seat belt switch 34 detects whether or not the passenger seat side seat belt is worn, and outputs the detection result to the main adjustment section 7 as a detection result signal.
[0152]
Next, in step S10b, the seatbelt adjustment unit 75 determines whether or not the seatbelt is attached based on the detection result signals given from the driver seat side seat belt switch 33 and the passenger seat side seat belt switch 34. to decide.
[0153]
As a result, if the driver's seat or passenger's seat belt is not attached, the process proceeds to step S11b. If both the driver's seat and passenger's seat belt are attached, the top of the subroutine. Return to.
[0154]
In step S11b, the seatbelt adjustment unit 75 determines an adjustment amount for the side reference angular velocity and the curtain reference angular velocity based on the given detection result signal, and generates an adjustment signal for the determined adjustment amount. And output to the angle comparison unit 52. Thereafter, the process returns to the top of the subroutine.
[0155]
While the subroutine processing described above is performed, the main routine processing described below is performed.
[0156]
That is, in step S1a, the angular velocity sensor 2 detects the angular velocity in the side surface rotation direction of the vehicle P as shown in FIG. 2, and outputs the detected angular velocity as an angular velocity signal to the control unit 5 shown in FIG. .
[0157]
Next, in step S <b> 2 a, the angle calculation unit 51 calculates an angle in the side surface rotation direction of the vehicle P based on the angular velocity signal given from the angular velocity sensor 2, and compares the angle etc. using the calculated angle as an angle signal. To the unit 52.
[0158]
Next, in step S3a, when the angle comparison unit 52 receives an adjustment signal from any of the speed correspondence adjustment unit 72, the G correspondence adjustment unit 74, and the seat belt correspondence adjustment unit 75, the adjustment signal is output. Each time it is given, the reference angular velocity for the side and the reference angular velocity for the curtain are reduced according to the adjustment amount by the given adjustment signal.
[0159]
Further, the angle based on the angle signal given from the angle calculation unit 51 and the angular velocity based on the angular velocity signal given from the angular velocity sensor 2 are respectively set as a set of parameters corresponding to the danger occurring to the occupant.
[0160]
Next, in step S4a, the angle comparison unit 52 determines whether the side airbag 9 has already been deployed.
[0161]
As a result, if it has already been developed, the process proceeds to step S10a, and if it has not been developed (NO in step S4a), the process proceeds to step S5a.
[0162]
In step S5a, the angle comparison unit 52 acquires the seat-side reference angle and the side reference angular velocity corresponding to the set of parameters based on the set of parameters set in step S3a. The set of parameters is compared with the acquired reference angle and side reference angular velocity.
[0163]
As a result, when the set of parameters exceeds the reference angle and the side reference angular velocity, and the side reference angular velocity and the curtain reference angular velocity are not adjusted in step S3a (in step S5a, "( Data)> (All-Fire) ”), the process proceeds to step S6a.
[0164]
On the other hand, when the set of parameters exceeds the reference angle and the side reference angular velocity, and the side reference angular velocity and the curtain reference angular velocity are adjusted in step S3a (in step S5a, “(data )> (Pre-Fire 1) "), the process proceeds to step S7a.
[0165]
On the other hand, in other cases (NO in step S5a), the process returns to the top of the main routine.
[0166]
In step S6a, the angle etc. comparing unit 52 determines the seat corresponding to the reference angular velocity for the side based on the reference angular velocity for the side to be compared when the set of parameters exceeds the reference angle and the reference angular velocity. Identify the side.
[0167]
Next, a side deployment permission signal for deploying the identified seat side airbag 9 is generated and output to the deployment execution unit 53.
[0168]
In this case, as described above, since the side reference angular velocity and the curtain reference angular velocity have the same value for each reference angle (see the straight line 521 shown in FIG. 4), the set of parameters is used for the curtain. The reference angular velocity is also exceeded.
[0169]
Therefore, the angle comparison unit 52 generates a side deployment permission signal for deploying the seat-side side airbag 9 corresponding to the side reference angular velocity, and outputs the side deployment permission signal to the deployment execution unit 53. At the same time, a curtain deployment permission signal for deploying the seat-side curtain airbag 10 is generated and output to the deployment execution unit 53.
[0170]
Next, the deployment execution unit 53 performs the following processing in a state where the deployment permission signal is given from the safing unit 6.
[0171]
That is, based on the side deployment permission signal and the curtain deployment permission signal given from the angle comparison unit 52, the seat side pretensioner 8 corresponding to the side deployment permission signal is operated. Thereby, the pretensioner 8 winds up the seat belt.
[0172]
The deployment executing unit 53 deploys the side airbag 9 and the curtain airbag 10 on the seat side at the same time that the pretensioner 8 is operated. Thereafter, the occupant protection device 1 ends this process.
[0173]
In step S <b> 7 a, the angle comparison unit 52 determines the seat corresponding to the side reference angular velocity based on the side reference angular velocity that is a comparison target when the set of parameters exceeds the reference angle and the reference angular velocity. Identify the side.
[0174]
Next, a side deployment permission signal for deploying the identified seat side airbag 9 is generated and output to the deployment execution unit 53.
[0175]
Next, the occupant protection device 1 proceeds to step S8a when the seat-side seat belt corresponding to the side deployment permission signal is worn, and when not worn (NO in step S7a), the occupant protection device 1 proceeds to step S9a. Proceed to
[0176]
In step S8a, the deployment execution unit 53 performs the following processing in a state where the deployment permission signal is given from the safing unit 6.
[0177]
That is, the seat-side pretensioner 8 corresponding to the side deployment permission signal is operated based on the side deployment permission signal given from the angle comparison unit 52. Thereby, the pretensioner 8 winds up the seat belt.
[0178]
Further, the deployment execution unit 53 deploys the side airbag 9 on the seat side at the same time that the pretensioner 8 is operated. Thereafter, the process proceeds to step S10a.
[0179]
In step S9a, the deployment execution unit 53 performs the following processing in a state where the deployment permission signal is given from the safing unit 6.
[0180]
That is, based on the side deployment permission signal given from the angle comparison unit 52, the seat side pretensioner 8 corresponding to the side deployment permission signal is operated, and at the same time, the seat side airbag 9 is deployed. . Thereafter, the process proceeds to step S10a.
[0181]
In this case, the pretensioner 8 cannot wind up the seat belt, but the seat belt corresponding adjustment unit 75 outputs an adjustment signal in step S3a, so that the side reference angular velocity is compared to that in step S8a. It is getting smaller. Therefore, the deployment timing of the side airbag 9 is earlier than in the case of step S8a.
[0182]
In step S10a, based on the set of parameters set in step S3a, the angle comparison unit 52 acquires the seat-side reference angle and the curtain reference angular velocity corresponding to the set of parameters, and The set of parameters is compared with the acquired reference angle and curtain reference angular velocity.
[0183]
As a result, if the set of parameters exceeds the reference angle and the curtain reference angular velocity, the process proceeds to step S11a. If not, the process returns to the top of the main routine.
[0184]
In step S11a, the angle comparison unit 52 responds to the curtain reference angular velocity based on the curtain reference angular velocity that is a comparison target when the set of parameters exceeds the reference angle and the curtain reference angular velocity. The seat side to be identified is specified.
[0185]
Next, a curtain deployment permission signal for deploying the identified seat side curtain airbag 10 is generated and output to the deployment execution unit 53.
[0186]
Next, the deployment execution unit 53 performs the following processing in a state where the deployment permission signal is given from the safing unit 6.
[0187]
That is, based on the curtain deployment permission signal given from the angle comparison unit 52, the seat side curtain airbag 10 corresponding to the curtain deployment permission signal is activated. Thereafter, the occupant protection device 1 ends this process.
[0188]
Next, an example of processing performed by the occupant protection device 1 will be described with reference to FIGS. 8 to 9 are explanatory diagrams showing how the vehicle P performs a simple rollover, and FIG. 10 is an explanatory diagram showing how the lateral G and the like change according to a simple rollover. FIG. 11 is an explanatory diagram showing how the vertical G changes according to a simple rollover, and FIG. 12 is an explanatory diagram showing how the angle and angular velocity change according to a simple rollover. FIG. 13 is a timing chart showing the timing when the curtain airbag 10 or the like is deployed in response to a simple rollover.
[0189]
14 to 16 are explanatory diagrams showing how the vehicle P performs a trip-type rollover, and FIG. 17 shows changes in the speed corresponding to the lateral G and the lateral G according to the trip-type rollover. FIG. 18 is an explanatory diagram showing a state in which the vertical G changes in response to a trip system rollover, and FIG. 19 shows an angle and an angular velocity in accordance with a trip system rollover. FIG. 20 is a timing chart showing the timing at which the curtain airbag 10 and the like are deployed in response to a trip-type rollover.
[0190]
First, based on FIGS. 8 to 13, a case where the vehicle P performs a simple rollover in a state where a passenger of the vehicle P is wearing a seat belt will be described as an example.
[0191]
At time t0 shown in FIG. 10, the vehicle P starts to roll over. However, as shown in FIGS. 8 to 11, when the vehicle P performs a simple rollover, the acceleration applied to the vehicle P is the gravitational acceleration g. Only. Specifically, an acceleration represented by the following equation is given.
[0192]
(Vertical G) = (− 1) * g * cos θ2 (1)
(Horizontal G) = (− 1) * g * sin θ2 (2)
On the other hand, as described above, the increase-side reference speed and the decrease-side reference speed used for processing by the speed correspondence adjustment unit 72 are the speed correspondence adjustment unit 72 when the acceleration given to the vehicle P is only the gravitational acceleration g. Is set so as not to exceed the increase-side reference speed (or decrease-side reference speed). Therefore, the speed corresponding adjustment unit 72 does not output an adjustment signal.
[0193]
In addition, the reference horizontal G range and the reference vertical G range used for processing by the G correspondence adjustment unit 74 are (−1) * g (m / s ² ) 1 * g (m / s) ² ) It is set to be in the following range, but the lateral G (or vertical G) exceeds the reference lateral G range (or reference vertical G range) as shown in equations (1) to (2). Absent. Therefore, the G correspondence adjustment unit 74 does not output an adjustment signal.
[0194]
In addition, since the seat belt is mounted, the seat belt corresponding adjustment unit 75 does not output an adjustment signal.
[0195]
As described above, when the vehicle P performs a simple rollover, the side reference angular velocity and the curtain reference angular velocity are not adjusted.
[0196]
Therefore, after the vehicle P starts to roll over at time t0, the occupant protection device 1 has a time t1 before time t2 when the center of gravity of the vehicle P reaches substantially 90 degrees as shown in FIGS. Then, the operation of the pretensioner 8 and the deployment of the side airbag 9 and the curtain airbag 10 are simultaneously performed by the processing of step S1a to step S6a shown in FIG.
[0197]
Next, based on FIGS. 14 to 20, a case where the vehicle P performs a trip-type rollover in a state where an occupant of the vehicle P is wearing the seat belt will be described as an example.
[0198]
At time t3 shown in FIG. 17, the vehicle P starts to skid, but as shown in FIGS. 14 to 17, when the vehicle P performs a trip-type rollover, the vehicle P includes other than the gravitational acceleration g. , Acceleration for side-sliding, and acceleration generated when the vehicle collides with an obstacle 401 such as a curb.
[0199]
Therefore, the speed calculated by the speed corresponding adjustment unit 72 (dv1 shown in FIG. 17) may exceed the increase side reference speed (or the decrease side reference speed). In this case, the speed corresponding adjustment unit 72 outputs an adjustment signal. To do. Specifically, since the lateral speed of the vehicle P increases when the side slip is started, the speed may exceed the increase-side reference speed, and when the vehicle collides with the obstacle 401, the speed is increased. The reduction side reference speed may be exceeded.
[0200]
Further, the size of the lateral G (or vertical G) may be larger than the gravitational acceleration g. In this case, the lateral G (or vertical G) exceeds the reference lateral G range (or reference range). The correspondence adjustment unit 74 outputs an adjustment signal.
[0201]
On the other hand, since the seat belt is mounted, the seat belt corresponding adjustment unit 75 does not output an adjustment signal.
[0202]
As described above, when the vehicle P performs a trip-type rollover, the side reference angular velocity and the curtain reference angular velocity may be adjusted.
[0203]
Therefore, when the reference angular velocity for the side and the reference angular velocity for the curtain are adjusted, the occupant protection device 1 is before time t7 when the center of gravity of the vehicle P reaches substantially 90 degrees as shown in FIGS. At time t5, the operation of the pretensioner 8 and the deployment of the side airbag 9 are simultaneously performed by the processing of step S1a to step S8a shown in FIG. Thereafter, at time t6 prior to time t7, the curtain airbag 10 is deployed by processing such as step S1a to step S4a and step S10a to step S11a. If the side reference angular velocity and the curtain reference angular velocity are not adjusted, such as when the degree of skidding is small, the same processing as in the case of simple rollover is performed.
[0204]
As described above, in the present embodiment, the side reference angular velocity and the curtain reference angular velocity are adjusted according to the state of the vehicle (in this embodiment, the acceleration of the vehicle P and the presence or absence of the seat belt), and a set of When the parameter exceeds the reference angle and the side reference angular velocity, the pretensioner 8 and the side airbag 9 are deployed. When the set of parameters exceeds the reference angle and the curtain reference angular velocity, the curtain airbag 10 Expand.
[0205]
Therefore, since the operation timing of the pretensioner 8, the deployment timing of the side airbag 9, and the deployment timing of the curtain airbag 10 can be adjusted according to the state of the vehicle, when the vehicle P rolls over, the vehicle The passenger can be appropriately protected according to the state of the vehicle.
[0206]
Specifically, the occupant protection device 1 detects the lateral G of the vehicle P as the state of the vehicle P, and calculates the lateral speed of the vehicle P based on the detected lateral G. Then, when the calculated speed exceeds a predetermined reference speed, the side reference angular speed and the curtain reference angular speed are reduced (see steps S1b to S4b and steps S1a to S3a shown in FIG. 7).
[0207]
On the other hand, as shown in FIG. 17, for example, when the vehicle P performs a trip-type rollover, the state of the vehicle P is greatly affected. That is, a large lateral G is given to the vehicle P.
[0208]
Therefore, when the vehicle P performs a trip rollover, the occupant protection device 1 reduces the side angular velocity for the side and the reference angular velocity for the curtain so that the operation timing of the pretensioner 8 and the deployment timing of the side airbag 9 are reduced. And the deployment timing of the curtain airbag 10 can be advanced. Thus, the curtain airbag 10 can be deployed when a space for fully deploying the curtain airbag 10 is formed between the occupant and the side surface of the vehicle interior. That is, it is possible to properly protect the occupant.
[0209]
Further, as the reference speed, both the increase-side reference speed and the decrease-side reference speed are set, and when the calculated speed increases, the main adjustment unit 7 exceeds the increase-side reference speed. In this case, the side reference angular velocity and the curtain reference angular velocity are reduced. When the calculated speed decreases, the lateral G based on the lateral G signal exceeds the determination reference lateral G (that is, the lateral G is large), and the calculated speed exceeds the decreasing reference speed. In this case, the side reference angular velocity and the curtain reference angular velocity are reduced.
[0210]
On the other hand, as shown in FIG. 17, for example, when the vehicle P performs a trip-type rollover, the speed of the vehicle P is large when the vehicle P starts to skid and when it collides with an obstacle or the like. Change. Accordingly, the occupant protection device 1 sets the reference angular velocity for the side and the reference angular velocity for the curtain when the vehicle P performs a trip-type rollover, when the vehicle P starts to skid, or when it collides with an obstacle or the like. Can be small.
[0211]
The occupant protection device 1 also reduces the side reference angular velocity and the curtain reference angular velocity when the lateral G exceeds the reference lateral G range.
[0212]
On the other hand, when the vehicle P performs a trip-type rollover, the state of the vehicle P is greatly affected as described above. That is, a large lateral G is given to the vehicle P.
[0213]
Therefore, for example, when the vehicle P performs a trip-type rollover, the occupant protection device 1 decreases the side reference angular velocity and the curtain reference angular velocity so that the operation timing of the pretensioner 8 and the side airbag 9 The deployment timing and the deployment timing of the curtain airbag 10 can be advanced. Thereby, the passenger | crew of the vehicle P can be protected appropriately.
[0214]
Further, the occupant protection device 1 detects the vertical G of the vehicle P as the state of the vehicle P, and when the detected vertical G exceeds the reference vertical G range, the occupant protection device 1 sets the reference angular velocity for the side and the reference angular velocity for the curtain. Make it smaller.
[0215]
On the other hand, when the vehicle P rolls over, a large vertical G is sometimes given (for example, a force that pushes up from the lower surface of the vehicle P acts on the vehicle P).
[0216]
Therefore, when a large vertical G is given to the vehicle P, the occupant protection device 1 decreases the side angular velocity for the side and the reference angular velocity for the curtain so that the operation timing of the pretensioner 8 and the deployment timing of the side airbag 9 are reduced. And the deployment timing of the curtain airbag 10 can be advanced. Thereby, the passenger | crew of the vehicle P can be protected appropriately.
[0217]
Moreover, the main adjustment part 7 detects the presence or absence of seat belt wearing as the state of the vehicle P, and when the seat belt wearing is not detected, decreases the side reference angular velocity and the curtain reference angular velocity.
[0218]
Therefore, when the seat belt is not attached, the occupant protection device 1 reduces the side angular velocity for the side and the reference angular velocity for the curtain, thereby operating the pretensioner 8, the deployment timing of the side airbag 9, and the curtain. The deployment timing of the airbag 10 can be advanced. Thereby, the passenger | crew of the vehicle P can be protected appropriately.
[0219]
The occupant protection device 1 adjusts the side reference angular velocity and the curtain reference angular velocity so that the side reference angular velocity is smaller than the curtain reference angular velocity.
[0220]
As a result, the occupant is pulled back into the passenger compartment by the side airbag 9 to form a space for fully deploying the curtain airbag 10 between the occupant and the side surface of the passenger compartment, and then the airbag 10 is deployed. Can do. Thereby, a passenger | crew can be protected more appropriately and reliably.
[0221]
Further, when the side airbag 9 is deployed, the pretensioner 8 can be operated simultaneously.
[0222]
Therefore, when the occupant is pulled back into the vehicle compartment by the side airbag 9, the occupant can be restrained by the pretensioner 8. Thereby, before deploying the curtain airbag 10, the above-described space can be more reliably formed.
[0223]
In the present embodiment, the acceleration and the presence / absence of the seat belt are detected as the state of the vehicle. However, the other state is detected, and the reference angular velocity for the side and the curtain are determined according to the other state. The reference angular velocity may be adjusted.
[0224]
In addition, the reference angle and the reference angular velocity are set so that all the lines indicating the relationship between the reference angle and each reference angular velocity are straight lines (see FIG. 4 and the like), but the lines are other types such as a curve and a broken line. You may set a reference angle and a reference angular velocity so that it may become a line.
[0225]
When the seat belt is not attached, the side reference angular velocity and the curtain reference angular velocity may be reduced so that the side airbag 9 and the curtain airbag 10 are deployed simultaneously.
[0226]
Further, as an example of processing by the occupant protection device 1, the processing in the case where the vehicle P performs simple rollover and trip type rollover has been described, but the occupant protection device 1 can be applied to other rollovers. Of course.
[0227]
【The invention's effect】
As described above, in the invention described in the claims of the present application, since the operation timing of the side surface protection means can be adjusted according to the state of the vehicle, when the vehicle rolls over, the occupant depends on the state of the vehicle. Can be properly protected.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a configuration of an occupant protection device according to an embodiment of the present invention.
FIG. 2 is an explanatory view showing a side surface rotation direction.
FIG. 3 is an explanatory diagram showing a horizontal direction and a vertical direction.
FIG. 4 is an explanatory diagram showing determination logic by an angle etc. comparison unit;
FIG. 5 is an explanatory diagram showing determination logic by a G comparison unit.
FIG. 6 is an explanatory diagram showing a determination logic by a G comparison unit.
FIG. 7 is a flowchart showing a processing procedure by the occupant protection device.
FIG. 8 is an explanatory diagram showing how the vehicle performs a simple rollover.
FIG. 9 is an explanatory diagram showing how the vehicle performs a simple rollover.
FIG. 10 is an explanatory diagram showing how the lateral G changes when the vehicle performs a simple rollover.
FIG. 11 is an explanatory diagram showing how the vertical G changes when the vehicle performs a simple rollover.
FIG. 12 is an explanatory diagram showing how the angle and the angular velocity change when the vehicle performs a simple rollover.
FIG. 13 is a timing chart showing the timing at which a pretensioner or the like operates in response to a simple rollover.
FIG. 14 is an explanatory diagram showing how the vehicle performs a trip-type rollover.
FIG. 15 is an explanatory diagram showing how the vehicle performs a trip-type rollover.
FIG. 16 is an explanatory diagram showing how the vehicle performs a trip-type rollover.
FIG. 17 is an explanatory diagram showing how the lateral G and the speed change when the vehicle performs a trip-type rollover.
FIG. 18 is an explanatory diagram showing how the vertical G changes when the vehicle performs a trip-type rollover.
FIG. 19 is an explanatory diagram showing how the angle and angular velocity change when the vehicle performs a trip-type rollover.
FIG. 20 is a timing chart showing the timing at which a pretensioner or the like operates in response to a trip type rollover.
FIG. 21 is a block diagram showing a configuration of a conventional occupant protection device.
FIG. 22 is an explanatory diagram showing an optimal operation timing of a pretensioner or the like.
FIG. 23 is an explanatory diagram showing how the vehicle performs a simple rollover.
FIG. 24 is an explanatory diagram showing how the vehicle performs a simple rollover.
FIG. 25 is an explanatory diagram showing how the vehicle performs a simple rollover.
FIG. 26 is an explanatory diagram showing how the vehicle performs a trip-type rollover.
FIG. 27 is an explanatory diagram showing how the vehicle performs a trip-type rollover.
FIG. 28 is an explanatory diagram showing how the vehicle performs a trip-type rollover.
FIG. 29 is an explanatory diagram showing how the vehicle performs a trip-type rollover.
FIG. 30 is an explanatory view showing a state in which an occupant moves when a seat belt is worn.
FIG. 31 is an explanatory view showing a state in which an occupant moves when a seat belt is not attached.
[Explanation of symbols]
P ... Vehicle
1 ... Crew protection device
2. Angular velocity sensor (angular velocity detection means)
3. State detection unit (state detection means)
5. Control unit (control means)
6 ... Safing club
6a-6c ... straight line
7 ... Main adjustment part (adjustment means)
8 ... Pretensioner
9 ... Side airbag
10 ... Curtain airbag
33 ... Driver side seat belt switch
34 ... Passenger side seat belt switch
51. Angle calculation unit
52 ... Angle etc. comparison part
53. Deployment execution unit
71: Change amount calculation unit
72 ... Speed adjustment unit
73 ... G comparison part
74 ... G adjustment section
75 ... Seat belt adjustment unit

Claims (6)

In an occupant protection device mounted on a vehicle provided with a side protection means for protecting a side surface portion of a vehicle occupant,
Angular velocity detection means for detecting an angular velocity in a side surface rotation direction of the vehicle;
State detecting means for detecting lateral acceleration of the vehicle;
Based on the angular velocity detected by the angular velocity detecting means, an angle in the side surface rotation direction of the vehicle is detected, and the detected angle and the absolute value of the angular velocity are set in accordance with each of the predetermined operation standards. Control means for controlling the side protection means to operate when the absolute value of any of the values is exceeded,
Based on the lateral acceleration detected by the state detection means, the lateral speed of the vehicle is calculated,
When the absolute value of the calculated speed increases, the absolute value of the calculated speed exceeds the absolute value of a predetermined increase side reference speed , and when the absolute value of the calculated speed decreases the exceeded state absolute value of the absolute value of the acceleration of the detected lateral direction by detecting means predetermined criteria lateral acceleration, and absolute value of the calculated velocity is the absolute value of a predetermined decreasing side reference speed Determine the first condition of exceeding,
An occupant protection device comprising: adjustment means for reducing an absolute value of the operation reference value when the first condition is satisfied. The occupant protection device according to claim 1.
When the adjustment means satisfies at least one of a second condition that the lateral acceleration detected by the state detection means is a value outside a predetermined reference lateral direction range and the first condition. In addition, the occupant protection device is characterized in that the absolute value of the operation reference value is reduced. The occupant protection device according to claim 2,
The state detection means detects a vertical acceleration that is a vertical direction of the vehicle,
The adjusting unit includes a third condition that the vertical acceleration detected by the state detecting unit is a value outside a predetermined reference vertical range, the second condition, and the first condition. The occupant protection device characterized in that the absolute value of the operation reference value is reduced when at least one of them is satisfied. The occupant protection device according to claim 3,
The state detection means detects the presence or absence of a seat belt,
The adjusting means satisfies at least one of a fourth condition, the third condition, the second condition, and the first condition that the state detecting means detects no seat belt wearing. In this case, the absolute value of the operation reference value is reduced. In the occupant protection device according to any one of claims 1 to 4,
The side surface protection means includes a curtain airbag and a side airbag.
As the operation reference value, a curtain reference value corresponding to the curtain airbag and a side reference value corresponding to the side airbag are set corresponding to each of the detected angle and angular velocity,
When the absolute value of the detected angle and angular velocity exceeds the absolute value of the curtain reference value set corresponding to each of the detected angle and angular velocity, the control means When the curtain airbag is deployed and the detected absolute values of the angle and angular velocity exceed both the absolute values of the side reference values set corresponding to the detected angles and angular velocity, respectively. , Control to deploy the side airbag,
The adjusting means, when adjusting the curtain reference value and the side reference value, adjusts the absolute value of the side reference value to be equal to or less than the absolute value of the curtain reference value. Special occupant protection device. The occupant protection device according to claim 5,
The side protection means includes a pretensioner that winds up a seat belt,
When the absolute value of the detected angle and angular velocity exceeds the absolute value of the reference value for the side set corresponding to each of the detected angle and angular velocity, the control means An occupant protection device that controls to deploy a side airbag and operate the pretensioner.

Images