JP4371309B2 - Vehicle rollover judgment system - Google Patents

Description

  The present invention relates to a vehicle rollover determination system, and more particularly, to a vehicle rollover determination system used to operate an occupant restraint device such as a side curtain airbag for reducing the risk of occupant failure when the vehicle rolls over. .

  A conventional system for judging rollover of a vehicle includes a roll angular velocity sensor that detects a rotational angular velocity (roll angular velocity) about an axis extending in the front-rear direction of the vehicle. The roll is determined based on the total energy of the rigid pendulum, with the straight line connecting the two points where the front and rear wheels and the ground come into contact as the rotation axis.

  That is, a straight line connecting two points of the vehicle that are in contact with the ground of either the left or right wheels of the vehicle, based on the roll angle obtained by integrating the roll angular velocity detected by the roll angular velocity sensor provided in the vehicle. The rotation kinetic energy and gravitational potential energy (potential energy) when the ground energy is used as the reference for zero potential energy and the sum of those energies is compared with a predetermined threshold value. Judgment is performed.

FIG. 27 is a view of the vehicle 200 as seen from the rear, and FIG. 27A shows the center of gravity of the vehicle 200 on a straight line with an angle θ centered on the contact point (rotation center O) between the ground 201 and the ground 201 of the wheel 202. The state when M is present is shown. The mass of the vehicle m, the gravitational acceleration g, the distance between the rotation center O and the center of gravity M and r, when the roll angular velocity and omega, when representing the moment of inertia I, the rotational kinetic energy (Iω ^2/2) The total energy is represented by the sum of the gravitational potential energy (mgrsin θ). FIG. 27B shows a state in which the vehicle 200 rotates around the contact point (rotation center O) of the wheel 202 with the ground 201 and the height of the center of gravity M from the ground is maximized. At this time, the potential energy takes the maximum mgr. Total energy expressed as the sum of the vehicle moment of inertia I and the rotational angular speed rotational kinetic energy represented by (rolling angular velocity) ω (Iω ^2/2) and the gravitational potential energy (Mgrsinshita) is, the center of gravity M of the vehicle 27 If the potential energy (gravity potential energy) mgr at the maximum height shown in (b) is smaller, the vehicle does not roll over, and if it is larger, the vehicle rolls over.

  An occupant restraint device using such a system is described in Patent Document 1. The occupant restraint device includes a roll angular velocity detection unit that detects a rotational angular velocity (roll angular velocity) about an axis that extends in the front-rear direction of the vehicle, and a roll of the vehicle based on the roll angular velocity detected by the roll angular velocity detection unit. Roll angle calculation means for calculating the angle, steering angle detection means for detecting the steering angle of the steering, and an occupant restraint for restraining the occupant. The apparatus includes a control unit, and the control unit detects when the roll angular velocity detected by the roll angular velocity detection unit exceeds a predetermined angular velocity and the roll angle calculated by the roll angle calculation unit exceeds a first predetermined angle. , Actuate the occupant restraint.

By the way, trip-over, which accounts for about half of the rollover accidents (slip-slip tumbling, that is, when the vehicle is skidding or spinning), the tires and wheels get caught on obstacles (banks, rucksets, curbs, etc.) In the mode in which speed is generated, tripping and rollover), the vehicle has acceleration that decelerates in the lateral direction due to the deceleration in the lateral direction, so inertia force is applied to the occupant and the occupant moves in the lateral direction. The lateral movement of the crew is fast. Therefore, as a starter for a protective device such as a side curtain airbag, the deployment required time (RTTF) (time until the occupant's body reaches the vehicle side) is determined by the lateral movement amount of the occupant. However, with the conventional technology that makes a rollover judgment only from the roll angular velocity and the roll angle, it may be difficult to make a reliable rollover decision by the time required for the deployment. On the other hand, if priority is given to the speed of rollover detection, the reliability of rollover determination is reduced, and rollover may be determined even when rollover does not occur. Therefore, it has been desired to further improve the reliability of rollover determination by making both rollover determination reliability and rollover detection speed compatible.
Japanese Patent Laid-Open No. 2003-40062

  An object of the present invention is to provide a starting device for a protective device, such as a side curtain airbag, whose deployment required time (RTTF) is determined by the amount of lateral movement of an occupant. The conventional technology that makes the judgment eliminates the possibility that it will be difficult to make a reliable rollover decision by the required deployment time. On the other hand, if priority is given to the speed of rollover detection, the reliability of the rollover judgment will be reduced. To solve the problem that the rollover may be judged even when the rollover does not occur, and to improve the reliability of the rollover judgment by making the rollover judgment reliability and the rollover detection speed compatible. is there.

  In view of the above problems, an object of the present invention is to provide a vehicle rollover determination system having a high-performance rollover determination algorithm that achieves both rollover determination reliability and rollover detection speed.

  The vehicle rollover judging system according to the present invention is configured as follows in order to achieve the above object.

The first rollover determination system (corresponding to claim 1) is a vehicle occupant restraint system provided in the (10) (13) to actuate the vehicle rollover determination system for a rollover determination of vehicles (10) ( 100) . The vehicle (10) includes a roll angular velocity sensor (S3) , a lateral acceleration sensor (S1), and a vertical acceleration sensor (S2) . Further, in this vehicle rollover judging system (100) , a signal related to the roll angular velocity detected by the roll angular velocity sensor (S3) , a signal related to the lateral acceleration detected by the lateral acceleration sensor (S1) , and the vertical acceleration sensor. Based on the signal relating to the vertical acceleration detected in (S2) , the vehicle rollover judging means for judging the rollover of the vehicle (10) and the signal relating to the lateral acceleration detected by the lateral acceleration sensor (S1). On the basis of this, an occupant behavior prediction means for predicting the behavior of the occupant who rides on the vehicle (10) is provided, and the occupant behavior prediction means predicts the occupant behavior prediction means when judging the rollover of the vehicle (10) by the vehicle rollover judgment means. Urgent judgment means for changing a threshold when judging the rollover of the vehicle (10) by behavior ,
The occupant behavior prediction means obtains the occupant movement amount (Y) and the occupant movement speed (Vy) based on the lateral acceleration (Gy),
A condition that the occupant movement amount (Y) exceeds a prescribed threshold value (Yth);
The calculated occupant movement amount (Y) and the occupant with respect to the threshold curve (C2) defined by the two-dimensional graph represented by the occupant movement amount (Y) and the occupant movement speed (Vy) A condition that the set of moving speeds (Vy) is exceeded;
A condition that the occupant movement acceleration (Gy) exceeds a specified threshold value (Gth);
Of the three conditions consisting of, it determined that it is an emergency if satisfying one of the conditions. In this vehicle rollover judging system (100) , a roll angular velocity and a roll angle are detected based on a signal from a roll angular velocity sensor (S3) arranged in the vehicle (10) , and the vehicle rollover judgment is performed according to the roll angular velocity and the roll angle. The threshold value of the two-dimensional map is determined, and the threshold value is changed based on the determination by the urgent determination means based on the occupant movement amount (Y) when the vehicle rolls over. Thus, as a starter for a protective device such as a side curtain airbag that determines the required time for deployment (RTTF) depending on the amount of lateral movement of the occupant, rollover judgment is performed only from the roll angular velocity and the roll angle. The conventional technology eliminates the possibility that it will be difficult to make a reliable rollover decision by the time required for deployment. On the other hand, if priority is given to the speed of rollover detection, the reliability of rollover judgment will be reduced and will not roll over. Even in such a case, the problem of the possibility of making a rollover decision is solved, and the reliability of the rollover decision can be further improved by making the rollover decision reliability and the speed of rollover detection compatible.

  In the second vehicle rollover judging system (corresponding to claim 2), preferably, the behavior of the occupant is the lateral displacement and speed of the occupant's head in a coordinate system fixed to the vehicle. Characterized.

  In the third vehicle rollover judging system (corresponding to claim 3), the vehicle rollover judging means preferably includes a rollover form judging means for judging the rollover form, and the rollover judged by the rollover form judging means is provided. It is characterized by determining rollover for each form.

  The present invention having the above-described configuration has a rollover detection algorithm using roll angular velocity and roll angle, and has both rollover type determination logic and urgency determination logic based on the amount of occupant movement, selects an optimal threshold, and rollover determination To do.

  According to the present invention, it is possible to accurately predict the current behavior of the vehicle and the future behavior, and to improve the rollover detection reliability to the maximum so as to meet the deployment request time. Compared to an algorithm for determining rollover with a single threshold value using only the roll angular velocity and roll angle as parameters, it is possible to realize both the speed of rollover detection and the reliability of rollover detection at a higher level.

  DESCRIPTION OF EMBODIMENTS Preferred embodiments (examples) of the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a layout diagram showing a mounting state of an occupant restraint device, FIG. 2 is a sectional view of a vehicle in a pillar, and FIG. 3 is a configuration diagram of the occupant restraint device. In FIG. 2, for the sake of simplicity, a cross section of the front pillar, center pillar, rear pillar, and pillar garnish of the body of the vehicle is shown in one view.

  Referring to FIGS. 1 and 2, a roof side rail 12 is defined above the door opening 11 of the vehicle 10, and an occupant restraint device 13 is disposed in the roof side rail 12. The roof side rail 12 includes an inner surface 14 a of the roof 14 of the vehicle 10, inner surfaces 18 a, 19 a, and 20 a of inner panels 18, 19, and 20 of the front pillar 15, center pillar 16, and rear pillar 17 of the vehicle 10, and each pillar 15. , 16 and 17 are space portions defined by the outer surfaces 21a, 22a and 23a of the pillar garnishes 21, 22 and 23 and the outer surface 24a of the roof garnish 24, as shown in FIG. The vehicle 10 extends from the front pillar 15 to the rear pillar 17 along the longitudinal direction of the vehicle 10. The roof 14 of the vehicle 10 and the vehicle frame 25 at the bottom of the vehicle are connected to each other via a center pillar 16 and an inner panel 19, and the roof is supported by the front pillar 15, the center pillar 16, and the rear pillar 17.

  As shown in FIGS. 1 and 3, the occupant restraint device 13 includes an airbag 26 and an inflator 27 that supplies gas for inflation to the airbag 26 as main parts, and the inflator 27 has a gas storage type. A known gas generating means such as an explosive type is provided. The inflator 27 is connected to the airbag 26 through a pipe 28 and an adapter 29. Further, a lateral acceleration sensor S1, a vertical acceleration sensor S2, a roll angular velocity sensor S3, and an electronic control unit (ECU) are provided on a seat on which an occupant is seated and the vehicle body frame 25. The ECU is configured to ignite the inflator 27 and deploy the airbag 26, as will be described in detail later.

  The lateral acceleration sensor S1 is fixed to the vehicle body, and detects the lateral acceleration Gy of the vehicle 10 when the ignition switch is turned on. Since the vehicle 10 is in a stopped state when the ignition switch is turned on, only the lateral component of the gravitational acceleration G in the lateral direction is detected without detecting the lateral acceleration Gy caused by the centrifugal force accompanying the turning of the vehicle 10. Detect as Gy.

  The vertical acceleration sensor S2 is fixed to the vehicle body, and detects the vertical acceleration Gz of the vehicle 10 when the ignition switch is turned on. Only the vertical component of the gravitational acceleration G is detected as the vertical acceleration Gz.

  The roll angular velocity sensor S3 is fixed to the vehicle body and detects the roll angular velocity ω of the vehicle 10 when the ignition switch is turned on.

  The airbag 26 is supported by the inner panels 18, 19, and 20 via a plurality of brackets 31, 32, 33, 34, and 35 while being covered by a nonwoven fabric cover 30 in a folded state. Each bracket 31, 32, 33, 34, 35 is formed corresponding to the shape of the attached portion of the inner panel 18, 19, 20, and the airbag 26 is formed in each bracket 31, 32, 33, 34. , 35 with the support portion of the airbag 26 placed on the protection cloth 36, and after the protection cloth 36 is wound around the support portion of the airbag 26, this state is maintained and a tape (not shown) Are attached to the brackets 31, 32, 33, 34, and 35 by wrapping them around the protective cloth 36 and the brackets 31, 32, 33, 34, and 35 from the outside. A line L is provided at the center of the surface of the cover 30 as a mark for enabling the airbag 26 to be attached without being twisted and being misidentified between the inside and the outside in the vehicle width direction. It is formed along the direction.

  After the brackets 31, 32, 33, 34, and 35 are attached to the inner panels 18, 19, and 20, the lower end portion 24b provided at the front end portion of the roof garnish 24 is moved to the front as shown in FIG. When the garnish 21, the center pillar garnish 22, and the rear pillar garnish 23 are fitted to the engagement portions 21b, 22b, and 23b provided at the upper ends of the garnish 21 from the upper side, the roof garnish 24 becomes the front pillar garnish 21 and the center pillar garnish 21. Supported by the garnish 22 and the rear pillar garnish 23. The passenger restraint device 13 such as the airbag 26 and the inflator 27 is covered with the front pillar garnish 21, the center pillar garnish 22, the rear pillar garnish 23, and the roof garnish 24.

  When the inflator 27 is ignited and gas is supplied to the airbag 26 via the adapter 29 and the pipe 28, the airbag 26 is inflated. When the airbag 26 is inflated, the weakened portion (not shown) of the cover 30 is broken and spreads in the roof side rail 12 as shown in FIG. The lower end portion 24b of the roof garnish 24 is detached from the engaging portions 21b, 22b, and 23b of the pillar garnish 21, the center pillar garnish 22, and the rear pillar garnish 23.

  The airbag 26 has a downward opening between the lower end 24b of the roof garnish 24 and the engaging portions 21b, 22b, and 23b of the front pillar garnish 21, the center pillar garnish 22, and the rear pillar garnish 23 (see FIG. (Not shown) and is developed downward from the opening into the passenger compartment 28.

  FIG. 4 shows a curtain-like airbag 26 deployed in the passenger compartment. The airbag 26 extends from the front part to the rear part of the passenger compartment 28 and is arranged between the door and the occupant, and a cushion wall is formed by the inflatable parts 26a and 26b of the airbag, so that the occupant's head is protected. The

  FIG. 5 is a block diagram of the vehicle rollover judging system according to the embodiment of the present invention. This vehicle rollover judging system is realized by an electronic control unit (ECU). The vehicle rollover determination system 100 includes a lateral speed change calculation unit 101, a vertical speed change calculation unit 102, a roll angle calculation unit 103, a roll angular acceleration calculation unit 104, an occupant behavior prediction unit 105, and a vehicle rollover determination unit 106. Yes. The lateral speed change computing unit 101 computes a lateral speed change ΔVy from a signal related to the lateral acceleration Gy from the lateral acceleration sensor S1, and outputs it to the vehicle rollover judging unit 106. The vertical speed change calculation unit 102 calculates the vertical speed change ΔVz from the signal related to the vertical acceleration Gz from the vertical acceleration sensor S2, and outputs the signal related to the vertical speed change ΔVz to the vehicle rollover determination unit 106. To do. The roll angle calculation unit 103 calculates the roll angle θ from the signal related to the roll angular velocity ω from the roll angular velocity sensor S3, and outputs the signal related to the roll angle θ to the vehicle rollover determination unit 106. The roll angular acceleration calculation unit 104 outputs a signal related to the roll angular acceleration dω / dt from the signal related to the roll angular velocity ω from the roll angular velocity sensor S3 to the vehicle rollover determination unit 106.

  The occupant behavior prediction unit 105 includes an urgency determination unit 105a and a behavior calculation unit 105b. As described in detail later, the behavior calculation unit 105b is based on a signal related to the lateral acceleration Gy from the lateral acceleration sensor S1. Then, the position (occupant movement amount) and speed (occupant movement speed) of the occupant's head are calculated, and from the calculation result, the urgency determination unit 105a determines whether it is urgent or normal, and an emergency or normal signal is obtained. This is output to the vehicle rollover judging unit 106.

  As will be described in detail later, the vehicle rollover judging unit 106 relates to a signal related to the lateral speed change ΔVy from the lateral speed change computing unit 101 and a vertical speed change ΔVz from the vertical speed change computing unit 102. A signal, a signal related to the roll angle θ from the roll angle calculation unit 103, a signal related to the roll angular acceleration dω / dt from the roll angular acceleration calculation unit 104, and an emergency or normal from the occupant behavior prediction unit 105 A rollover judgment is predicted based on the signal, and a signal relating to whether or not the rollover is performed is output to the occupant restraint device driving unit 107. In the case of the signal related to the fact that the signal does not roll over, the occupant restraint device driving unit 107 remains inoperative, but in the case of the signal related to that the signal rolls over, the occupant restraint device driving unit 107. Is activated, the inflator 27 is activated, and the occupant restraint device 13 is activated. The vehicle rollover judging unit 106 includes a rollover type judging unit 108 and a rollover judging unit 109 as will be described later.

  The lateral speed change calculation unit 101 calculates the integral value ∫Gydt of the lateral acceleration Gy output from the lateral acceleration sensor S1 from the time when the ignition switch is turned on, and the lateral speed change ΔVy is calculated.

  The vertical speed change calculation unit 102 calculates the integrated value ∫Gzdt of the vertical acceleration Gz output from the vertical acceleration sensor S2 from the time when the ignition switch is turned on, and the vertical speed change ΔVz is calculated.

Roles angle calculation unit 103, the calculated initial value theta ₀ of the roll angle theta of the vehicle based on the output of the lateral acceleration sensor S1 when the ON the ignition switch, change in the roll angle theta to the initial value theta ₀ Is added to calculate the roll angle θ of the vehicle. That is, the roll angle θ of the vehicle is calculated by adding the integral value ∫ωdt of the roll angular velocity ω output from the roll angular velocity sensor S3 to the initial value θ ₀ as the change in the roll angle θ from the time when the ignition switch is turned on. Is done.

  The roll angular acceleration calculation unit 104 calculates the differential value dω / dt of the roll angular velocity ω output from the roll angular velocity sensor S3 from the time when the ignition switch is turned on, and the roll angular acceleration dω / dt is calculated.

  Next, the vehicle rollover judging unit 106 will be described in detail.

  First, an outline of the rollover determination algorithm used in the vehicle rollover determination unit 106 will be described.

  The rollover judging algorithm is based on a rigid pendulum model as described in the background art. However, in practice, there is an influence of the suspension, and it is necessary to correct it in consideration of this. Based on the rigid pendulum model, the rollover judgment formula is as shown in formula (1).

Here, E _roll is the total energy of the current roll motion, which is the sum of the kinetic energy and the potential energy of the roll motion of the vehicle, as shown in FIG. If this exceeds the threshold mgr, it is determined that the rollover has occurred.

  In order to speed up the rollover determination, it is necessary to predict and correct the rollover energy that will increase in the future with respect to the current total energy. Here, the rollover energy that increases in the future means a trip over, a case where a rotational moment is generated or a brake is applied due to deceleration. In that case, the rollover judgment formula is the formula (2).

  Here, Epredict is a term for the rollover energy that increases in the future.

  In addition, considering the effect of rotational energy attenuation due to suspension and external force and the measurement value error of angular velocity ω before the actual rollover after rollover judgment, there is a margin with respect to the threshold for high reliability. is necessary.

  Also, the angle θ obtained by integrating the angular velocity and the predicted energy are large in error, so it is better not to use them. In order to obtain high reliability, it is conceivable to insert a constant term α in place of the second and third terms in equation (2) as in equation (3).

  Thus, it is difficult to achieve both early rollover determination performance and rollover determination reliability.

  On the other hand, in the present invention, a rollover judging algorithm obtained by improving the above model is used. The algorithm flow is shown below.

  In the present invention, as in the flowchart shown in FIG. 6, first, the rollover form determination logic is determined (step S11), and then the occupant urgency determination logic is performed (step S12). Next, the rollover judgment formula is selected by the rollover judgment formula selection logic (step S13), and the vehicle rollover judgment is performed (step S14). In order to execute this flow, in the present embodiment, a vehicle rollover judgment unit 106 and an occupant behavior prediction unit 105 are provided.

  First, the rollover form determination logic will be described.

  The rollover forms are classified into flip-over, fall-over, trip-over, turn-over, and the like depending on the roll force. Flip-over is a roll-over with an upward force on one wheel. Fallover is one that falls due to gravity. Trip-over and turn-over are those in which a lateral force acts on the wheels and rolls over.

  FIG. 7 shows the types of vehicle rollover classified by cause. The type of rollover of a vehicle is classified into “simple rotation”, “simple rotation + lateral speed”, and “divergence” according to the vehicle behavior in the process leading to rollover. Subdivided into “over”, “crime over” and “fallover”.

  A typical "simple rotation + lateral speed" type rollover is called "tripover", and a typical "divergence" type rollover is called "turnover".

  “Flipover” is a rollover that occurs when one of the left and right wheels of a vehicle rides on an obstacle. “Climb over” is a rollover that occurs when a vehicle that has climbed on an obstacle at the bottom and the tire has lifted from the road surface falls down sideways. “Fallover” is a rollover that occurs when one of the left and right wheels of the vehicle steps off the shoulder. “Trip over” is a rollover caused by a roll moment with the curb as a fulcrum when the vehicle slips and one of the left and right tires collides with the curb. “Turnover” means that when the steering wheel is operated alternately left and right to perform a double lane change, a triple lane change, or to pass through an S-shaped road, When the frequency is close to the natural vibration frequency of the suspension, the roll angle of the vehicle diverges due to resonance and rollover occurs.

  In the flip over, the vertical acceleration (Gz) is larger than the lateral acceleration (Gy), and roll angular acceleration (dω / dt) is generated in correlation with the vertical acceleration (Gz). In the trip over and turn over, the lateral acceleration (Gy) is larger than the vertical acceleration (Gz), and roll angular acceleration (dω / dt) is generated in correlation with the lateral acceleration (Gy). Fallover is small in both lateral acceleration (Gy) and vertical acceleration (Gz). By these characteristics, the rollover form is described below. The ΔVy-ΔVz map (FIG. 8), the dω / dt-ΔVy map (FIG. 9), and the dω / dt-ΔVz map (FIG. 10) are divided into regions to trip over and flip over. , Fallover and so on.

  FIG. 8 is a diagram (referred to as a “ΔVy−ΔVz map”) showing a rollover mode with respect to the vehicle lateral speed change ΔVy and the vertical speed change ΔVz. The horizontal axis represents the lateral speed change ΔVY relative to the vehicle, and the vertical axis represents the vertical speed change ΔVZ relative to the vehicle. A line segment L1 connecting the point P1 of the coordinates (ΔVy1, 0) and the point P2 of the coordinates (ΔVy1, ΔVz1), a line segment L2 connecting the point P2 and the point P3 of the coordinates (−ΔVy1, ΔVz1), and the coordinates ( −ΔVy1, 0) in the region S1 surrounded by the line segment L3 connecting the points P4 and P3 and the line segment L4 connecting the points P1 and P4, the lateral speed change ΔVy and the vertical speed of the vehicle. When there is a value of change ΔVz, a normal rollover is not performed.

  Lateral speed relative to the vehicle in a region S2 surrounded by a line segment L5 connecting point P2 and point P5 of coordinates (ΔVy1, −ΔVz1), a half line L6 from point P2, and a half line L7 from point P5 When there is a value of change ΔVy and vertical speed change ΔVz, it is determined that the rollover mode of the vehicle is trip over.

  Further, when the vehicle lateral speed change ΔVy and the vertical speed change ΔVz are in the region S3 surrounded by the half line L8 from the point P3, the line segment L2, and the half line L6, the vehicle rolls over. The form is determined to be flip over.

  A lateral speed change ΔVy of the vehicle and an up-down direction in a region S4 surrounded by a line segment L9 connecting the points P6 and P3 of the coordinates (−ΔVy1, −ΔVz1) and the half line L10 and the half line L8 from the point P6. When there is a value of the direction speed change ΔVz, it is determined that the rollover mode of the vehicle is trip over.

  Further, the line segment L4 connecting the point P1 and the point P4, the line segment L11 connecting the point P4 and the point P6, the line segment L12 connecting the point P1 and the point P5, the half line L7, and the half line L10 are surrounded. When the lateral speed change ΔVy and the vertical speed change ΔVz with respect to the vehicle are present in the region S5, the rollover mode of the vehicle is determined to be fallover.

  FIG. 9 is a diagram showing a rollover mode with respect to the roll angular acceleration dω / dt and the lateral speed change ΔVy of the vehicle (referred to as a dω / dt−ΔVy map). The horizontal axis represents the lateral speed change ΔVy for the vehicle, and the vertical axis represents the roll angular acceleration dω / dt for the vehicle. When the value of the lateral speed change ΔVy and the roll angular acceleration dω / dt with respect to the vehicle are within the area S6 surrounded by the half line L11 from the point P7 of the coordinates (ΔVy2, dω / dt1) and the half line L12. Is determined that the rollover mode of the vehicle is trip over.

  Further, the value of the lateral speed change ΔVy and the roll angular acceleration dω / dt with respect to the vehicle are within a region S7 surrounded by the half line L13 from the point P8 of the coordinates (−ΔVy2, −dω / dt1) and the half line L14. In some cases, the rollover configuration of the vehicle is determined to be trip over.

  FIG. 10 is a diagram showing a rollover mode with respect to the roll angular acceleration dω / dt and the vertical speed change ΔVz of the vehicle (referred to as a dω / dt−ΔVz map). The horizontal axis represents the vertical speed change ΔVz with respect to the vehicle, and the vertical axis represents the roll angular acceleration dω / dt with respect to the vehicle. When the value of the vertical speed change ΔVz and the roll angular acceleration dω / dt with respect to the vehicle are within the area S8 surrounded by the half line L15 from the point P9 of the coordinates (ΔVz2, dω / dt2) and the half line L16. Is determined that the rollover mode of the vehicle is flip-over.

  Further, the values of the vertical speed change ΔVz and the roll angular acceleration dω / dt relative to the vehicle are within a region S9 surrounded by the half line L17 from the point P10 of the coordinates (−ΔVz2, −dω / dt2) and the half line L18. In some cases, the rollover mode of the vehicle is determined as flip-over.

  For each rollover mode, a rollover judgment formula or threshold value that optimizes early judgment performance and judgment reliability is selected.

  FIG. 11 is a block configuration diagram illustrating the rollover shape determination unit 108. The rollover form determination unit 108 includes an input unit 110, an output unit 111, a CPU 112, and a storage unit 113. The storage unit 113 stores a rollover form determination program 114, a ΔVy−ΔVz map 115, a dω / dt−ΔVy map 116, and a dω / dt−ΔVz map 117.

  In this rollover form determination unit 108, a signal related to the lateral speed change ΔVy from the lateral speed change calculation unit 101, a signal related to the vertical speed change ΔVz from the vertical direction speed change calculation unit 102, and roll angular acceleration calculation A signal related to the roll angular acceleration dω / dt from the unit 104 is input, and a ΔVy−ΔVz map 115, a dω / dt−ΔVy map 116 as shown in FIGS. The rollover mode is determined based on the / dt-ΔVz map 117.

  The rollover type determination unit 108, for example, outputs a 3-bit signal (000) when the determination is normal (non-rollover is referred to as normal), a 3-bit signal (001) at the turnover, and a fallover. The 3-bit signal (010) is output to the rollover judging unit 109, the 3-bit signal (011) is output to the rollover, and the 3-bit signal (011) is output to the rollover judging unit 109.

  Next, the rollover form determination program will be described with reference to the flowchart of FIG. A signal related to the lateral speed change ΔVy from the lateral speed change calculator 101 is input (step S21), and a signal related to the vertical speed change ΔVz from the vertical speed change calculator 102 is input (step S22). A signal related to the roll angular acceleration dω / dt from the roll angular acceleration calculation unit 104 is input (step S23). The rollover mode is determined based on the ΔVy−ΔVz map 115, the dω / dt−ΔVy map 116, and the dω / dt−ΔVz map 117 shown in FIGS. (Step S24).

  It is determined whether or not the determination is normal (step S25). If normal, a 3-bit signal (000) is output to the rollover judging unit 109 (step S26). If it is not normal, it is determined whether or not it is a turnover (step S27). If it is a turnover, a 3-bit signal (001) is output to the rollover judging unit 109 (step S28). If it is not a turnover, it is determined whether it is a fallover (step S29). If fallover occurs, a 3-bit signal (010) is output to the rollover judging unit 109 (step S30). If not fallover, it is determined whether or not it is flipover (step S31). If flip-over occurs, a 3-bit signal (011) is output to the rollover judging unit 109 (step S32). If it is not flip over, it is determined whether the trip is over (step S33). If the trip is over, a 3-bit signal (100) is output to the rollover judging unit 109 (step S34). If not, return.

  Next, the rollover determination logic used for the processing in the rollover determination unit 109 will be described.

FIG. 13 is a rollover determination diagram (referred to as a ω-θ map) for the roll angle θ and roll angular velocity ω of the vehicle used for rollover determination. The horizontal axis indicates the roll angle θ with respect to the vehicle, and the vertical axis indicates the roll angular velocity ω with respect to the vehicle. The region surrounded by the straight line (θ = θ _{th +} ) L20, the straight line (ω = f ₁₊ (θ)) L21, and the line segment (ω = f ₂₊ (θ)) L22 shown by the equation (4) is LO, and the equation (5 ), A region sandwiched between the straight line L22 and the straight line (ω = ω _{th +} ) L23 is Mid, a region sandwiched between the straight line L20 and the straight line L23 expressed by equation (6) is Hi, and A range surrounded by a straight line (θ = θ _th− ) L24, a line segment (ω = f ₁₋ (θ)) L25, and a line segment (ω = f ₂₋ (θ)) L26 is LO, (8 ), The region sandwiched between the straight line L26 and the straight line (ω = ω _th− ) L27 is Mid, and the region sandwiched between the straight line L24 and the straight line L27 is represented as Hi.

  First, the flip over rollover determination logic will be described. In the case of flip over, the required deployment time is sufficiently slow with respect to the rotation of the vehicle. Further, the durability of the rotational force is determined by the shape of the obstacle, and it is difficult to predict the durability. For this reason, a high reliability determination formula (formula (6) or formula (9)) is used in normal times (Hi in FIG. 13). Thereafter, when it is determined from the passenger behavior prediction that the required deployment time is short and the urgency is high, the process proceeds to the neutral determination formula (Formula (5) or Formula (8)) (FIG. 13 Mid).

  Next, the fallover rollover determination logic will be described. In the case of fallover, as in the case of flipover, the deployment request time is sufficiently slow. Further, the persistence of the rotational force is determined by the shape of the falling slope, and it is difficult to predict the sustainability. In addition, even if a sufficient angular velocity is generated, the rollover energy is reduced due to the damping effect of the suspension due to the rebound of the falling wheel with the ground. Therefore, a high reliability determination formula (Formula (6) or Formula (9)) is used (Hi in FIG. 13). When the falling wheel lands on the ground, the vehicle rotates around the falling wheel, and the rollover mode changes to flipover, the rollover decision logic shifts from the fallover rollover decision logic to the flipover rollover decision logic.

  The trip over rollover decision logic will be described. In the case of trip over, the movement of the occupant relative to the vehicle body is fast due to the lateral deceleration acting on the vehicle. Therefore, the initial formula is a neutral formula (formula (5) or formula (8) (FIG. 13 Mid)), but if the urgency of the occupant behavior increases, the early judgment formula (formula (4) or formula (7)) Thereafter, when rollover cannot be determined by the early determination formula, the process returns to the neutral formula (Formula (5) or Formula (8)) (Mid in FIG. 13).

  Next, the rollover determination prediction logic will be described.

  In the case of a trip over, if a lateral deceleration of a certain size or more continues, it will always roll over. That is, it is currently in a trip state, and a rollover determination can be made based on whether or not the state continues. Here, with respect to the deceleration waveform due to trip over, when there is deceleration, it does not rapidly decrease and becomes zero, but as shown in the graph showing the time change of the lateral acceleration in FIG. It has been found from many experimental results that a waveform that is symmetrical in time with respect to a certain time ts is often drawn.

  Therefore, in the state where the deceleration due to trip over is increasing, even if the present is its peak, it is considered that the speed change will occur at the same level as before. And it is thought that the roll angular velocity change which arises by it will also produce in the future more than equivalent. That is, it is considered that a roll angular velocity more than twice the current roll angular velocity is generated in the time until the deceleration finally becomes zero.

  However, the thresholds such as the straight line L23 and the straight line L27 shown in FIG. 13 are used for the roll angular velocity and the lateral velocity change in order to suppress the influence of the pulse-like deceleration waveform, suspension attenuation, etc. Add the value as an AND condition. Further, the lateral speed change Δvy is calculated by integrating the lateral acceleration Gy, but should be calculated in a time zone in which the rotational moment due to deceleration due to trip over is larger than the moment due to gravity. This deceleration changes according to the roll angle θ, and in the rigid pendulum theory, the following equation (10) is obtained. When this is established, the integration is started, and when the lateral acceleration (Gy) does not satisfy the condition shown in the equation (10) for a certain time, the integration is stopped and the integration value is returned to zero.

  As a result, rollover is determined under the conditions that satisfy the following equations (11), (12), and (13).

That is, the lateral speed change ΔVy of the vehicle is larger than ΔVy2 (MinΔVy) indicated by a straight line L12 in FIG. 9, the roll angular velocity ω of the vehicle is larger than ωth (Minω) shown in FIG. 13, and the total energy E _{ROLL of} rotation is mgr. Rollover is determined when all of the conditions are satisfied.

  FIG. 15 is a block diagram showing a rollover judging unit. The rollover judging unit 109 includes an input unit 120, an output unit 121, a CPU 122, and a storage unit 123. The storage unit 123 stores a rollover determination program 124 and a θ-ω map 125. In this rollover determination unit 109, a signal related to the roll angular velocity ω of the vehicle, a signal related to the roll angle θ of the vehicle, a signal related to the rollover form from the rollover form determination unit 108, and an urgent determination part of the occupant behavior prediction unit 105 An emergency or non-emergency signal from 105a is input, and rollover determination is performed using the θ-ω map 125 shown in FIG.

  The rollover determination unit 109 determines rollover and outputs a signal related to the determination result to the occupant restraint device driving unit 107. For example, a 0 signal is output when it is determined that it will not roll over, and a signal 1 is output when it is determined that it will roll over. The occupant restraint device driving unit 107 keeps the state as it is when the signal is 0, and operates the occupant restraint device 13 when the signal 1 is received. Thereby, the occupant restraint device 13 operates.

  Next, the rollover judging program will be described with reference to the flowcharts of FIGS. A signal related to the rollover form from the rollover form determination unit 108 is input (step S41), a signal related to urgency from the urgency determination unit is input (step S42), and the roll angle change θ from the roll angle calculation unit 104 is input. Is input (step S43), and a signal related to the roll angular velocity ω is input (step S44). It is determined whether the signal relating to the rollover mode is normal 000 (step S45). If it is normal, a 0 signal is output to the occupant restraint device driving unit 107 and the process returns (step S46).

  If it is not normal in step S45, it is determined whether the signal related to the rollover mode is 001 for turnover (step S47). If the signal is 001, it is determined whether the urgency signal is normal 0 or emergency 1 (step S48). If it is normal 0, it is determined where the values of θ and ω are on the θ-ω map 125 (step S49). And it is judged whether it exists in Hi area | region shown in FIG. 13 (step S50). If it is in the Hi region, the signal 1 is output to the occupant restraint device driving unit 107 and the process returns (step S51). Otherwise, the signal 0 is output to the occupant restraint device drive unit 107 and the process returns (step S51). S52).

  If it is the emergency signal 1 in step S48, it is determined where the values of θ and ω are on the θ-ω map 125 (step S53). And it is judged whether it exists in Hi area | region shown in FIG. 13 (step S55). If it is in the Hi region, the signal 1 is output to the occupant restraint device driving unit 107 (step S56). Otherwise, the signal 0 is output to the occupant restraint device driving unit 107 and the process returns (step S57). .

  If the signal according to the rollover mode is not 001 in step S47, it is determined whether the signal according to the rollover mode is 010 for fallover (step S58). If the signal is 010, it is determined whether the urgency signal is 0 or 1 (step S59). If the signal is a normal signal 0, it is determined where the values of θ and ω are on the θ-ω map 125 (step S60). And it is judged whether it is in Hi area shown in FIG. 13 (step S61). If it is in the Hi region, the signal 1 is output to the occupant restraint device driving unit 107 (step S62), otherwise the signal 0 is output to the occupant restraint device driving unit 107 and the process returns (step S63).

  If it is the emergency signal 1 in step S59, it is determined where the values of θ and ω are on the θ-ω map 125 (step S64). And it is judged whether it is in Hi area shown in FIG. 13 (step S65). If it is in the Hi region, the signal 1 is output to the occupant restraint device driving unit 107 (step S66). Otherwise, the signal 0 is output to the occupant restraint device driving unit 107 and the process returns (step S67). .

  If the signal related to the rollover mode is not 010 in step S58, it is determined whether the signal related to the rollover mode is 011 for flip-over (step S68). If the signal is 011, it is determined whether the urgency signal is 0 or 1 (step S69). If the signal is normal 0, it is determined where the values of θ and ω are on the θ-ω map 125 (step S70). And it is judged whether it is in Hi area shown in FIG. 13 (step S71). If it is in the Hi region, the signal 1 is output to the occupant restraint device driving unit 107 (step S72), otherwise the signal 0 is output to the occupant restraint device driving unit 107 and the process returns (step S73).

  If the urgency determination signal is urgent signal 1 in step S69, it is determined where the values of θ and ω are on the θ-ω map 125 (step S74). And it is judged whether it exists in Mid or Hi area | region shown in FIG. 13 (step S75). If it is within the MId or Hi region, the signal 1 is output to the occupant restraint device driving unit 107 (step S76). Otherwise, the signal 0 is output to the occupant restraint device driving unit 107 and the process returns (step S76). S77).

  If the signal related to the rollover mode is not 011 in step S68, it is determined whether or not the signal is 100 for trip over (step S78). If the signal is 100, it is determined whether the urgency signal is 0 or 1 (step S79). If the signal is normal 0, it is determined where the values of θ and ω are on the θ-ω map 125 (step S80). Then, it is determined whether it is within the Mid or Hi area shown in FIG. 13 (step S81). If it is within the Mid or Hi region, the signal 1 is output to the occupant restraint device driving unit 107 (step S82). Otherwise, the signal 0 is output to the occupant restraint device drive unit 107 and the process returns (step S82). S83).

  If the urgency determination signal is 1 in step S79, it is determined where the values of θ and ω are on the θ-ω map 125 (step S84). Then, it is determined whether it is within the Lo, Mid, or Hi area shown in FIG. 13 (step S85). If the signal is in the Lo, Mid, or Hi region, signal 1 is output to the occupant restraint device driving unit 107 (step S86). Otherwise, signal 0 is output to the occupant restraint device driving unit 107. And return (step S87).

  In this way, the rollover determination unit 109 outputs, for example, a 1-bit signal 0 to the occupant restraint device driving unit 107 when the determination is “normal (no rollover)”, and 1 bit when the determination is “rollover”. The signal 1 is output to the occupant restraint device driving unit 107. The occupant restraint device driving unit 107 keeps the state as it is when the 0 signal is input, and operates the occupant restraint device 13 when the 1 signal is input. Thereby, the occupant restraint device 13 operates.

  Next, the passenger behavior prediction unit will be described. The occupant behavior prediction unit operates based on occupant behavior prediction logic (urgency determination).

  The behavior of the occupant with respect to the vehicle body is governed by the force applied to the occupant in the vehicle body coordinates. The force applied to the occupant is (1) gravity, (2) force represented by the product of lateral acceleration and occupant mass, (3) force represented by the product of roll angular acceleration and occupant mass, (4 ) Centrifugal force. These forces cause the occupant to accelerate. In particular, the lateral acceleration of the occupant is obtained by dividing the resultant force of the above four forces by the occupant's mass, as shown in equation (14).

  Here, Gy in the first term is a lateral direction attached to the origin of coordinates fixed to the vehicle body (in this case, the installation position of the lateral acceleration sensor is taken as the origin and the X axis is taken in the lateral direction of the vehicle body). It is a value of an acceleration sensor, and is a value detected as lateral acceleration including acceleration due to gravity. The second term is the lateral acceleration of the occupant from the roll angular acceleration, and β is the angle formed by the X axis of the line segment connecting the origin of the coordinates fixed to the vehicle body and the occupant's head. It is. The third term is the lateral acceleration of the occupant resulting from the centrifugal force.

  Among the lateral accelerations of the occupant expressed as described above, the lateral acceleration (-Gy) of the first term has a great influence on the time required for deploying the side curtain airbag due to the trip over. For this reason, if a heavy burden is required to accurately calculate the lateral acceleration of the occupant represented by Expression (14), accelerations other than the lateral acceleration (-Gy) in the first term can be omitted. It is. In this embodiment, the lateral acceleration (-Gy) of the first term is used as the passenger's acceleration to predict the passenger's behavior.

  In order to measure the acceleration applied to the occupant most simply and accurately, it is possible to place an acceleration sensor near the occupant such as the upper part of the B pillar or the roof rail and directly use this value.

  As a method for calculating the lateral displacement / velocity of the occupant's head from the occupant's acceleration, the following methods are conceivable. Here, the behavior of the occupant is estimated only from the lateral acceleration Gy from the lateral acceleration sensor.

  The first is a method of processing the occupant's lateral acceleration Gy with a low-pass filter and multiplying it by a constant to obtain head displacement (Y) as shown in equation (15).

  The second is a method of integrating the lateral acceleration Gy acting on the occupant to obtain the occupant lateral velocity (Vy) and obtaining the displacement (Y) from the integral as shown in the equation (16). In this case, as a force applied to the occupant, it is possible to add a spring term or a speed-dependent damping term in consideration of the restoring force of the occupant (the bending rigidity of the neck and the trunk).

  The urgency determination formula for occupant movement is considered as follows.

  First, as shown in FIG. 20, the occupant movement amount Y is obtained by any one of the methods described above, and is determined to be urgent when it exceeds a prescribed threshold value Yth. In FIG. 20, the horizontal axis represents time, and the vertical axis represents the occupant lateral movement amount. A straight line L100 is a threshold value Yth indicating whether it is urgent or not urgent. A curve C100 shows a time change of the occupant movement amount. The urgency determination is normal at time t1 or less, and it is determined to be urgent at time t1 or more.

  Second, as shown in FIG. 21, the occupant movement amount Y and the occupant movement speed (Vy) are obtained by the equation (16), and a prescribed threshold value (Vy = f (Y)) is obtained from a two-dimensional graph of Y and Vy. If it exceeds, it is determined to be urgent. In FIG. 21, the horizontal axis indicates the occupant lateral movement amount Y, and the vertical axis indicates the occupant lateral speed Vy. A curve C2 (Vy = f (Y)) is a threshold curve. When the occupant lateral movement amount Y and the occupant lateral velocity Vy are equal to or less than the threshold curve C2, it is determined to be normal, and when the occupant lateral movement amount Y and the threshold curve C2 are equal to or greater than that, it is determined to be urgent.

  Third, as shown in FIG. 22, when the acceleration applied to the occupant exceeds a prescribed threshold Gth, it is determined to be urgent. In FIG. 22, the horizontal axis indicates time, and the vertical axis indicates occupant lateral acceleration. The straight line L102 is the threshold value Gth. A curve C101 represents a time change of the occupant lateral acceleration. Urgent determination is normal before time t2 when the occupant lateral acceleration is equal to or less than the threshold value Gth, and after time t2, the occupant lateral acceleration is equal to or greater than the threshold value Gth, and the urgency determination is determined to be urgent.

  It is also possible to add a delay time to these times. This delay time can also be a constant time constant or a function of Gy.

  FIG. 23 is a block configuration diagram illustrating a behavior calculation unit of an occupant behavior prediction unit. The behavior calculation unit 105b includes an input unit 130, an output unit 131, a CPU 132, and a storage unit 133. The storage unit 133 stores a behavior calculation program 134. In this behavior calculation unit 105b, a signal related to the lateral acceleration Gy from the lateral acceleration sensor S1 is input, the occupant movement amount Y and the occupant movement speed Vy are calculated, and the occupant movement amount Y, the occupant movement speed Vy, and the lateral direction are calculated. A signal related to the acceleration Gy is output to the urgency determining unit 105a.

  FIG. 24 is a block diagram showing the urgency determining unit. The urgency determining unit 105a includes an input unit 140, an output unit 141, a CPU 142, and a storage unit 143. The storage unit 143 stores an urgency determination program 144, a threshold value Yth, a threshold value Gth, and a threshold curve C2 (Vy = f (Y)). In this emergency determination unit 105a, signals relating to the occupant movement amount Y, the occupant movement speed Vy, and the acceleration applied to the occupant are input, and threshold values Yth and Gth and threshold curves stored in the storage area in the storage unit 143 are input. The urgency is determined by C2. The urgency determination unit 105a outputs, for example, a 1-bit signal 0 when the determination is normal and 1 when the determination is urgent. Then, the vehicle rollover determination unit 106 performs rollover determination according to the time of 1 signal when the signal is 0 as described above.

  Next, operation | movement of the passenger | crew behavior prediction part 105 is demonstrated using the flowchart of FIG. This operation is executed according to the behavior calculation program 134 and the urgency determination program 144. A signal relating to the lateral acceleration Gy from the lateral acceleration sensor S1 is input (step S91). The occupant movement amount Y is calculated (step S92). The occupant movement speed Vy is calculated (step S93). It is determined whether the occupant movement amount Y is equal to or greater than the threshold value Yth shown in FIG. 20 (step S94). When the occupant movement amount Y is equal to or greater than the threshold value Yth, an emergency signal 1 is output (step S95). If it is less than or equal to the threshold value Yth, it is determined whether the set of the occupant movement amount Y and the occupant movement speed Vy is greater than or equal to the threshold curve C2 shown in FIG. 21 (step S96). When the set of the occupant movement amount Y and the occupant movement speed Vy is equal to or greater than the threshold curve C2, the emergency signal 1 is output (step S97). If the threshold curve C2 or less, it is determined whether the lateral acceleration Gy is equal to or greater than the threshold value Gth shown in FIG. 22 (step S98). If it is greater than or equal to the threshold value Gth, the emergency signal 1 is output (step S99). If it is less than or equal to the threshold value Gth, 0 is output (step S100) and the process returns.

  FIG. 26 is a diagram schematically showing the above functions collectively. In step 1, roll angular velocity ω, lateral acceleration Gy, and vertical acceleration Gz are detected, and in step 2, roll angle θ, roll angular acceleration dω / dt, lateral velocity change ΔVy, and vertical velocity change ΔVz are obtained. The rollover type determination is performed at 3, the urgency determination is performed at step 4, and thereby the rollover determination is performed by changing the threshold value. That is, on the θ-ω map as shown in FIG. 13, in the case of a trip type, the threshold value Mid shown in the equation (5) or (8) is used in a normal case, and in an emergency, ( The threshold value shown in the expression 4) or (7) is Lo. In the normal case of the flip type, the threshold value Hi is indicated by the equation (6) or (9), and in the case of an emergency, the threshold value Hi is indicated by the equation (5) or (8). It becomes the threshold value Mid. Furthermore, in the case of a fall and a normal, it becomes High shown by Formula (6) or Formula (9) in both a normal case and an emergency case.

  As described above, according to the present invention, the current behavior of the vehicle and the future behavior can be accurately predicted, and the rollover detection reliability can be enhanced to the maximum so as to meet the deployment request time. Compared to an algorithm that uses only the roll angular velocity and the roll angle as parameters and determines rollover with a single threshold value, it is possible to realize both higher speed of rollover detection and reliability of rollover detection at a higher level.

  In this embodiment, the rollover type determination unit, the rollover determination unit, the behavior calculation unit, and the urgency determination unit of the vehicle rollover determination unit have been described using different CPUs. It can also be used as a common one.

  The present invention is used as a vehicle rollover judging system for operating a vehicle occupant restraint device.

It is a layout figure which shows the attachment state of a passenger | crew restraint apparatus. It is sectional drawing of the vehicle in a pillar. It is a block diagram of a passenger | crew restraint apparatus. It is a figure which shows the curtain-shaped airbag expand | deployed in the vehicle interior. 1 is a block configuration diagram of a vehicle rollover judging system according to an embodiment of the present invention. It is a flowchart of operation | movement of the vehicle rollover judgment system which concerns on this invention. It is a figure which classify | categorizes and shows the kind of rollover of a vehicle according to the cause. It is a ΔVZ-ΔVY map. It is a dω / dt-ΔVz map. It is a dω / dt-ΔVz map. It is a block block diagram which shows a rollover form determination part. It is a flowchart of a rollover form determination program. It is a ω-θ map. It is a graph which shows the time change of lateral acceleration. It is a block block diagram which shows a rollover determination part. It is a flowchart of a rollover judging program. It is a flowchart of a rollover judging program. It is a flowchart of a rollover judging program. It is a flowchart of a rollover judging program. It is a graph which shows the threshold value of a passenger | crew movement amount. It is a graph which shows the threshold value of a passenger | crew moving speed. It is a graph which shows the threshold value of a crew member lateral direction acceleration. It is a block block diagram which shows a behavior calculating part. It is a block block diagram which shows the urgency determination part. It is a flowchart which shows operation | movement of a passenger | crew behavior prediction part. It is the figure which showed typically operation | movement of the vehicle rollover judgment system. It is the figure which looked at the state of vehicles from back.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle 11 Door opening part 12 Roof side rail 13 Passenger restraint device 14 Roof 15 Front pillar 16 Center pillar 17 Rear pillar 100 Vehicle rollover judgment system 101 Lateral speed change calculation part 102 Vertical speed change calculation part 103 Roll angle calculation part 104 Roll Angular acceleration calculation unit 105 Occupant behavior prediction unit 105a Urgent determination unit 106 Vehicle rollover determination unit 108 Rollover type determination unit 109 Rollover determination unit S1 Lateral acceleration sensor S2 Vertical acceleration sensor S3 Roll angular velocity sensor

Claims (3)

To operate the vehicle (10) passenger restraint device provided in (13), in the vehicle rollover determination system for a rollover determination (10) (100),
The vehicle (10) includes a roll angular velocity sensor (S3) , a lateral acceleration sensor (S1), and a vertical acceleration sensor (S2) .
A signal related to the roll angular velocity detected by the roll angular velocity sensor (S3) , a signal related to the lateral acceleration detected by the lateral acceleration sensor (S1) , and the vertical direction detected by the vertical acceleration sensor (S2). Vehicle rollover judging means for judging rollover of the vehicle (10) based on a signal relating to acceleration;
Based on the lateral acceleration detected by the lateral acceleration sensor (S1) , occupant behavior predicting means for predicting the behavior of the occupant riding the vehicle (10) is provided,
Changing the threshold when determining rollover of said vehicle by said occupant behavior expected in passenger behavior expected unit (10) when determining the vehicle rollover (10) on the rollover determination means With urgent judgment means ,
The occupant behavior prediction means calculates an occupant movement amount (Y) and an occupant movement speed (Vy) based on the lateral acceleration (Gy),
A condition that the occupant movement amount (Y) exceeds a prescribed threshold value (Yth);
The calculated occupant movement amount (Y) and the occupant with respect to the threshold curve (C2) defined by the two-dimensional graph represented by the occupant movement amount (Y) and the occupant movement speed (Vy) A condition that the set of moving speeds (Vy) is exceeded;
A condition that the passenger movement acceleration (Gy) exceeds a prescribed threshold value (Gth);
Three of the conditions, the vehicle rollover determination system characterized that you determined to be urgent if satisfying one of the conditions consisting of (100). The vehicle rollover judging system (100) according to claim 1, wherein the behavior of the occupant is a lateral displacement and a speed of the occupant's head in a coordinate system fixed to the vehicle (10 ) . The vehicle rollover judging means includes a rollover form judging means for discriminating a rollover form,
The vehicle rollover judgment system (100) according to claim 1 or 2, wherein rollover judgment is performed for each rollover form determined by the rollover form determination means.

Images