JP4566837B2 - Crew protection device - Google Patents

Description

  The present invention relates to an occupant protection device that activates an occupant protection device in accordance with the behavior of a vehicle and protects the occupant from an impact.

  Conventionally, a rollover judgment of the vehicle is made based on whether the rollover angular velocity generated when the vehicle rolls over and the rollover angle obtained from the rollover angular velocity satisfy a predetermined threshold value, respectively. There is known an occupant protection device that determines the presence or absence of a load input from the side of the vehicle based on the acceleration generated in the width direction (see, for example, Patent Document 1).

In this occupant protection device, the occupant protection device is operated when it is determined that the vehicle rolls over after it is determined that the vehicle has a load input from the side.
JP 2004-256024 A

  By the way, in the above occupant protection device, when excessive impact acceleration acts on the vehicle when traveling on a rough road that is not paved, or when riding on a curb (projection) provided in the center of the roadway, There was a possibility that the occupant protection device would be activated by misjudging that there was a load input.

  Therefore, the present invention provides an occupant protection device that can determine whether or not a load is input to the vehicle based on an appropriate standard according to the traveling state of the vehicle and prevent malfunction of the occupant protection device. It is an issue.

In order to solve the above-mentioned problem, the invention described in claim 1 is an occupant protection device that activates an occupant protection device according to the behavior of the vehicle to protect the occupant, and detects a rollover angular velocity when the vehicle rolls over. Based on the lateral acceleration detected by the lateral G sensor, the lateral G sensor for detecting the lateral acceleration of the vehicle, the longitudinal G sensor for detecting the longitudinal acceleration of the vehicle, and the lateral G sensor. Side impact judging means for judging that a side impact has occurred to the vehicle when the lateral speed of the vehicle exceeds a predetermined speed threshold line, and based on the longitudinal acceleration detected by the longitudinal G sensor, a frontal collision determination means for longitudinal velocity of the vehicle is judged that the collision of the vehicle occurs when exceeds a predetermined speed threshold line, determined from the detected rollover angular speed by the rollover angular speed detection means Whether the road on which the vehicle is traveling is traveling on a rough road was based on the rotational direction of the roll angle, or a running state determining means for determining whether the running of the paved road, the running When the judgment result of the state judging means judges that the vehicle is traveling on a rough road, the threshold setting means for setting both the side collision judgment threshold condition and the front collision judgment threshold condition higher than the judgment threshold condition during pavement running, and the side collision determining means or depending on the determination result of the frontal collision determination means is characterized in that it comprises a and a protection actuation means for actuating said occupant protection.

  According to the first aspect of the present invention, the traveling state of the vehicle can be determined by the traveling state determining means. Therefore, it is possible to determine whether or not a load is input to the vehicle based on different determination threshold conditions when an excessive impact acceleration is applied to the vehicle and when the impact acceleration to the vehicle is small.

  As a result, it is possible to determine whether or not there is a load input based on an appropriate determination criterion according to the traveling state of the vehicle, and it is possible to prevent malfunction of the occupant protection device.

  According to the present invention, it is possible to determine whether or not a load is input to the vehicle based on an appropriate reference according to the traveling state of the vehicle, and to prevent malfunction of the occupant protection device.

  Next, the best mode for carrying out an occupant protection device according to the present invention will be described with reference to the drawings.

  FIG. 1 shows the overall configuration of an occupant protection device 1 to which the present invention is applied.

  The occupant protection device 1 appropriately activates occupant protection devices 2 such as various airbags and seat belt pretensioners in accordance with the behavior of the vehicle to protect the occupant from the impact generated in the vehicle.

  1, the occupant protection device 1 includes a rollover angular velocity sensor (rollover angular velocity detection means) 10, a vertical G sensor 11, a lateral G sensor 12, a longitudinal G sensor 13, a rollover judging module 14, and a side collision judgment. Module (side collision determination means) 15, front collision determination module (front collision determination means) 16, travel state determination section (travel state determination means) 17, threshold setting section (threshold setting means) 18, occupant protection device operating section (protection) Tool actuating means) 19 and the like.

  The rollover angular velocity sensor 10 detects an angular velocity (rollover angular velocity) of the rollover (rotation) of the vehicle around an axis (X axis) extending through the center of gravity of the vehicle and extending in the front-rear direction of the vehicle. An angular velocity signal that is an output signal from the rollover angular velocity sensor 10 is sequentially filtered by a high-frequency noise removal filter (LPF: Low Pass Filter) 20 and a low-frequency noise removal filter (HPF: High Pass Filter) 21. It is input to the rollover judging module 14 after AD conversion by the D converter 22.

  The vertical G sensor 11 detects acceleration (vertical G) in the vertical direction of the vehicle. The vertical G signal, which is an output signal from the vertical G sensor 11, is filtered by a high frequency noise removal filter (LPF: Low Pass Filter) 23 and then input to the rollover judging module 14.

  The lateral G sensor 12 detects the acceleration (lateral G) in the left-right direction of the vehicle. The vertical G signal, which is an output signal from the lateral G sensor 12, is filtered by a high frequency noise removal filter (LPF: Low Pass Filter) 24 and then input to the rollover judging module 14, and at the A / D converter 25. It is input to the side collision determination module 15 after AD conversion.

  The front-rear G sensor 13 detects acceleration (front-rear G) in the front-rear direction of the vehicle. The front / rear G signal, which is an output signal from the front / rear G sensor 13, is filtered by a high-frequency noise removal filter (LPF) 26 and then AD-converted by an A / D converter 27, and then a front collision determination module 16. Is input.

  The rollover judging module 14 judges whether or not the vehicle rolls over based on the angular velocity signal, the vertical G signal, and the lateral G signal. The angular velocity judging unit 30, the vertical G judging unit 31, and the lateral G judging unit. 32, an AND circuit 33, and an OR circuit 34.

  The angular velocity determination unit 30 determines whether or not the vehicle rolls over based on the angular velocity signal, and includes a rollover angle calculation unit 35, a rollover angular velocity calculation unit 36, and a vehicle rollover determination unit 37. .

  The rollover angle calculation unit 35 integrates the angular velocity signal obtained from the rollover angular velocity sensor 10 to obtain the rollover angle of the vehicle. An angle signal that is an output signal from the rollover angle calculation unit 35 is input to the vehicle rollover determination unit 37 and the traveling state determination unit 17.

  The rollover angular velocity calculation unit 36 adds the initial set value set in advance to the angular velocity signal input through the digital filter 36a that removes noise to obtain the rollover angular velocity of the vehicle. A determination angular velocity signal that is an output signal from the rollover angular velocity calculation unit 36 is input to the vehicle rollover determination unit 37.

  The vehicle rollover judging unit 37 compares the rollover threshold line TH / L set in advance based on vehicle structure parameters with the actual rollover angular velocity and rollover angle of the vehicle, and judges whether or not the vehicle rollover has occurred. is there.

The vehicle structure parameters include the position of the center of gravity of the vehicle, the height of the center of gravity of the vehicle, the distance from the wheel contact surface to the position of the center of gravity, the tread width, the vehicle weight, the gravitational acceleration (9.8 m / sec ² ), etc. It is stored and input to the vehicle rollover judging unit 37 as appropriate.

  Further, since the method of setting the rollover threshold line TH / L is well known, the description thereof is omitted here.

  Then, the vehicle rollover judgment unit 37 determines that the vehicle rollover has occurred when the actual rollover angular velocity and rollover angle exceed the rollover threshold line TH / L (Case α), and the first rollover indicating rollover is present. Output presence / absence signal.

  Further, when the actual rollover angular velocity and rollover angle of the vehicle do not exceed the rollover threshold line TH / L, it is determined that the vehicle has not rollover (Caseβ, Caseγ), and a first rollover presence / absence signal indicating no rollover is obtained. Output.

  Then, a first rollover presence / absence signal that is an output signal from the vehicle rollover determination unit 37 is input to the AND circuit 33.

  The vertical G determination unit 31 determines whether or not the vehicle rolls over based on the vertical G signal, and includes a vertical G threshold determination unit 38a and an ON / OFF control unit 38b.

  Then, the vertical G determination unit 31 compares the vertical G signal obtained from the vertical G sensor 11 by the vertical G threshold determination unit 38a with a preset vertical G threshold, and the vertical G signal determines the range of the vertical G threshold. If it exceeds, an ON signal is output from the ON / OFF control unit 38b, and if the vertical G signal is within the range of the vertical G threshold, an OFF signal is output from the ON / OFF control unit 38b.

  An ON / OFF signal that is an output signal from the ON / OFF control unit 38 b is input to the OR circuit 34.

  The lateral G determining unit 32 determines whether or not the vehicle rolls over based on the lateral G signal, and includes a lateral G threshold determining unit 39a and an ON / OFF control unit 39b.

  The lateral G determination unit 32 compares the lateral G signal obtained from the lateral G sensor 12 by the lateral G threshold determination unit 39a with a preset lateral G threshold, and the lateral G signal determines the range of the lateral G threshold. If exceeded, an ON signal is output from the ON / OFF control unit 39b, and if the lateral G signal is within the range of the lateral G threshold, an OFF signal is output from the ON / OFF control unit 39b.

  An ON / OFF signal that is an output signal from the ON / OFF control unit 39 b is input to the OR circuit 34.

  The OR circuit 34 determines whether or not an ON signal is input from at least one of the ON / OFF control unit 38b or the ON / OFF control unit 39b (the OR condition between the ON / OFF control unit 38b and the ON / OFF control unit 39b is established). Or not).

  The OR circuit 34 determines that the vehicle rollover has occurred when the OR condition is satisfied, outputs a second rollover presence / absence signal indicating the presence of rollover, and indicates that the vehicle has not rollover when the OR condition is not satisfied. Determine and output a second rollover presence / absence signal indicating no rollover.

  A second rollover presence / absence signal that is an output signal from the OR circuit 34 is input to the AND circuit 33.

  The AND circuit 33 receives whether or not a first rollover presence / absence signal indicating vehicle rollover is input from the vehicle rollover determination unit 37, and whether or not a second rollover presence / absence signal indicating vehicle rollover is input from the OR circuit 34. Whether or not the AND condition between the vehicle rollover judging unit 37 and the OR circuit 34 is satisfied).

  The AND circuit 33 determines that the vehicle rollover occurs when the AND condition is satisfied, outputs a rollover determination signal indicating that the vehicle rolls over, and if the AND condition does not hold, the vehicle does not rollover. A rollover decision signal indicating that the vehicle is not rollover is output.

  Then, a rollover judgment signal that is an output signal from the AND circuit 33 is input to an OR circuit 3 described later.

  The side collision determination module 15 determines whether or not there is a load input from the lateral direction (side) of the vehicle based on the lateral G signal. The lateral collision speed calculation unit 40 and the side collision determination unit 41.

  The lateral speed calculation unit 40 integrates the lateral G signal obtained from the lateral G sensor 12 to determine the lateral speed of the vehicle. A left / right speed signal, which is an output signal from the left / right speed calculation section 40, is input to the side collision determination section 41.

  The side collision determination unit 41 compares the speed threshold line A or B with the actual lateral speed of the vehicle obtained from the lateral speed signal according to a predetermined threshold condition, and a side collision occurs to the vehicle. The presence or absence of this is judged. A method for setting the determination threshold condition will be described later.

  Then, the side collision determination unit 41 determines that a side collision has occurred to the vehicle when the actual speed in the left-right direction of the vehicle exceeds the speed threshold line A or B, and a side collision determination signal indicating that there is a side collision. Is output.

  Further, when the actual speed of the vehicle in the left-right direction does not exceed the speed threshold line A or B, it is determined that a side collision to the vehicle has not occurred, and a side collision determination signal indicating no side collision is output.

  A side collision determination signal that is an output signal from the side collision determination unit 41 is input to an OR circuit 3 described later.

  The front collision determination module 16 determines whether or not there is a load input from the front and rear direction of the vehicle based on the front and rear G signal, and includes a front and rear direction speed calculation unit 42 and a front collision determination unit 43. is doing.

  The longitudinal speed calculation unit 42 integrates the longitudinal G signal obtained from the longitudinal G sensor 13 to determine the longitudinal speed of the vehicle. A longitudinal speed signal, which is an output signal from the longitudinal speed calculation unit 42, is input to the front collision determination unit 43.

  The front collision judgment unit 43 compares the speed threshold line C or D according to a judgment threshold condition set in advance with the actual speed in the front-rear direction of the vehicle obtained from the front-rear speed signal, and the front collision occurs to the vehicle. The presence or absence of this is judged. A method for setting the determination threshold condition will be described later.

  The front collision determination unit 43 determines that a front collision to the vehicle has occurred when the actual vehicle speed in the front-rear direction exceeds the speed threshold lines C and D, and indicates a front collision determination signal indicating that there is a front collision. Is output.

  In addition, when the actual vehicle speed in the front-rear direction does not exceed the speed threshold lines C and D, it is determined that a front collision to the vehicle has not occurred, and a front collision determination signal indicating no front collision is output.

  A front collision determination signal that is an output signal from the front collision determination unit 43 is input to an OR circuit 3 described later.

  The traveling state determination unit 17 determines the state of the road surface on which the vehicle is traveling based on the rotation direction of the rollover angle indicated by the angle signal calculated from the rollover angle calculation unit 36.

  That is, the rotation angle is detected by setting the state where the vehicle does not roll over to 0 °, positive when the vehicle rotates in the right direction, and negative when the vehicle rotates in the left direction. If the vehicle is traveling on a rough road when the rotation direction has changed a predetermined number of times or more within a predetermined time period (the graph indicating the rotation angle crosses the 0 ° line). Judgment is made and it is determined that the vehicle is traveling on a paved road when the number of changes in the rotation direction is less than or equal to a predetermined number.

  When the traveling state determination unit 17 determines that the vehicle is traveling on a rough road, the traveling state determination unit 17 outputs a traveling state signal indicating that the vehicle is traveling on a rough road, and the vehicle is traveling on a paved road. When it is determined that there is no travel, a travel state signal indicating paved road travel is output.

  A travel state signal that is an output signal from the travel state determination unit 17 is input to the threshold setting unit 18.

The threshold setting unit 18 sets a determination threshold condition in the side collision determination module 15 and sets a determination threshold condition in the front collision determination module 16 based on the driving state signal input from the driving state determination unit 17. is there,
Here, the side collision determination unit 41 stores in advance a side collision determination threshold value condition during rough road traveling and a side collision determination threshold condition during pavement traveling, and the front collision determination unit 43 performs rough road traveling. The front collision judgment threshold value condition at the time and the front collision judgment threshold value condition during running on the paved road are stored in advance.

In addition, the side collision judgment threshold value condition at the time of rough road driving is higher than the side collision judgment threshold condition at the time of pavement road driving, and the front collision judgment threshold value condition at the time of rough road driving is the front collision judgment at the time of pavement driving It is higher than the judgment threshold condition.

  Then, when a driving state signal indicating a rough road driving is input from the driving state determination unit 17, a setting signal for setting a determination threshold value condition during the rough road driving is output from the threshold setting unit 18. This setting signal is input to the side collision determination unit 41 and the front collision determination unit 43.

  Accordingly, the side collision determination unit 41 selects a side collision determination threshold value condition during rough road traveling, compares the speed threshold line A during rough road traveling with the actual lateral speed of the vehicle, and generates a side collision. Determine the presence or absence. Further, the front collision determination unit 43 selects a front collision determination threshold value condition when traveling on a rough road, compares the speed threshold line B when traveling on a rough road and the actual speed in the front-rear direction of the vehicle, and generates a front collision. Determine the presence or absence.

  Further, when a running state signal indicating paved road running is input from the running state judging unit 17, a setting signal for setting a judgment threshold value condition during paved road running is output from the threshold setting unit 18. This setting signal is input to the side collision determination unit 41 and the front collision determination unit 43.

  As a result, the side collision determination unit 41 selects the side collision determination threshold value condition when traveling on the paved road, compares the speed threshold line C when traveling on the paved road with the actual lateral speed of the vehicle, and generates a side collision. Determine the presence or absence. Further, the front collision determination unit 43 selects a front collision determination threshold value condition when traveling on a paved road, compares the speed threshold line D when traveling on the paved road with the actual speed in the front-rear direction of the vehicle, and generates a front collision. Determine the presence or absence.

  The OR circuit 3 is a rollover judgment signal indicating the presence of a rollover from the AND circuit 33, a side collision determination signal indicating the presence of a side collision from the side collision determination unit 41, or a front collision from the front collision determination unit 43. It is determined whether any one of the collision determination signals is input.

  The OR circuit 3 determines that the operation of the occupant protection device is necessary when any of the determination signals described above is input, and outputs a control signal that activates the occupant protection device operation unit 19. At this time, the OR circuit 3 also outputs an event signal indicating which of rollover, side collision, and front collision has occurred.

  The OR circuit 3 determines that the operation of the occupant protection device is not necessary when none of the above determination signals is input, and outputs a control signal that does not activate the occupant protection device operation unit 19.

  Then, a control signal and an event signal which are output signals from the OR circuit 3 are input to the occupant protection device operating unit 19.

  The occupant protection device operating unit 19 operates the occupant protection device 2 disposed in the vehicle based on the control signal input from the OR circuit 3.

  When any one of the control signals indicating that a rollover, a side collision, or a front collision has occurred is input to the occupant protection device operating unit 19, a predetermined value set in advance according to the event signal input simultaneously. An operation signal for operating the occupant protection device 2 is output.

  The occupant protection device operating unit 19 does not output an operation signal for activating the occupant protection device 2 when any control signal indicating that a rollover, side collision, or front collision has occurred is not input.

  Then, the occupant protection device 2 to which the operation signal from the occupant protection device operation unit 19 is input operates to protect the occupant from the impact generated in the vehicle.

  In the occupant protection device 2, when an event signal indicating that a rollover has occurred is input, an event signal indicating that the curtain airbag and the seat belt pretensioner have been operated and a side collision has occurred is input. In this case, the side airbag and the curtain airbag are activated, and when an event signal indicating that a front collision has occurred is input, the front airbag and the seat belt pretensioner are activated. Yes.

  Next, the operation of the occupant protection device 1 of the present invention will be described.

  FIG. 2 is a flowchart showing an occupant protection process in the occupant protection device 1.

  In this occupant protection process, first, the rollover angular velocity of the vehicle rollover is detected by the rollover angular velocity sensor 10 (step 1), and the vertical acceleration (vertical G) of the vehicle is detected by the vertical G sensor 11 (step 2). The G sensor 12 detects the lateral acceleration (lateral G) of the vehicle (step 3), and the longitudinal G sensor 13 detects the longitudinal acceleration (front and rear G) of the vehicle (step 4).

  Next, the detected values of the rollover angular velocity, the vertical G, the horizontal G, and the front and rear G are stored in a storage means (not shown) (step 5), and the rollover determination process (step 20) is performed based on the predetermined detection value. The collision determination process (step 30) and the front collision determination process (step 40) are sequentially performed.

  After all determination processes are completed, the OR circuit 3 first determines whether or not a rollover judgment signal indicating rollover has been input (step 6).

  At this time, if a rollover judgment signal indicating no rollover is input (NO in step 6), the process proceeds to step 8.

  On the other hand, when a rollover determination signal indicating rollover is input (in the case of YES in step 6), the OR circuit 3 outputs a control signal for starting the occupant protection device operating unit 19 and an event signal indicating rollover Is output.

  The control signal and the event signal are input to the occupant protection device operation unit 19, whereby the occupant protection device operation unit 19 outputs an operation signal for operating the curtain airbag and the seat belt pretensioner. The curtain airbag and seat belt pretensioner are activated (step 7).

  Subsequently, the OR circuit 3 determines whether or not a side collision determination signal indicating that there is a side collision has been input (step 8).

  At this time, if a side collision determination signal indicating no side collision is input (NO in step 8), the process proceeds to step 10.

  On the other hand, when a side collision determination signal indicating that there is a side collision is input (in the case of YES in step 8), the OR circuit 3 outputs a control signal for operating the occupant protection device operating unit 19 and also detects that there is a side collision. The event signal shown is output.

  The control signal and the event signal are input to the occupant protection device operation unit 19, whereby the occupant protection device operation unit 19 outputs an operation signal for operating the side airbag and the curtain airbag, The airbag and curtain airbag are activated (step 9).

  Further, the OR circuit 3 determines whether or not a front collision determination signal indicating that there is a front collision has been input (step 10).

  At this time, if a front collision determination signal indicating no front collision is input (NO in step 10), the process ends.

  On the other hand, when a front collision determination signal indicating that there is a front collision is input (in the case of YES in step 10), the OR circuit 3 outputs a control signal for operating the occupant protection device operating unit 19 and also detects that there is a front collision. The event signal shown is output.

  The control signal and the event signal are input to the occupant protection device operation unit 19, whereby the occupant protection device operation unit 19 outputs an operation signal for operating the front airbag and the seat belt pretensioner. The front airbag and the seat belt pretensioner are activated (step 11). Thereby, the occupant protection process ends.

  FIG. 3 is a flowchart showing the rollover judgment process in step 20 of the flowchart shown in FIG.

  In this rollover determination process, first, the rollover determination module 14 reads the detected value of the rollover angular velocity stored in a storage means (not shown) (step 201).

  The read angular velocity signal indicating the detected value of the rollover angular velocity is subjected to noise removal through the LPF 20 and the HPF 21 in order. Then, after AD conversion by the A / D converter 22, it is input to the angular velocity determination unit 30.

  The angular velocity signal input to the angular velocity determination unit 30 is input to the rollover angle calculation unit 35 and further input to the rollover angular velocity calculation unit 36 after noise is further removed by the digital filter 36a.

  The rollover angle calculation unit 35 integrates the input angular velocity signal to calculate the rollover angle, and outputs an angle signal (step 202). This angle signal is input to the vehicle rollover judging unit 37.

  The rollover angular velocity calculation unit 36 calculates a rollover angular velocity by adding a preset initial value to the input angular velocity signal, and outputs a determination angular velocity signal (step 203). This determination angular velocity signal is input to the vehicle rollover determination unit 37.

  Then, the vehicle rollover judgment unit 37 determines whether or not the actual rollover angular velocity and rollover angular velocity of the vehicle obtained from the input angle signal and determination angular velocity signal exceed a preset rollover threshold line TH / L. Judgment is made (step 204).

  When the rollover angle and rollover angular velocity exceed the rollover threshold line TH / L (YES in step 204), the vehicle rollover judgment unit 37 outputs a first rollover presence / absence signal indicating rollover (step 205).

  On the other hand, if the rollover angular velocity and rollover angle do not exceed the rollover threshold line TH / L (NO in step 204), the vehicle rollover judgment unit 37 outputs a first rollover presence / absence signal indicating no rollover (step 206). .

  The first rollover presence / absence signal is input to and stored in the AND circuit 33.

  Next, the rollover judging module 14 reads the detection value of the vertical G stored in the storage means (not shown) (step 207).

  The vertical G signal indicating the read vertical G detection value is input to the vertical G determination unit 31 after noise is removed through the LPF 23.

  The vertical G determination unit 31 determines whether or not the input vertical G signal exceeds a predetermined vertical G threshold by the vertical G threshold determination unit 38a (step 208).

  When the vertical G signal exceeds the vertical G threshold (YES in step 208), an ON signal is output from the ON / OFF control unit 38b (step 209).

  On the other hand, if the vertical G signal does not exceed the vertical G threshold (NO in step 208), an OFF signal is output from the ON / OFF control unit 38b (step 210).

  The ON / OFF signal is input to the OR circuit 34 and stored.

  Next, the rollover judging module 14 reads the detected value of the lateral G stored in the storage means (not shown) (step 211).

  The lateral G signal indicating the read lateral G detection value is input to the lateral G determination unit 32 after noise is removed through the LPF 24.

  The lateral G determination unit 32 determines whether or not the input lateral G signal exceeds a preset lateral G threshold by the lateral G threshold determination unit 39a (step 212).

  If the lateral G signal exceeds the lateral G threshold (YES in step 212), an ON signal is output from the ON / OFF control unit 39b (step 213).

  On the other hand, if the lateral G signal does not exceed the lateral G threshold (NO in step 212), an OFF signal is output from the ON / OFF control unit 39b (step 214).

  The ON / OFF signal is input to the OR circuit 34 and stored.

  Then, the OR circuit 34 determines whether or not an ON signal is input from at least one of the ON / OFF control unit 38b of the vertical G determination unit 31 or the ON / OFF control unit 39b of the horizontal G determination unit 32 (step 215). ).

  When an ON signal is input from either the ON / OFF control unit 38b or the ON / OFF control unit 39b (YES in step 215), the OR circuit 34 outputs a second rollover presence / absence signal indicating rollover. (Step 216).

  On the other hand, when an OFF signal is input from both the ON / OFF control unit 38b or the ON / OFF control unit 39b (NO in step 215), the OR circuit 34 outputs a second rollover presence / absence signal indicating no rollover. (Step 217).

  The second rollover presence / absence signal is input to the AND circuit 33 and stored.

  The AND circuit 33 receives a first rollover presence / absence signal indicating the vehicle rollover from the vehicle rollover determination unit 37 and a second rollover presence / absence signal indicating the vehicle rollover from the OR circuit 34. (Step 218).

  When the first and second rollover presence / absence signals indicating rollover are input (YES in step 218), the AND circuit 33 determines that the vehicle rollover has occurred and outputs a rollover determination signal indicating rollover. (Step 219).

  On the other hand, when the first rollover presence / absence signal or the second rollover presence / absence signal indicating no rollover is input (NO in step 218), the AND circuit 33 determines that no rollover of the vehicle has occurred, and there is no rollover. Is output (step 220).

  The rollover determination signal is input to the OR circuit 3 and stored. Thereby, the rollover determination process ends.

  FIG. 4 is a flowchart showing the side collision determination process in step 30 of the flowchart shown in FIG.

  In this side collision determination process, first, the traveling state determination unit 17 reads the rollover angle calculated by the rollover angle calculation unit 35 of the rollover determination module 14 (step 301).

  Next, the traveling state determination unit 17 counts the number of changes in the rotation direction of the rollover angle indicated by the read angle signal of the rollover angle (step 302).

  Here, in order to count the number of times of change, first, the rollover angle when the vehicle is not rollover is set to 0 °, and the case where the vehicle turns to the right is plus, the case where the vehicle turns to the left is The rollover angle is detected as a negative value.

  Then, the number of times the graph indicating the rotation angle crosses the 0 ° line within a predetermined time set in advance is counted. Thereby, the number of changes in the rotation direction can be counted.

  Subsequently, the running state determination unit 17 determines whether or not the counted number of rotation direction changes (n) is greater than a predetermined number (N) set in advance (step 303).

  If the number of rotation direction changes (n) is greater than the predetermined number (N) (YES in step 303), the traveling state determination unit 17 determines that the vehicle is traveling on a rough road, A traveling state signal indicating road traveling is output (step 304). This running state signal is input to the threshold setting unit 18.

  The threshold value setting unit 18 to which the driving state signal indicating the rough road driving is input outputs a setting signal for setting the determination threshold value condition during the rough road driving. Then, the side collision determination unit 41 of the side collision determination module 15 to which this setting signal has been input sets a determination threshold value condition when traveling on a rough road (step 305).

  On the other hand, when the number of rotation direction changes (n) is less than the predetermined number (N) (NO in step 303), the traveling state determination unit 17 determines that the vehicle is traveling on a paved road, and paved. A traveling state signal indicating road traveling is output (step 306). This running state signal is input to the threshold setting unit 18.

  The threshold value setting unit 18 to which the traveling state signal indicating the paved road traveling is input outputs a setting signal for setting the determination threshold condition during the paved road traveling. Then, the side collision determination unit 41 of the side collision determination module 15 to which this setting signal has been input sets a determination threshold condition for traveling on a paved road (step 307).

  Next, the side collision determination module 15 reads the detected value of the lateral G stored in the storage means (not shown) (step 308).

  The read lateral G signal indicating the detected lateral G value is subjected to AD conversion by the A / D converter 25 after noise is removed through the LPF 24 and then input to the lateral velocity calculation unit 40.

  The left-right speed calculation unit 40 integrates the input lateral G signal to calculate the left-right speed of the vehicle (step 309). The left / right speed signal indicating the speed in the left / right direction is input to the side collision determination unit 41.

  Then, the side collision determination unit 41 determines whether or not the actual lateral speed of the vehicle obtained from the lateral speed signal exceeds a preset speed threshold line A or B (step 310).

  Here, the front collision determination unit 41 determines that the vehicle is traveling on a rough road by the traveling state determination unit 17, and if the determination threshold condition for the rough road traveling is set, the actual vehicle Are compared with the speed threshold line A when traveling on a rough road.

  Further, when it is determined by the traveling state determination unit 17 that the vehicle is traveling on a paved road, and the determination threshold condition for the traveling on the paved road is set, the actual lateral speed of the vehicle and the traveling on the paved road are determined. Compare with the hourly speed threshold line B.

  When the actual lateral speed of the vehicle exceeds the speed threshold line A or B (YES in step 310), the side collision determination unit 41 causes a side collision to the vehicle (the vehicle It is determined that a load input from the left and right direction has occurred), and a side collision determination signal indicating that there is a side collision is output (step 311).

  Further, when the actual speed in the left-right direction of the vehicle does not exceed the speed threshold line A or B (NO in step 310), the side collision determination unit 41 does not cause a side collision to the vehicle ( It is determined that a load input from the left and right direction has not occurred in the vehicle, and a side collision determination signal indicating no side collision is output (step 312).

  The side collision determination signal is input to the OR circuit 3 and stored. Thereby, the side collision determination process ends.

  FIG. 5 is a flowchart showing the front collision determination process in step 40 of the flowchart shown in FIG.

  In this front collision determination process, first, the traveling state determination unit 17 reads the rollover angle calculated by the rollover angle calculation unit 35 of the rollover determination module 14 (step 401).

  Next, the traveling state determination unit 17 counts the number of changes in the rotation direction of the rollover angle indicated by the read angle signal of the rollover angle (step 402).

  Here, in order to count the number of times of change, first, the rollover angle when the vehicle is not rollover is set to 0 °, and the case where the vehicle turns to the right is plus, the case where the vehicle turns to the left is The rollover angle is detected as a negative value.

  Then, the number of times the graph indicating the rotation angle crosses the 0 ° line within a predetermined time set in advance is counted. Thereby, the number of changes in the rotation direction can be counted.

  Subsequently, the traveling state determination unit 17 determines whether or not the counted number of rotation direction changes (n) is greater than a predetermined number (N) set in advance (step 403).

  Then, when the number of rotation direction changes (n) is greater than the predetermined number (N) (YES in step 403), the traveling state determination unit 17 determines that the vehicle is traveling on a rough road, A traveling state signal indicating road traveling is output (step 404). This running state signal is input to the threshold setting unit 18.

  The threshold value setting unit 18 to which the driving state signal indicating the rough road driving is input outputs a setting signal for setting the determination threshold value condition during the rough road driving. Then, the front collision determination unit 43 of the front collision determination module 16 to which this setting signal has been input sets a determination threshold value condition when traveling on a rough road (step 405).

  On the other hand, when the number of rotation direction changes (n) is less than the predetermined number (N) (NO in step 403), the traveling state determination unit 17 determines that the vehicle is traveling on the paved road, and paved. A traveling state signal indicating road traveling is output (step 406). This running state signal is input to the threshold setting unit 18.

  The threshold value setting unit 18 to which the traveling state signal indicating the paved road traveling is input outputs a setting signal for setting the determination threshold condition during the paved road traveling. Then, the front collision determination unit 43 of the front collision determination module 16 to which this setting signal has been input sets a determination threshold value condition when traveling on a paved road (step 407).

  Next, the front collision determination module 16 reads the detected values of the front and rear G stored in the storage means (not shown) (step 408).

  The read front-rear G signal indicating the front-rear G detection value is subjected to AD conversion by the A / D converter 27 after noise is removed through the LPF 26 and then input to the front-rear direction velocity calculation unit 42.

  Then, the front-rear direction speed calculation unit 42 integrates the input front-rear G signal to calculate the front-rear direction speed of the vehicle (step 409). The front / rear speed signal indicating the speed in the front / rear direction is input to the front collision determination unit 43.

  Then, the front collision determination unit 43 determines whether or not the actual longitudinal speed of the vehicle obtained from the longitudinal speed signal exceeds a preset speed threshold line C or D (step 410).

  Here, the front collision determination unit 43 determines that the vehicle is traveling on a rough road by the traveling state determination unit 17, and if the determination threshold condition at the time of rough road traveling is set, the actual vehicle Is compared with the speed threshold line C when traveling on a rough road.

  Further, when it is determined by the traveling state determination unit 17 that the vehicle is traveling on a paved road, and the determination threshold value condition at the time of traveling on the paved road is set, the actual longitudinal speed of the vehicle and the paved road traveling are determined. Compare with the hourly speed threshold line D.

  When the actual vehicle speed in the front-rear direction exceeds the speed threshold line C or D (YES in step 410), the front collision determination unit 43 causes a front collision to the vehicle (the vehicle has It is determined that a load input from the front-rear direction has occurred, and a front collision determination signal indicating the presence of a front collision is output (step 411).

  Further, when the actual vehicle speed in the front-rear direction does not exceed the speed threshold line C or D (NO in step 410), the front collision determination unit 43 does not have a front collision to the vehicle ( It is determined that no load is applied to the vehicle from the front-rear direction, and a front collision determination signal indicating no front collision is output (step 412).

  The front collision determination signal is input to the OR circuit 3 and stored. Thus, the front collision determination process ends.

  As described above, in the passenger protection device 1 of the present invention, the rollover angular velocity sensor 10 that detects the rollover angular velocity when the vehicle rolls over, the lateral G sensor 12 that detects the lateral acceleration of the vehicle, and the longitudinal direction of the vehicle. A front-rear G sensor 13 that detects the acceleration of the vehicle, a side collision determination module 15 that determines the presence or absence of a load input from the left-right direction of the vehicle based on the left-right acceleration detected by the lateral G sensor 12, and a front-rear G sensor 13 Based on the detected longitudinal acceleration, the front collision determination module 16 that determines whether or not there is a load input from the longitudinal direction of the vehicle, and the rotation direction of the rollover angle obtained from the rollover angular velocity detected by the rollover angular velocity sensor 10. Based on the determination result of the traveling state determination unit 17 that determines the traveling state of the vehicle based on the determination result of the traveling state determination unit 17, A threshold setting unit 18 that sets a determination threshold condition of the collision determination module 16 and a protective device operating unit 19 that operates the occupant protection device 2 according to the determination result of the side collision determination module 15 or the front collision determination module 16 are provided. Yes.

  Therefore, the traveling state determination unit 17 can determine the traveling state of the vehicle, and can distinguish between a case where excessive impact acceleration occurs in the vehicle and a normal traveling state. This makes it possible to set different judgment threshold conditions for pavement road traveling and bad road traveling when determining whether or not a load is input to the vehicle, and based on an appropriate judgment threshold condition according to the traveling state. Whether or not the occupant protection device 2 is to be operated can be determined.

  Thus, it becomes possible to make an appropriate determination according to the traveling state of the vehicle, and the malfunction of the occupant protection device 2 can be prevented.

  In particular, in the above-described embodiment, the determination threshold value condition when the traveling state determination unit 17 determines that the vehicle is traveling on a rough road is more than the determination threshold value condition when it is determined that the vehicle is traveling on a paved road. Is also loose.

  Therefore, even if a relatively large impact acceleration is applied to the vehicle, it can be determined that the impact acceleration is caused by traveling on a rough road. Thereby, it can prevent that the passenger | crew protection tool 2 malfunctions.

  Furthermore, in the above-described embodiment, it is detected which event has occurred among rollover, side collision, and front collision, and the occupant protection device 2 is operated according to the event that has occurred in the vehicle. Thereby, a passenger | crew can be protected from an impact more appropriately.

1 is a block diagram showing the entirety of an occupant protection device according to the present invention. It is the flowchart which showed the passenger | crew protection process of the passenger | crew protection apparatus concerning this invention. It is the flowchart which showed the rollover judgment process shown in FIG. It is the flowchart which showed the side collision judgment process shown in FIG. It is the flowchart which showed the front collision judgment process shown in FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Crew protection device 2 Crew protection 10 Rollover angular velocity sensor (Rolling angular velocity detection means)
12 lateral G sensor 13 front and rear G sensor 15 side collision judgment module (side collision judgment means)
16 Front collision determination module (front collision determination means)
17 Traveling state judging section (running state judging means)
18 Threshold setting unit (threshold setting means)
19 Occupant protection device operation part (protection device operation means)

Claims (1)

An occupant protection device that protects an occupant by operating an occupant protection device according to the behavior of the vehicle,
A rollover angular velocity detecting means for detecting a rollover angular velocity at the time of rollover of the vehicle;
A lateral G sensor for detecting acceleration in the left-right direction of the vehicle;
A front-rear G sensor for detecting acceleration in the front-rear direction of the vehicle;
A side collision determination means for determining that a side collision to the vehicle has occurred when a lateral speed of the vehicle exceeds a predetermined speed threshold line based on a lateral acceleration detected by the lateral G sensor;
Front collision determination means for determining that a front collision to the vehicle has occurred when a speed in the front-rear direction of the vehicle exceeds a predetermined speed threshold line based on a longitudinal acceleration detected by the front-rear G sensor;
Whether the road surface on which the vehicle is traveling is traveling on a bad road or traveling on a paved road based on the direction of rotation of the rollover angle obtained from the rollover angular velocity detected by the rollover angular velocity detection means. Traveling state determination means for determining whether or not
A threshold setting means for setting both the side collision determination threshold value condition and the front collision determination threshold value condition higher than the determination threshold value condition during paved road traveling when the determination result of the traveling state determination unit is determined to be during rough road traveling ;
Protective equipment operating means for operating the occupant protective equipment according to the determination result of the side collision determination means or the front collision determination means ;
An occupant protection device comprising:

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