JP5264218B2 - Side collision determination device for vehicles - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To highly accurately determine a collision, by respectively distinguishing a vibration component-driven phenomenon and a pressure component-driven phenomenon as a non-collision phenomenon. <P>SOLUTION: This vehicle side collision determining device has a low-pass filter for extracting a low frequency component and a high-pass filter for extracting a high frequency component detected by a side impact sensor, a pressure component calculating means for calculating the size of movement pressure in the lateral direction of a vehicle based on the low frequency component extracted by the low-pass filter, a vibration component calculating means for calculating the size of vibration in the lateral direction based on the high frequency component extracted by the high-pass filter, a pressure/vibration component comparing means for determining whether it is a phenomenon in which the movement in the lateral direction of the vehicle takes majority and vibration is small or a phenomenon in which vibration of a vehicle body side part takes majority and the movement is small by comparing the pressure component of the pressure component calculating means and the vibration component of the vibration component calculating means, and a collision ignition signal output means for outputting an ignition signal for deploying an airbag based on a phenomenon determining result of the pressure/vibration component comparing means. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention relates to a vehicle side collision determination apparatus that determines a side collision of a vehicle.

  When the vehicle receives a side collision, the vehicle side structure is deformed or destroyed by the collision force. As the vehicle side structure is deformed / destructed, the vehicle moves laterally due to the pressure caused by the collision, and the vehicle body side portion vibrates left and right. It is necessary to avoid damage to the occupant due to the vehicle side part structure being destroyed or deformed and entering. In addition, it is necessary to avoid injury caused by a secondary collision of an occupant to a structure on the side of the vehicle because the vehicle moves laterally and inertia force acts on the occupant. Therefore, in order to protect the occupant from damage caused by side collision or secondary collision, the vehicle is equipped with an airbag device such as a side airbag, determines the side collision to the vehicle, deploys the airbag, Protects passengers.

  A side impact sensor (satellite sensor) that detects lateral acceleration is provided inside the side sill to provide a highly rigid part with a rigidity equal to or greater than a predetermined value on the side of the vehicle body to determine a side collision. The side collision of the vehicle is determined based on the acceleration detected by the sensor.

  In addition, in the single point determination using only the side impact sensor, the collision determination is made when the side impact sensor breaks down due to the collision determination due to a single impact or the like in the case of normal traveling or the like where the airbag does not need to be deployed, In order to prevent the inconvenience of deploying the airbag, a unit sensor for detecting lateral acceleration is arranged at the center console in the center of the vehicle body in the width direction, and the safing determination is performed based on the acceleration detected by the unit sensor. It implements and it is determined whether to deploy an airbag using the safing determination result and the collision determination result by the side impact sensor.

There exists patent document 1 as a prior art which concerns on the determination of the side collision of a vehicle. In Patent Document 1, a high-speed side collision that receives intense intrusion in a short time due to deformation of a vehicle side structure is determined by short-term integration and middle-interval integration of acceleration output from the side impact sensor. When the collision speed is relatively slow, the output acceleration is determined by the short interval integration and middle interval integration, and it is judged whether the collision is oblique or the collision with the structure with relatively small collision object rigidity. Is used to distinguish between strong door closing and kicking events and collision events in which speed changes occur over a relatively long time.
JP-A-10-185842

  However, Patent Document 1 distinguishes between a strong door closing (door slam) and kicking event and a collision event in which a speed change occurs over a relatively long time by long interval integration of acceleration output from the side impact sensor. However, since the focus is only on the time during which these events continue, the above two events can be distinguished when a strong door closing or kicking speed changes over a relatively long period of time. In addition, there was a problem that the side collision judgment was performed even in the event of strong door closing or kicking.

  In addition, when the collision speed is relatively slow, we consider the case of a structure with a relatively small collision or collision object rigidity from an oblique direction. Impact) and the vehicle side structure is not deformed or destroyed, the vehicle body is mainly moved by skidding, and there is no need to deploy the airbag. Since the side-slip phenomenon is not distinguished, the collision is judged only with the pressure component of the side-slip, even if no deformation / destruction occurs like the wheel impact, and the airbag is deployed. There was a problem of end.

  The present invention has been made in view of the above-described problems, and distinguishes between an event mainly composed of a vibration component and an event mainly composed of a pressure component as a non-collision event, and can make a collision determination with high accuracy. An object is to provide a side collision determination device.

According to the first aspect of the present invention, there is provided a side collision determination apparatus for a vehicle, the plurality of side impact sensors that are disposed on the left and right sides of the vehicle and that detect lateral acceleration, and the side impact sensors detect the side impact sensors. A low-pass filter that extracts a low-frequency component in a predetermined band included in the acceleration, a high-pass filter that extracts a high-frequency component in a predetermined band included in the acceleration detected by the side impact sensor, and the low-pass filter. Based on the acceleration of the high frequency component extracted by the pressure component calculating means for calculating the pressure component indicating the magnitude of the pressure moving in the lateral direction of the vehicle based on the acceleration of the low frequency component, and the high pass filter Vibration component calculating means for calculating a vibration component indicating the magnitude of vibration in which the vehicle vibrates in the lateral direction; Comparing the pressure component calculated by the pressure component calculating means and the vibration component calculated by the vibration component calculating means, the vehicle is mainly moved in the lateral direction, and the vehicle is vibrated in the lateral direction. Pressure / vibration component comparison means for determining whether the vehicle is a small non-collision event or a non-collision event in which the lateral movement of the vehicle is small, and the pressure / vibration There is provided a vehicle side collision determination device including a collision ignition signal output unit that outputs an ignition signal for deploying an airbag based on an event determination result of a component comparison unit.

According to a second aspect , in the first aspect , the pressure / vibration component comparison unit is configured such that the vibration component is less than or equal to a first vibration threshold and the pressure component is greater than or equal to the first pressure threshold. The vehicle is determined to be a non-collision event in which the lateral movement of the vehicle is the main body, the vibration of the side portion is small, the pressure component is less than or equal to the first pressure threshold, and the vibration component is the first There is provided a vehicle side collision determination device that determines that the vibration of the side portion is a main non-collision event when the vibration is equal to or greater than a vibration threshold.

According to a third invention, in the first invention, the pressure / vibration component comparison means is configured such that the pressure component is greater than the first pressure threshold and greater than the first pressure threshold. A side collision determination device for a vehicle that determines a non-collision event when the vibration component is smaller than the first vibration threshold and smaller than the second vibration threshold larger than the first vibration threshold. Provided.

According to a fourth invention, in the first invention, the pressure / vibration component comparison means includes an OFF region determined as a non-collision event and a non-collision event in a two-dimensional space composed of the pressure component and the vibration component. Whether the pressure component calculated by the pressure component calculation means and the vibration component calculated by the vibration component calculation means enter the OFF area with reference to an HPF-LPF map in which an ON area that is not determined is defined A vehicle side collision determination device for determining whether to enter the ON region is provided.

According to a fifth invention, in the first invention, the vibration component calculating means integrates the absolute value of the acceleration of the high frequency component extracted by the high pass filter in a first predetermined time interval, A vehicle side collision determination device for calculating the vibration component is provided.

According to the sixth invention, in the first aspect, the left and right sides of the absolute value of the acceleration detected by the side impact sensor, is integrated in the second predetermined time interval, it calculates the left and right side collision determination calculation value A collision determination calculation value calculation means, and a left and right side collision determination comparison means for comparing the left and right side collision determination calculation values with the side collision determination threshold and determining whether or not a side collision ON determination is made for the left and right. The collision ignition signal output means is provided with a vehicle side collision determination device that outputs the ignition signal based on an event determination result of the pressure / vibration comparison means and a collision determination result of the left and right side collision determination comparison means. The

According to a seventh aspect , in the sixth aspect , the unit sensor is arranged at the center in the width direction of the vehicle to detect lateral acceleration, and the unit sensor detects the acceleration detected by the unit sensor. Based on the direction of acceleration to be detected and the direction of acceleration detected by the side impact sensor calculated by the left and right side collision determination calculation value calculation means, integration is performed in the second predetermined time interval to calculate a safing determination calculation value Further comprising a safing determination calculation value calculating means, and a safing determination comparing means for comparing the safing determination calculation value with a safing determination threshold value to determine whether safing ON is determined. The ignition signal output means includes an event determination result of the pressure / vibration component comparison means, the left and right side collision determination comparison means and the safety signal. A side collision determination device for a vehicle that determines a direction in which the airbag should be deployed based on a determination result of the airbag determination comparison means, determines whether to deploy the airbag, and outputs the collision ignition signal Is provided.

According to the first invention, in the side collision, the side structure of the vehicle is deformed / destroyed, the vehicle moves in the lateral direction and the vehicle body side portion vibrates, but the pressure component moving in the lateral direction is low. The frequency component, the vibration component is a high frequency component, and in a collision that requires the airbag to be deployed, the acceleration detected by the side impact sensor must include both components. Door slam, kicking, etc. are mainly vibration, and wheel impact is mainly skidding, and in any case, there is no need to deploy the airbag. The pressure component calculating means calculates the pressure component, the vibration component calculating means calculates the vibration component, and the pressure / vibration component comparing means compares the pressure component with the vibration component, and the vehicle is driven in the lateral direction like the wheel impact. Since it is determined whether the movement is a non-collision event of the main body or the vibration of the side of the vehicle body is a non-collision event of the main body like a door slam, it is possible to reliably distinguish the event of a wheel hampact or door slam from a collision. In the event of a collision event, the airbag can be prevented from being deployed.

According to the second aspect of the present invention, the comparison between the vibration component and the first vibration threshold value, and the pressure component and the first pressure threshold value indicates that the event is mainly the lateral movement of the vehicle, or the vibration of the side of the vehicle body is the main component. It is possible to easily determine whether the event is a certain event.

According to the third invention, when the pressure component and the vibration component are at a certain level or more but are not determined to be a collision event, it is determined as a non-collision event. Can be determined.

According to the fourth invention, it is determined whether the pressure component and the vibration component enter the OFF region or the ON region with reference to the HPF-LPF map, so that various non-collision events can be determined more reliably.

According to the fifth aspect of the invention, the vibration component integrates the absolute value of the high frequency component in the first predetermined time interval. Can be calculated.

According to the sixth aspect of the present invention, the collision determination can be performed more reliably by combining the determination result by the left / right side collision determination comparison means and the determination result by the pressure / vibration component comparison means.

According to the seventh invention, the acceleration detected by the unit sensor is integrated based on the direction of the acceleration detected by the unit sensor and the direction of the acceleration detected by the side impact sensor calculated by the left / right side collision determination calculation value calculation means. Since the safing determination calculation value is calculated, the side collision direction can be identified by the safing determination calculation value, and the airbag can be deployed only on the collision side surface.

  FIG. 1 is a schematic configuration diagram of an occupant protection device according to an embodiment of the present invention. As shown in FIG. 1, the occupant protection device includes a control unit (ECU) 2, a steering handle 4, an instrument panel 6, airbags 8R and 8L, seat backs 10R and 10L, side airbags 12R and 12L, seat belt pres. Tensioners 14R and 14L, a unit sensor 16 and side impact sensors 18FR, 18FL, 18RR and 18RL are provided.

  The control unit 2 is an electronic control unit disposed at the center in the width direction of the vehicle. The control unit 2 includes a CPU, and performs processing related to side collision determination of the vehicle, which will be described later, by executing a program by the CPU. The steering handle 4 is provided in the driver's seat, and the instrument panel 6 is provided in front of the passenger seat. The airbag 8R is provided in the steering handle 4 of the driver's seat, and is deployed based on determination of a frontal collision of the vehicle by the control unit 2. The airbag 8L is provided in the instrument panel 6 in front of the passenger seat, and is deployed based on determination of a frontal collision of the vehicle by the control unit 2.

  The seat belt pretensioners 14R and 14L are provided on the seat belts of the driver seat and the passenger seat. The unit sensor 16 is an acceleration sensor that is provided in the control unit 2 and detects an acceleration (lateral acceleration) in a direction orthogonal to the longitudinal direction of the vehicle. The side impact sensors 18FR, 18FL, 18RR, and 18RL are acceleration sensors that are disposed on the left and right sides of the vehicle and detect lateral acceleration.

  FIG. 2 is a diagram illustrating an arrangement example of the side impact sensors 18FR, 18FL, 18RR, and 18RL in which the unit sensor 16 is arranged inside the control unit 2. In FIG. 2, only the right side surface is shown, and the left side surface is omitted because the side surface is symmetrical. The control unit 2 is disposed inside a center console 26 disposed on the front floor 27 of the vehicle formed on the hollow cylinder.

  The side impact sensor 18FR is disposed in a high-rigidity portion having a rigidity equal to or greater than a predetermined value at the side portion of the vehicle body, for example, a right side sill 24R below the right center pillar 22R. The side impact sensor 18RR is disposed in the vicinity of a rear wheel house (not shown) inside a high-rigidity portion whose rigidity is equal to or greater than a predetermined value, for example, a right side sill 24R below the right center pillar 22R. Cross members 28 disposed on the rear floor 29 are provided on the left and right side sills 24R, 24L.

  The side impact sensors 18FR, 18FL, 18RR, 18RL are provided inside the left and right side sills 24R, 24L, receive impact from the side surfaces by the left and right center pillars 22R, 22L, and are passed to the cross member 28 via the left and right side sills 24R. Since the impact energy is dispersed, the impact energy from the side surface is easily transmitted, and the impact can be detected with high sensitivity.

First Embodiment FIG. 3 is a functional block diagram relating to side collision determination of a vehicle of a control unit 2 according to a first embodiment of the present invention. As shown in FIG. 3, the functional block relating to the side collision determination includes a right side collision determination unit 50R and a left side collision determination unit 50L. The right side collision determination unit 50R includes a high speed right side collision determination unit 52R, a medium / low speed right side collision determination unit 54R, a side slip / vibration determination unit 56R, a safing determination unit 58R, and a right side collision ignition signal output unit 60R. The left side collision determination unit 50L includes a high speed left side collision determination unit 52L, a medium / low speed left side collision determination unit 54L, a side slip / vibration determination unit 56L, a safing determination unit 58L, and a left side collision ignition signal output unit 60L. Since the right side collision determination unit 50R and the left side collision determination unit 50L are substantially the same, the following description will be made without distinguishing the left and right by omitting the symbols L and R.

FIG. 4 is a detailed block diagram of the side collision determination means 50 in FIG. The high speed side collision determination means 52 includes a high speed collision determination calculation value ΔVpabs calculation means 70 and a high speed determination comparison means 72. As shown in the following formula (1), the high-speed collision determination calculation value ΔVpabs calculation means 70 is output from the side impact sensor 18FR or 18FL on the collision side, sampled at a predetermined sampling period, converted into a digital signal, and noise. There absolute value | G _SIS │ a predetermined time interval from the current time tn .DELTA.t1 before a predetermined time of acceleration G _SIS that has been removed [tn-Δt1, tn] is integrated in the calculated speed collision determination calculation value ΔVpabs1 To do. The time interval [tn−Δt1, tn] is a short time during which the high-speed collision determination can be executed.

ΔVpabs1 = ∫│G _SIS │dt (1)
The integration interval is [tn−Δt1, tn].

  The high-speed collision determination comparison means 72 compares the high-speed collision determination calculation value ΔVpabs1 calculated by the high-speed collision determination calculation value ΔVpabs calculation means 70 with the high-speed collision determination threshold value ΔVth1, and the high-speed collision determination calculation value ΔVpabs1 is the high-speed collision determination threshold value ΔVth1. When this is the case, the high-speed collision determination signal is set to the high level, and when the high-speed collision determination calculation value ΔVpabs1 is smaller than the high-speed collision determination threshold value ΔVth1, the high-speed collision determination signal is set to the low level.

At this time, high-speed collision determination calculation value ΔVpabs1, since that by integrating the absolute value | G _SIS │ acceleration G _SIS, but reflects the vibration component and a pressure component, as Doasuramu and kicking, side impact The vicinity of the sensor 18FR or 18FL vibrates, the vibration component is the main component, and in the case of a non-collision event where there is almost no pressure component, or the pressure component is the main component, such as a wheel impact, and there is almost no vibration component and it slides. Even in the case of a non-collision event, the high-speed collision determination signal may become a high level.

The medium / low speed side collision determination means 54 includes a medium / low speed collision determination calculation value ΔVpabs calculation means 74, a medium / low speed collision determination calculation value ΔSpabs calculation means 76, and a medium / low speed collision determination comparison means 78. The medium / low speed collision determination calculation value ΔVpabs calculation means 74 is output from the side impact sensor 18FR or 18FL on the collision side, sampled at a predetermined sampling period, and converted into a digital signal as shown in the following equation (2). absolute value | G _SIS │ a predetermined time interval from the current time tn .DELTA.t2 before a predetermined time of acceleration G _SIS that noise is removed [tn-Δt2, tn] is integrated in, medium or low speed collision determination calculation value ΔVpabs2 Is calculated.

ΔVpabs2 = ∫│G _SIS │dt (2)
The integration interval is [tn−Δt2, tn].

  The medium / low speed collision determination calculation value ΔSpabs calculation means 76 calculates the medium / low speed collision determination calculation value ΔVpabs2 calculated by the medium / low speed collision determination calculation value ΔVpabs2 from the current time tn, as shown in the following equation (3). Integration in a predetermined time interval [tn−Δt2, tn] up to a predetermined time Δt2 is performed to calculate a medium / low speed collision determination calculation value ΔSpabs. In the medium / low speed collision determination, the deformation and destruction of the vehicle side structure is gentle compared to the high speed collision determination. Therefore, by integrating the medium / low speed collision determination calculation value ΔVpabs2, the waveform is smoothed and stabilized. Middle / low speed judgment.

ΔSabs = ∫ΔVpabs2dt (3)
The integration interval is [tn−Δt2, tn].

  The medium / low speed collision determination / comparison means 78 compares the medium / low speed collision determination calculation value ΔSpabs calculated by the medium / low speed collision determination calculation value ΔSpabs calculation means 76 with the medium / low speed collision determination threshold value ΔSth, and the medium / low speed collision determination calculation value ΔSpabs is obtained. When the medium / low speed collision determination threshold value ΔSth is equal to or greater than the medium / low speed collision determination signal, the medium / low speed collision determination signal is set to the high level, and when the medium / low speed collision determination calculation value ΔSpab is smaller than the medium / low speed collision determination threshold value ΔSth, the medium / low speed collision determination signal is set to the low level. .

In this case, medium or low speed collision determination calculation value ΔSpabs, since that integrates the low speed collision determination calculation value ΔVpabs2 among obtained by integrating the absolute value | G _SIS │ acceleration G _SIS, vibration component and the pressure component is reflected However, even in the case of a non-collision event in which the vibration component is the main component such as a door slam or kicking, or in the case of a non-collision event in which the pressure component is the main component and is sliding, such as a wheel impact, The determination signal may become high level.

The side slip / vibration determination unit 56 includes a low-pass filter 80, a pressure component determination calculation value calculation unit 82, a high-pass filter 84, a vibration component determination calculation value calculation unit 86, and an HPF-LPF map comparison unit 88. The low-pass filter 80 passes the low frequency component of the acceleration _GSIS from which the noise component is removed while being sampled and converted into a digital signal at a predetermined sampling period. For example, a low frequency component of less than several tens of Hz is passed, a high frequency component of several tens of Hz or more is removed, and a low frequency acceleration component G _lpf is output. The low-frequency acceleration component G _lpf output from the low-pass filter 80 is an acceleration component (pressure component) due to lateral movement due to the pressure that the vehicle receives due to a collision.

The pressure component determination calculation value calculation means 82 calculates the absolute value | G _lpf | of the low-frequency acceleration component G _lpf output from the low-pass filter 80 from the current time tn for a predetermined time Δt3 as shown in the following equation (4). The pressure component determination calculation value ΔVpabs3 is calculated by integration in a predetermined time interval [tn−Δt3, tn]. The time interval [tn−Δt3, tn] is, for example, the same as the case where the high speed collision determination calculation value ΔVpabs1 is calculated.

ΔVpabs3 = ∫│G _lpf │dt (4)
The integration interval is [tn−Δt3, tn].

Pressure component determination calculation value ΔVpabs3, since the absolute value of the integral of a low-frequency acceleration components of less than a few tens Hz, a pressure component caused by the movement in the lateral direction of the low-frequency acceleration component G _lpf contained in acceleration G _SIS size This is an indication.

The high-pass filter 84 passes the high-frequency component of the acceleration _GSIS that has been sampled at a predetermined sampling period and converted into a digital signal and from which noise has been removed. For example, a high frequency component of several hundred Hz or more is passed, a frequency component of less than several hundred Hz is removed, and a high frequency acceleration component G _hpf is output. The high-frequency acceleration component G _hpf output from the high-pass filter 84 is a vibration component due to vibration on the side of the vehicle body.

The vibration component determination calculation value calculation means 86 calculates the absolute value | G _hpf | of the high-frequency acceleration component G _hpf output from the high-pass filter 84 from the current time tn for a predetermined time Δt4 before as shown in the following equation (5). Is integrated in a predetermined time interval [tn−Δt4, tn] until the vibration component determination calculation value ΔVpabs4 is calculated. The time interval [tn−Δt4, tn] is set to the same value as that when the high speed collision determination calculation value Vpabs1 is calculated, for example.

ΔVpabs4 = ∫ _| G hpf _| dt (5)
The integration interval is [tn−Δt4, tn].

Since the high frequency acceleration component G _hpf is a vibration component and changes over the positive and negative _directions , the absolute value of the high frequency acceleration component G _hpf is taken. Since the vibration component determination calculation value ΔVpabs4 is an integral of absolute values of high frequency components of several hundred Hz or more, it indicates the magnitude of vibration.

  The HPF-LPF map comparison unit 88 refers to the HPF-LPF map 100 shown in FIG. 5 to determine whether the pressure component determination calculation value ΔVpabs3 and the vibration component determination calculation value ΔVbabs4 enter the ON region or the OFF region. When entering the ON region, the pressure / vibration determination signal is set to the high level, and when entering the OFF region, the pressure / vibration determination signal is set to the low level.

  FIG. 5 is a diagram showing an HPF-LPF map 100 according to an embodiment of the present invention, in which the horizontal axis is a pressure component determination calculation value ΔVpabs3 that is a pressure component, and the vertical axis is a vibration component determination calculation value ΔVpabs4 that is a vibration component. It is. The ON region is a region in which the pressure component determination calculation value ΔVpabs3 and the vibration component determination calculation value ΔVpabs4 are determined to be ON, and the OFF region is a region in which the pressure component determination calculation value ΔVpabs3 and the vibration component determination calculation value ΔVpabs4 are determined to be OFF. is there. FIG. 6 is a diagram for explaining the OFF region of FIG.

When the vehicle receives a side collision, the vehicle side structure is deformed and destroyed by the collision force. As the vehicle side structure is deformed / destructed, the vehicle moves laterally due to the pressure caused by the collision, and the vehicle body side portion vibrates left and right. Therefore, in the case of a side collision, both the low-frequency acceleration component G _lpf and the high-frequency acceleration component G _hpf are equal to or higher than a certain level, and both of the pressure component determination calculation value ΔVpabs3 and the vibration component determination calculation value ΔVpabs4 are integrated. Is considered necessary to be at a certain level or more.

  In the case of door slam or kicking, the side part of the vehicle body vibrates but does not move in the lateral direction. Therefore, the vibration component determination calculation value ΔVpabs4 is the main component, and the pressure component determination calculation value ΔVpabs3 is the vibration component determination calculation value ΔVpabs4. It is a small non-collision event. In such a case, collision determination is avoided and the HPF-LPF map 100 is set so as to be in the first OFF region OFF1 as shown in FIG.

  In the case of a wheel impact, the vehicle moves in the lateral direction, but the vehicle side part structure is not deformed / destructed and the vehicle body side part does not vibrate, so the pressure component determination calculation value ΔVpabs3 is the main component, and the vibration component determination calculation The value ΔVpabs4 is a non-collision event that is smaller than the pressure component determination calculation value ΔVpabs3. In such a case, the HPF-LPF map 100 is set so as to avoid the collision determination and become the second OFF region OFF2. Note that the ON region may be used in a region where the pressure component is sufficiently large, such as a high-speed wheel impact.

  As described above, when either one of the pressure component determination calculation value ΔVpabs3 and the vibration component determination calculation value ΔVpabs4 is the main body and the other is small, it is not determined that the side collision occurs, and the HPF− The LPF map 100 is set. Further, even when both of the pressure component determination calculation value ΔVpabs3 and the vibration component determination calculation value ΔVpabs4 are small, the HPF-LPF map 100 is set so as to be in the OFF region without determining that the side collision occurs.

  In a side collision, the pressure component determination calculation value ΔVpabs3 and the vibration component determination calculation value ΔVpabs4 must be at a certain level or more due to deformation / destruction of the vehicle. The HPF-LPF map 100 is set so as to be in the third OFF region OFF3.

  As shown in FIG. 5, the HPF-LPF map threshold area, which is a boundary area between the ON area and the OFF area, includes lines L1, L2, and L3. In the line L1, the pressure component determination calculation value ΔVpabs3 is defined as the pressure component LOW threshold LOW (1), and the vibration component determination calculation value ΔVpabs4 is defined as the vibration component HI threshold Hi (2) or more. In the line L3, the pressure component determination calculation value ΔVpabs3 is greater than or equal to the pressure component HI threshold value Hi (1), and the vibration component determination calculation value ΔVpabs4 is defined by the vibration component LOW threshold value LOW (2).

  In the line L2, the pressure component determination calculation value ΔVpabs3 is the pressure component LOW threshold LOW (1), the vibration component determination calculation value ΔVpabs4 is the vibration component HI threshold Hi (2), and the pressure component determination calculation value ΔVpabs3 is The pressure component HI threshold value Hi (1) is defined by a straight line connecting points Q where the vibration component determination calculation value ΔVpabs4 is the vibration component LOW threshold value LOW (2).

  For example, when the pressure component determination calculation value ΔVbabs3 is equal to or less than the pressure component LOW threshold value LOW (1) and the vibration component determination calculation value ΔVpabs4 is equal to or greater than the vibration component LOW threshold value LOW (2), the pressure component determination calculation value ΔVbabs3 and the vibration component The determination calculation value ΔVpabs4 is determined to be a non-collision event in which vibration is the main subject, such as door slam or kicking, and is determined to be in the first OFF region OFF1.

  Further, when the pressure component determination calculation value ΔVpabs3 is equal to or greater than the pressure component LOW threshold LOW (1) and the vibration component determination calculation value ΔVpabs4 is equal to or less than the vibration component LOW threshold LOW (2), the pressure component determination calculation value ΔVbabs3 and the vibration component It is determined that the determination calculation value ΔVpabs4 is a non-collision event that does not require deployment of the airbags 12R and 12L that are mainly slippery, such as wheel impact, and is determined to be in the second OFF region OFF2.

  Further, when the pressure component determination calculation value ΔVpabs3 and the vibration component determination calculation value ΔVpabs4 enter the region surrounded by the straight line extending from the line L2 and the lines L1 and L3, either the pressure component or the vibration component is the main component. However, since both the pressure component determination calculation value ΔVpabs3 and the vibration component determination calculation value ΔVpabs4 are not at a certain level or more, there is almost no deformation or destruction of the vehicle, and there is no need to deploy the airbags 12R, 12L. It is judged that it enters into the 3rd OFF field OFF3.

The safing determination means 58 includes a safing determination calculation value ΔV calculation means 90 and a safing determination comparison means 92. As shown in the following equation (6), the safing determination calculation value ΔV calculation means 90 outputs the acceleration G output from the unit sensor 16, sampled at a predetermined sampling period, converted into a digital signal, and noise is removed. _{The ECU} is integrated in a predetermined time interval [tn−Δt5, tn] from the current time tn to a predetermined time Δt5 to calculate a safing determination calculation value ΔV5.

ΔV5 = ∫G _ECU dt (6)
The integration interval is [tn−Δt5, tn].

If the positive direction of acceleration detected by the side impact sensor 18FR or 18FL on the collision side is opposite to the positive direction of acceleration detected by the unit sensor 16, the side impact sensor 18FR or 18FL indicates the direction of acceleration detected by the unit sensor 16. The sign of the acceleration G _ECU or the safing determination calculation value from the unit sensor 16 is inverted to match the direction of the acceleration to be detected.

  The safing determination comparison unit 92 compares the safing determination calculation value ΔV5 calculated by the safing determination calculation value ΔV calculation unit 90 with the safing determination threshold value ΔVth2, and the safing determination calculation value ΔV5 is compared with the safing determination threshold value ΔVth2. When the above is true, the safing determination signal is set to the high level, and when the safing determination calculation value ΔV5 is smaller than the safing determination threshold value ΔVth2, the safing determination signal is set to the low level.

Here, to directly integrating the acceleration G _ECU safing determination calculation value ΔV5 without integrating the absolute value of the acceleration G _ECU is fast side collision determining means 52R, 52L and medium or low speed side collision determining means 54R, the 54L Since the acceleration G _SIS is integrated to calculate the high speed collision determination calculation value ΔVpabs1 and the medium / low speed collision determination calculation value ΔSpabs, the side collision may be determined for both the left and right sides. By identifying the collision direction by the safing determination means 56, the collision side safing determination signal is set to high level, the non-collision side safing determination signal is set to low level, and the side airbags 12R, 12L on the collision side are set. For example, the side airbags 12L and 12R on the non-collision side are not deployed.

When the positive direction of the acceleration detected by the side impact sensor 18FR or 18FL on the collision side is opposite to the positive direction of the acceleration detected by the unit sensor 16, the output acceleration G _ECU of the unit sensor 16 and the safing determination calculation value The safing determination threshold value ΔVth2 may be negative without inverting the sign.

  Side collision ignition signal output means 60 includes AND circuits 94 and 96 and an OR circuit 98. The AND circuit 94 outputs an AND of the high-speed collision determination signal, the pressure / vibration determination signal, and the safing determination signal to the OR circuit 98. The AND circuit 96 outputs an AND of the medium / low speed collision determination signal, the pressure / vibration determination signal, and the safing determination signal to the OR circuit 98. At this time, in a non-collision event where the vibration component is the main component such as a door slam or kicking, or in the case of a side slip where the pressure component is the main component such as a wheel impact, the high-speed collision determination signal and the medium-low speed collision determination signal are Even so, since the pressure / vibration determination signal is at a low level, the airbags 12L and 12R are not deployed. The OR circuit 98 outputs OR of outputs from the AND circuits 94 and 96 as an ignition signal.

7 and 8 are flowcharts illustrating a vehicle side collision determination method according to an embodiment of the present invention. 9 to 14 are time charts showing a vehicle side collision determination method. Hereinafter, a side collision determination method for a vehicle will be described with reference to these drawings. Here, a case where right side collision is determined will be described. In step S2, as shown in equation (1), the absolute value of the acceleration G _SIS output from the side impact sensor 18FR, sampled at a predetermined sampling period, converted into a digital signal, and noise is removed | G _SIS | Is integrated in a predetermined time interval [tn−Δt1, tn] from the current time tn to a predetermined interval Δt1 to calculate a high-speed collision determination calculation value ΔVpabs1.

  In step S4, the high-speed collision determination calculation value ΔVpabs1 calculated in step S2 is compared with the high-speed collision determination threshold value ΔVth1, and it is determined whether or not the high-speed collision determination calculation value ΔVpabs1 is equal to or higher than the high-speed collision determination threshold value ΔVth1. If a positive determination is made, the process proceeds to step S8. If a negative determination is made, the process proceeds to step S6. In step S6, 0 is substituted for the ΔV flag, and the process proceeds to step S10. In step S8, 1 is substituted into the ΔV flag, and the process proceeds to step S10.

In step S14, as shown in Expression (2), the absolute value of the acceleration G _SIS output from the side impact sensor 18FR, sampled at a predetermined sampling period, converted into a digital signal and noise is removed | G _SIS | Are integrated in a predetermined time interval [tn−Δt2, tn] from the current time tn to a predetermined time Δt2 to calculate a medium / low speed collision determination calculation value ΔVpabs2.

  In step S16, as shown in the equation (3), the medium / low speed collision determination calculation value ΔVpabs2 calculated in step S14 is determined in a predetermined time interval [tn−Δt2, tn] from the current time tn to a predetermined time Δt2. Integration is performed to calculate a medium / low speed collision determination calculation value ΔSpabs.

  In step S18, it is determined whether or not the medium / low speed collision determination calculation value ΔSpabs calculated in step S16 is equal to or greater than the medium / low speed collision determination threshold value ΔSth. If a positive determination is made, the process proceeds to step S22. If a negative determination is made, the process proceeds to step S20. In step S20, 0 is substituted into the ΔS flag, and the process proceeds to step S38. In step S22, 1 is substituted into the ΔS flag, and the process proceeds to step S38.

In step S24, the low frequency component of the acceleration _GSIS sampled at a predetermined sampling period and converted into a digital signal and noise is removed is passed. For example, a low frequency component of less than several tens Hz is passed, a frequency component of several tens of Hz or more is removed, and a low frequency acceleration component G _lpf is output.

In step S26, as shown in the equation (4), the absolute value | G _lpf | of the low-frequency acceleration component G _lpf extracted in step S24 is changed to a predetermined time interval [tn from the current time tn to a predetermined time Δt3. -Δt3, tn] is integrated to calculate the pressure component determination calculation value ΔVpabs3. The time interval [tn−Δt3, tn] is, for example, the same as the case where the high speed collision determination calculation value ΔVpabs1 is calculated.

In step S28, the high frequency component of the acceleration _GSIS that has been sampled at a predetermined sampling period and converted into a digital signal and from which noise has been removed is passed. For example, a high frequency component of several hundred Hz or more is passed, a frequency component of less than several hundred Hz is removed, and a high frequency acceleration component G _hpf is output.

In step S30, as shown in equation (5), the absolute value | G _hpf | of the high-frequency acceleration component G _hpf extracted in step S28 is changed to a predetermined time interval [tn− from the current time tn to a predetermined time Δt4. The vibration component determination calculation value ΔVpabs4 is calculated by integration at Δt4, tn]. The time interval [tn−Δt4, tn] is assumed to be the same as that for calculating the high-speed collision determination calculation value ΔVpabs1, for example.

  In step S32, referring to the HPF-LPF map 100, it is determined whether the pressure component determination calculation value ΔVpabs3 and the vibration component determination calculation value ΔVbabs4 enter the ON region or the OFF region. When entering the OFF region, the process proceeds to step S34. When entering the ON region, the process proceeds to step S36. In step S34, 0 is substituted for the map flag, and the process proceeds to step S10 and step S38. In step S36, 1 is substituted into the map flag, and the process proceeds to step S10 and step S38.

FIG. 9 is an image waveform diagram of acceleration _GSIS when a vehicle-like structure is caused to collide with a vehicle at a side collision of 30 km / h. As shown in FIG. 9, the acceleration G _SIS is a vibration component caused by vigorous vibration of the vehicle body side at a frequency of several hundred Hz or more due to deformation or destruction of the vehicle side structure, and the vehicle moves in the lateral direction. Pressure component. This pressure component makes the positive amplitude larger than the negative amplitude.

Figure 10 plots the pressure component determination calculation value ΔVpabs3 and vibration component determination calculation value ΔVpabs4 the absolute value of the low-frequency acceleration components G _lpf and high frequency acceleration components G _hpf of the acceleration G _SIS integrated over a predetermined integration interval shown in FIG. 9 FIG. As shown in FIG. 10, when the speed is 30 km / h, both of the pressure component determination calculation value ΔVpabs3 and the vibration component determination calculation value ΔVpabs4 take a large value, and enters the ON region in the HPF-LPF map 100. The map flag becomes 1.

Figure 11 is an image waveform diagram of the acceleration G _SIS in the case of Doasuramu. As shown in FIG. 11, the acceleration G _SIS includes a vibration component caused by vigorous vibration of the side of the vehicle body at a frequency of several hundreds of Hz or more. , The pressure component is not included, and the positive and negative amplitudes are substantially equal.

Figure 12 plots the pressure component determination calculation value ΔVpabs3 and vibration component determination calculation value ΔVpabs4 the absolute value of the low-frequency acceleration components G _lpf and high frequency acceleration components G _hpf of the acceleration G _SIS integrated over a predetermined integration interval shown in FIG. 11 FIG. As shown in FIG. 12, in the case of a door slam, the vibration component is the main component, and the vibration component determination calculation value ΔVpabs4 is large. However, since the pressure component is hardly included and the pressure component determination calculation value ΔVpabs3 is small, HPF-LPF In the map 100, the map enters the OFF region, and the map flag becomes 0.

FIG. 13 is an image waveform diagram of acceleration _{GSIS in} the case of wheel impact. As shown in FIG. 13, the acceleration _GSIS does not cause deformation or destruction of the vehicle side structure, mainly includes a pressure component due to skidding that causes the vehicle to move laterally, and there is almost no vibration on the side of the vehicle body. It can be seen that there is almost no vibration component. Since the pressure component is the main component, the positive acceleration is relatively larger than the negative acceleration.

Figure 14 plots the pressure component determination calculation value ΔVpabs3 and vibration component determination calculation value ΔVpabs4 the absolute value of the low-frequency acceleration components G _lpf and high frequency acceleration components G _hpf of the acceleration G _SIS integrated over a predetermined integration interval shown in FIG. 13 FIG. As shown in FIG. 14, in the case of wheel impact, the pressure component is the main component, and the pressure component determination calculation value ΔVpabs3 is large. However, since the vibration component is hardly included and the vibration component determination calculation value ΔVpabs4 is small, HPF− In the LPF map 100, the map enters the OFF region and the map flag becomes 0.

  As described above, an event mainly including a vibration component such as a door slam and a non-collision event including an event mainly including a pressure component such as a wheel impact, and a collision event in which both the vibration component and the pressure component are at a certain level or more. Differentiated.

  Referring again to FIG. 7, it is determined whether or not the map flag is 1 in step S10. If a positive determination is made, the process proceeds to step S54 in FIG. If a negative determination is made, the process proceeds to step S12. In step S12, 0 is substituted for the ΔV flag, and the process proceeds to step S54 in FIG.

  In step S38, it is determined whether or not the map flag is 1. If a positive determination is made, the process proceeds to step S50 in FIG. If a negative determination is made, the process proceeds to step S40. In step S40, 0 is substituted into the ΔS flag, and the process proceeds to step S50 in FIG.

In step S42, as shown in the equation (6), the acceleration G _ECU output from the unit sensor 16, sampled at a predetermined sampling period, converted into a digital signal, and noise-removed is determined for a predetermined time from the current time tn. Integration is performed in a predetermined time interval [tn−Δt5, tn] before Δt5 to calculate a safing determination calculation value ΔV5.

  In step S44, it is determined whether or not the safing determination calculation value ΔV5 is greater than or equal to the safing determination threshold value ΔVth2. If a positive determination is made, the process proceeds to step S48. If a negative determination is made, the process proceeds to step S46. In step S46, 0 is substituted for the safing flag, and the process proceeds to step S50 and step S54 in FIG. In step S48, 1 is substituted into the safing flag, and the process proceeds to step S50 and step S54 in FIG.

  In step S50 in FIG. 8, it is determined whether the safing flag is 1 or not. If a positive determination is made, the process proceeds to step S58. If a negative determination is made, the process proceeds to step S52. In step S52, 0 is substituted into the ΔS flag, and the process proceeds to step S58.

  In step S54, it is determined whether or not the safing flag is 1. If a positive determination is made, the process proceeds to step S58. If a negative determination is made, the process proceeds to step S56. In step S56, 0 is substituted into the ΔV flag.

  In step S58, it is determined whether or not the ΔV flag is 1. If a positive determination is made, the process proceeds to step S66. If a negative determination is made, the process proceeds to step S60. In step S60, it is determined whether or not the ΔS flag is 1. If a positive determination is made, the process proceeds to step S64. If a negative determination is made, the process proceeds to step S62.

  In step S62, 0 is substituted for the ignition flag. In step S64, 1 is substituted for the ignition flag. In step S66, 1 is substituted into the ignition flag. When the ignition flag is 1, a squib (not shown) is ignited, and the side airbag 12R and a side air curtain (not shown) are deployed.

According to the first embodiment described above, the side impact sensors 18FR, from the acceleration G _SIS of 18FL, using a low-pass filter, extracts a pressure component which is a low-frequency band, using a high-pass filter is a high frequency band The vibration component is extracted, the pressure component is the main, the phenomenon that does not need to deploy the airbags 12R, 12L only by side slip such as wheel impact with a small vibration component, the door component of the vibration component, the pressure component is small, Since it is possible to accurately distinguish events that do not need to deploy the airbags 12R and 12L, such as kicking, and events that do not require deployment of the airbags 12R and 12L, both vibration components and pressure components are relatively small. In this case, it is possible to prevent the airbags 12R and 12L from being deployed.

  Since the absolute values of the high-frequency component extracted from the high-pass filter and the low-frequency component extracted from the low-pass filter are integrated, the vibration component and pressure component can be calculated stably, making collision determination more stable. It can be carried out.

  In the present embodiment, the HPF-LPF threshold region, which is the boundary region between the ON region and the OFF region of the HPF-LPF map, is defined by a line with two points P and Q. However, the collision is not caused by two points but by a plurality of points. The shape may be defined by a curve according to the acceleration from the side impact sensor that is output according to the vehicle body structure or the arrangement of the side impact sensor in an event such as door slam or wheel impact.

The absolute value | G _lpf │ and the absolute value of the high frequency acceleration component G _hpf of the low-frequency acceleration component G _lpf output pressure component determination calculation value calculating means and the vibration component determination calculation value calculating means from the low-pass and high-pass filters │ G _hpf │ was integrated in the same integration interval as in the case of high-speed collision determination, but in addition, it is integrated in the same integration interval as in the case of medium-low speed collision determination, or further integrated, and the HPF-LPF map is determined as high-speed collision determination. May be provided separately for medium / low speed collision determination, and it may be determined whether it is the ON region / OFF region, and AND may be performed with high speed collision determination or medium / low speed collision determination. Furthermore, not only in the case of a side collision, but also in the case of a frontal collision, the frontal collision determination may be performed by calculating a low-frequency pressure component that indicates movement toward the rear of the vehicle and a high-frequency vibration component before and after the vehicle.

Second Embodiment FIG. 15 is a functional block diagram related to a side collision determination of a vehicle of a control unit 2 according to a second embodiment of the present invention. The same components as those in FIG. A reference is attached. The side collision determination unit 101 is different from the side collision determination unit 52 in that the high speed side collision determination unit 52 and the medium / low speed side collision determination unit 54 are deleted. FIG. 16 is a detailed block diagram of the side collision determination means 101 in FIG. 15, and components substantially the same as those in FIG. 4 are given the same reference numerals.

  The side slip / vibration determination unit 102 includes a low-pass filter 80, a pressure component determination calculation value calculation unit 110, a high-pass filter 84, a vibration component determination calculation value calculation unit 112, and an HPF-LPF map comparison unit 114. The low-pass filter 80 and the high-pass filter 84 are substantially the same as those in FIG.

The pressure component determination calculation value calculation means 110 calculates the absolute value | G _lpf | of the low-frequency acceleration component G _lpf output from the low-pass filter 80 from the current time tn for a predetermined time Δt6 as shown in the following equation (7). The pressure component determination calculation value ΔVpabs5 is calculated by integration in a predetermined time interval [tn−Δt6, tn]. The time interval [tn−Δt6, tn] is, for example, the same as the case of calculating the high-speed collision determination calculation value described in the first embodiment. This is because it is necessary to determine a high-speed side collision within a certain time.

ΔVpabs5 = ∫│G _lpf │dt (7)
The integration interval is [tn−Δt6, tn].

As shown in the following equation (8), the vibration component determination calculation value calculation means 112 determines the absolute value | G _hpf | of the high-frequency acceleration component G _hpf output from the high-pass filter 84 from the current time tn to the predetermined time tn. Is integrated in a predetermined section [tn−Δt7, tn] up to the time Δt7, to calculate the vibration component determination calculation value ΔVpabs6.

ΔVpabs6 = ∫ _| G hpf _| dt (8)
The integration interval is [tn−Δt7, tn].

A pressure component determination calculation value and a vibration component determination calculation value for high-speed side collision determination, and a pressure component determination calculation value and a vibration component determination calculation value for medium-low speed side collision determination may be calculated separately. For example, the pressure component determination calculation value and the vibration component determination calculation value for medium-low speed side collision determination are set to the low-frequency acceleration component G _lpf that is the output of the low-pass filter 80 or the high-pass filter 84, as in ΔSab of the first embodiment. _And after integrating the absolute value of the high-frequency acceleration component G _hpf , it is calculated by further integrating.

  The HPF-LPF map comparison unit 114 refers to the HPF-LPF map, determines whether the pressure component determination calculation value ΔVpabs5 and the vibration component determination calculation value ΔVpabs6 are located in the ON region or the OFF region, and turns on. When located in the region, the pressure / vibration determination signal is set to the high level, and when located in the OFF region, the pressure / vibration determination signal is set to the low level.

  The HPF-LPF map not only discriminates between a side-sliding-oriented event and a collision event such as a door slam-like vibration and a wheel impact, but also performs a high-speed collision determination and a low-speed collision determination within a predetermined time. An ON area and an OFF area are set so as to be able to. When the pressure component determination calculation value ΔVpabs5 and the vibration component determination calculation value ΔVpabs6 are separately calculated for the high speed determination and the medium speed / low speed determination, the HPF-LPF map is also provided separately. The side collision ignition signal means 104 ANDs the pressure / vibration determination signal and the safing determination signal by the AND circuit 116 and outputs an ignition signal.

  According to the second embodiment described above, the same effects as those of the first embodiment can be obtained.

It is a schematic structure figure of a crew member protection device of an embodiment of the present invention. It is a figure which shows the example of arrangement | positioning of a unit sensor and a side impact sensor. It is a functional block diagram of the side collision judging device for vehicles by a 1st embodiment of the present invention. FIG. 4 is a detailed block diagram of FIG. 3. It is a figure which shows a HPF-LPF map. It is a figure which shows the skid and door slam in a HPF-LFP map. It is a flowchart of the vehicle side collision determination method by 1st Embodiment of this invention. It is a flowchart of the vehicle side collision determination method by 1st Embodiment of this invention. It is an image waveform diagram of G in the case of a side collision at a speed of 30 km / h. It is the figure which plotted the pressure component determination calculation value and the vibration component determination calculation value about the acceleration of FIG. It is an image waveform diagram of G in the case of Doorslam. It is the figure which plotted the pressure component determination calculation value and the vibration component determination calculation value about the acceleration of FIG. It is an image waveform diagram of G in the case of skidding. It is the figure which plotted the pressure component determination calculation value and the vibration component determination calculation value about the acceleration of FIG. It is a functional block diagram of the side collision judging device for vehicles by a 2nd embodiment of the present invention. FIG. 16 is a detailed block diagram of FIG. 15.

Explanation of symbols

2 Control unit 16 Unit sensor 18FR, 18FL, 18RR, 18RL Side impact sensor 52R, 52L High speed side collision determination means 54R, 54L Medium / low speed side collision determination means 56R, 56L, 102R, 102L Side slip / vibration determination means 58L, 58R Determination means 60L, 60R Collision ignition signal output means

Claims (3)

A vehicle side collision determination device,
A plurality of side impact sensors arranged on the left and right sides of the vehicle for detecting lateral acceleration;
A low pass filter for extracting a low frequency component of a predetermined band included in the acceleration detected by the side impact sensor;
A high-pass filter that extracts a high-frequency component of a predetermined band included in the acceleration detected by the side impact sensor;
Pressure component calculation means for calculating a pressure component indicating the magnitude of pressure at which the vehicle moves laterally by integrating the absolute value of the acceleration of the low frequency component extracted by the low pass filter once in a predetermined time interval; ,
A vibration component that calculates a vibration component indicating the magnitude of vibration that the side portion vibrates laterally by integrating the absolute value of the acceleration of the high-frequency component extracted by the high-pass filter once in a predetermined time interval. A calculation means;
Comparing the pressure component calculated by the pressure component calculation means and the vibration component calculated by the vibration component calculation means, the vehicle is mainly moved in the lateral direction, and the vibration of the side portion is small. Pressure / vibration component comparison means for determining whether the event is a collision event or a non-collision event in which the lateral movement of the vehicle is the main and the lateral movement of the vehicle is small;
Based on the event determination result of the pressure / vibration component comparison means, a collision ignition signal output means for outputting an ignition signal for deploying an airbag;
Left and right high speed side collision determination calculation value calculating means for calculating an absolute value of acceleration detected by the side impact sensor once in a predetermined time interval and calculating a left and right high speed side collision determination calculation value;
Left and right high speed side collision determination comparing means for comparing the left and right high speed side collision determination calculation value and the high speed side collision determination threshold,
A right / left / medium / low / low-speed side collision determination calculation value calculating means for calculating the right / left / medium / low / low-speed side collision determination calculation value by integrating the absolute value of the acceleration detected by the side impact sensor twice in a predetermined time interval;
The left / right / medium / low / low-speed side collision determination calculation value and the medium / low-speed side collision determination threshold are compared, and the left / right / medium / low / low-speed side collision determination / comparison means for determining whether to determine whether the medium / low-speed side collision is ON
A unit sensor arranged in the center of the vehicle in the width direction to detect lateral acceleration;

In order to identify the direction of a side collision, the acceleration detected by the unit sensor is integrated once in a predetermined time interval, and a left and right safing determination calculation value calculating means for calculating a left and right safing determination calculation value;
A left and right safing determination comparison means for comparing the left and right safing determination calculation value with a safing determination threshold and determining whether safing ON is determined on either the left or right side;
Equipped with,
The pressure / vibration component comparison means refers to an HPF-LPF map in which an OFF region that is determined to be a non-collision event and an ON region that is not determined to be a non-collision event are defined in a two-dimensional space including a pressure component and a vibration component. And determining whether the pressure component calculated by the pressure component calculation means and the vibration component calculated by the vibration component calculation means enter the OFF region or the ON region,
The collision ignition signal output means includes: an event determination result of the pressure / vibration component comparison means; a determination result of the left / right / high speed side collision determination / comparison means; a determination result of the left / right / medium / low speed side collision determination / comparison means; A vehicle side surface characterized by determining a direction in which the airbag is to be deployed based on a determination result of a comparison unit, determining whether to deploy the airbag, and outputting the collision ignition signal. Collision determination device.   The pressure / vibration component comparison means is mainly configured to move the vehicle laterally when the vibration component is less than or equal to a first vibration threshold and the pressure component is greater than or equal to the first pressure threshold. If the pressure component is less than or equal to the first pressure threshold and the vibration component is greater than or equal to the first vibration threshold, the side vibration is mainly The side collision determination device for a vehicle according to claim 1, wherein it is determined that the event is a collision event. The pressure / vibration component comparison unit is configured such that the pressure component is larger than the first pressure threshold and smaller than a second pressure threshold larger than the first pressure threshold, and the vibration component is equal to the first vibration threshold. 2. The vehicle side collision determination device according to claim 1, wherein the vehicle side collision determination device according to claim 1, wherein the vehicle side collision determination device determines that the event is a non-collision event when the value is smaller than a second vibration threshold value greater than the first vibration threshold value.

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