JP5911021B2 - Vehicle collision determination device - Google Patents

Description

  The present invention relates to a vehicle collision determination device suitable for detecting a side collision of a vehicle.

  Conventionally, a technique for detecting a side collision based on a pressure change inside a side door of a vehicle is known. In addition, in order to improve the accuracy of side collision detection, side collision is determined by the combination of the acceleration sensor or pressure sensor provided in the door, the acceleration sensor provided in the B pillar, and the floor sensor provided on the floor of the vehicle body. Techniques for doing this are also known. That is, the side collision is detected by the sensor mounted on the side surface of the vehicle body and the sensor mounted on the center of the vehicle body.

  A number of patent applications have been filed for techniques for detecting side collisions. For example, Patent Document 1 discloses a side collision determination system capable of accurately detecting various collision objects and keeping the number of sensors to the minimum number. Further, Patent Document 2 discloses a collision detection device that appropriately operates two or more occupant safety means whose operations differ depending on a collision mode such as a forward collision or a side collision.

JP 2007-55509 A International Publication No. 96/27514

  However, according to the side collision determination system disclosed in Patent Document 1, although the speed of collision detection is increased, in order to detect a collision anywhere on the left and right sides of the vehicle, a lateral acceleration or displacement is applied. The first left sensor, the first right sensor, the second left sensor, and the second right sensor for detection are required, and the number of necessary sensors is still not small. Further, according to the collision detection device disclosed in Patent Document 2, components of both accelerations are calculated from two acceleration sensors for each collision detection axis, and occupant safety associated with each collision detection axis based on the calculated value. In order to select and operate the means, the number of acceleration sensors can be reduced as compared with the technique disclosed in Patent Document 1, but since the acceleration component is obtained by calculation by a small amount, it takes time to detect the collision.

  On the other hand, in the case of a vehicle in which the passenger compartment is made of carbon fiber reinforced plastic (CFRP) or the skeleton is integrally formed with a bathtub structure, the vehicle body is locally deformed even if a side collision occurs. However, since direct deformation at the time of a side collision is reduced, direct deformation cannot be detected by a sensor mounted on the side surface of the vehicle, and a countermeasure for this is desired. In addition, when a side collision occurs in the vehicle, only the side member such as the B pillar does not vibrate as in the conventional case, and vibrates in the entire passenger compartment. In many cases, the side collision can be detected quickly by using the acceleration signal. Here, the bathtub structure refers to a skeleton in which a frame surrounding the vehicle body is joined by a high-strength member or integrated with a cured resin such as the above-described CFRP.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle collision determination device that can quickly detect a side collision with a small number of acceleration sensors.

According to a first aspect of the present invention, there is provided a vehicle collision determination device including a frame in which a frame surrounding a vehicle body is coupled with a high-strength member or integrated with a reinforced resin, and acceleration detected by a sensor mounted on the vehicle body. A vehicle collision determination device that detects a side collision by a signal,
A first sensor that is provided in the vehicle interior and detects a first acceleration in a lateral direction of the vehicle, the first sensor having a first distance to a center of gravity in the front-rear direction of the vehicle, and the vehicle interior The first sensor to the position of the center of gravity of the sensor that detects a second acceleration in the lateral direction of the vehicle by being positioned rearward of the vehicle from a position where the first sensor is disposed . An integrated value of the first acceleration and an integrated value of the second acceleration in order to deploy a second sensor having a second distance greater than a distance of 1, and an air bag on the side of the vehicle. And a determination unit that determines whether or not a side collision of the vehicle has occurred.

The invention according to claim 2 has a skeleton in which a frame surrounding the vehicle body is joined by a high-strength member or integrated with a reinforced resin, and a side collision is detected by an acceleration signal detected by a sensor mounted on the vehicle body. A vehicle collision determination device that detects a first acceleration in a front-rear direction of the vehicle, the first distance being provided in a vehicle interior and detecting a first acceleration in a side surface direction of the vehicle. The first sensor and the sensor that is provided in the vehicle interior and detects a second acceleration in the lateral direction of the vehicle by being positioned in the rearward direction of the vehicle from a position where the first sensor is disposed. Integration of the first acceleration to deploy a second sensor having a second distance greater than the first distance to the center of gravity position and an air bag on the side of the vehicle. and values, and before Symbol second acceleration Serial and first integral value and the determination unit for determining whether or not a side impact of the vehicle has occurred by using the difference between the acceleration, characterized by comprising a.

  The invention according to claim 3 is the vehicle collision determination device according to claim 1 or 2, wherein the compartment is formed of carbon fiber reinforced resin, and the compartment includes a front floor panel and a rear end of the front floor panel. A rear floor panel connected via a kick-up portion, left and right side sill portions extending in the front-rear direction along both side edges of the front floor panel and the rear floor panel, and the front floor panel and the side sill portion. A front wall portion rising from a front end and a rear wall portion rising from a rear end of the rear floor panel and the left and right side sill portions are formed in a bathtub shape.

According to a fourth aspect of the present invention, in the vehicle collision determination device according to any one of the first to third aspects, the first sensor and / or the second sensor are arranged on a center line of the vehicle. It is characterized by.

  According to the present invention, it is possible to provide a vehicle collision determination device that can quickly detect a side collision with a small number of acceleration sensors.

The top view showing the example of arrangement of a plurality of sensors provided in vehicles is shown. The structure of the vehicle collision determination apparatus which concerns on embodiment of this invention is shown. The perspective view showing the structural example of the vehicle body frame | skeleton of a vehicle and the example of arrangement | positioning of a sensor is shown. Each experimental condition of the side impact test is shown. The basic operation | movement of the vehicle collision determination apparatus which concerns on embodiment of this invention is shown. The SV map (high-speed) used in Example 1 and its determination threshold are shown. The SV map (low speed) used in Example 1 and its determination threshold are shown. The SV map used in Example 2 and its determination threshold are shown. The SV map used in Example 3 and its determination threshold value are shown. The SV map of a comparative example and its determination threshold are shown.

  The best mode described below is used to easily understand the present invention. Accordingly, those skilled in the art should note that the present invention is not unduly limited by the embodiments described below.

(Configuration of the embodiment)
FIG. 1 is a plan view illustrating an arrangement example of sensors provided in a vehicle. The vehicle 100 can include a vehicle collision determination unit 20 (hereinafter simply referred to as a unit 20) that determines a collision of the vehicle 100, and the unit 20 is provided at the center of the vehicle 100. The unit 20 can be provided on the floor of the passenger compartment of the vehicle 100, and the unit 20 can incorporate the floor sensor (first sensor or second sensor) 22 shown in FIG.

  2 may be provided in a chamber (for example, an instrument panel, a steering handle, etc., not shown) outside the unit 20. Alternatively, the unit 20 incorporating the floor sensor 22 may be provided in a passenger compartment (for example, an instrument panel, a steering handle, etc.) other than the floor. The floor sensor 22 can be called a unit sensor.

  The vehicle 100 can further include a satellite safing sensor 18 (second sensor or first sensor), and the satellite safing sensor (hereinafter simply referred to as SSS 18) in FIG. Is arranged. The unit 20 can use the output of the SSS 18 so that the unit 20 can more appropriately determine, for example, whether or not the side airbag should be deployed.

FIG. 2 shows a configuration example of the vehicle collision determination device 10 according to the present embodiment. The vehicle collision determination device 10 includes, for example, a unit 20. The unit 20 includes a floor sensor 22 that detects acceleration (first acceleration) in the Y axis ( side surface direction) of the vehicle 100. At this time, the determination unit 24 determines whether or not a side collision has occurred using the integral value of the first acceleration. Here, the integral value has a first-order integral value and a second-order integral value of the first acceleration. These integral values are calculated by the calculation unit 26. Details will be described later.

The vehicle collision determination device 10 also includes an SSS 18 that detects acceleration (second acceleration) in the Y axis ( side direction) of the vehicle 100. The determination unit 24 may detect a side collision based on the outputs of the floor sensor 22 and the SSS 18. At this time, the determination unit 24 determines whether or not a side collision has occurred using the first acceleration (unit G) output from the floor sensor 22 and the integrated value of the second acceleration output from the SSS 18. judge. Further, the determination unit 24 determines whether or not a side collision has occurred using the integral value of the first acceleration and the integral value of the difference between the second acceleration and the first acceleration (SSS-UnitY) G. You may judge. This is effective for determining a side collision when there is a collision in the rear seat. Details will be described later.

  That is, in the vehicle collision determination device 10 according to the present embodiment, when the front seat has a collision, the distance to the center of gravity in the front-rear direction of the vehicle is short, so that the vehicle body is pushed as a whole. The size of the collision can be understood by itself. As a result, the determination becomes possible. On the other hand, when a collision occurs in the rear seat, the distance to the center of gravity position is long, so the vehicle body rotates, and accordingly, the size of the collision is less likely to appear in the movement of the vehicle body. Conversely, there is a difference in the speed of rotation. For this reason, since a difference in rotational speed appears in the difference between the output of the unit 20 (floor sensor 22) and the SSS 18, side collision is detected by using this difference.

  As shown in FIG. 2, the output of the floor sensor 22 is biaxial. Specifically, the output of the floor sensor 22 has both the front direction DF and rear direction DB acceleration of the vehicle 100 and the right direction DR and left direction DL acceleration of the vehicle 100. However, the acceleration in the front direction DF and the rear direction DB of the vehicle 100 may be the acceleration (deceleration) of only the rear direction DB of the vehicle 100. Further, the acceleration in the right direction DF and the left direction DL of the vehicle 100 may be an acceleration only in the right direction DR of the vehicle 100, or may be an acceleration only in the left direction DL of the vehicle 100.

Further, one of the two axes may be inclined by a first predetermined angle with respect to the side surface direction. At this time, the first acceleration is calculated from the first predetermined angle. That is, as the resolution of the acceleration sensor including the floor sensor 22 is improved, the floor sensor 22 can be mounted obliquely. Further, the floor sensor 22 detects the third acceleration in the X direction of the vehicle, and at this time, the other of the two axes may be inclined by a second predetermined angle with respect to the side surface direction. At this time, the third acceleration is calculated from the second predetermined angle, and the determination unit 24 determines whether or not a side collision has occurred using the integrated value of the third acceleration. Here, a side collision has occurred when it is determined that a collision has occurred using the integrated value of the third acceleration, and a collision has been determined using the integrated value of the first acceleration. May be confirmed. That is, the side collision occurrence can be accurately detected by performing the safing determination using the outputs of the floor sensor 22 and the SSS 18.

  As described above, the determination unit 24 can determine the magnitude of the side collision using the integrated value of the first acceleration (deceleration) and the integrated value of the second acceleration. Since the size of the side collision is determined by the determination unit 24, the vehicle collision determination device 10 uses the size for the right side airbag module 27 and the left side airbag module 28, for example, A passenger can be protected more appropriately. Therefore, the unit 20 having the determination unit 24 can be called an SRS (Supplemental Restraint System) or an SRS unit.

  FIG. 3 is a perspective view showing the structure of the vehicle body skeleton of the vehicle 100 of FIG. 1 and an arrangement example of the floor sensor 22 and the SSS 18.

  According to FIG. 3, the passenger compartment 110 made of carbon fiber reinforced resin (CFRP) includes a front floor panel 112 and a rear floor panel 114 connected to the rear end of the front floor panel 12 via a kick-up portion 13. The left and right side sill portions 115, 115 extending in the front-rear direction along both side edges in the vehicle width direction of the front floor panel 112 and the rear floor panel 114, and the front wall rising from the front ends of the front floor panel 112 and the left and right side sill portions 115, 115 Part 116, rear floor panel 114 and left and right side sill parts 115, 115, and rear wall part 117 standing from the rear ends, and is formed in a bathtub shape.

  The floor sensor 22 incorporated in the unit 20 is fixed to, for example, the front portion of the center tunnel 216, and the floor sensor 22 is preferably disposed on the center line 0B in the vehicle width direction of the vehicle 100 in FIG. Yes. The floor sensor 22 may be fixed or arranged on the dash lower, for example. Of course, the floor sensor 22 may be fixed or arranged as a unit sensor, for example, on an instrument panel (not shown).

  SSS 18 is arranged on center line 0B of vehicle 100. The SSS 18 may be fixed to the rear floor panel 114 or the center tunnel 216, for example.

  FIG. 4 shows each experimental mode of the side collision test. 4A and 4B show a test method (honeycomb mode) in which a carriage 500 (moving barrier) having a barrier 501 fitted with an aluminum honeycomb that can be deformed at the time of collision collides with a side surface on the driver's seat side of the vehicle. . For example, a cart 500 having a mass of 950 kg is caused to collide at a speed of 55 km / h (high speed). FIG. 4C shows a side pole collision test (pole collision mode), which is a collision mode in which acceleration acts locally and the deceleration effect on the entire vehicle 100 is small. Here, it is made to collide with a 254 mm diameter pole 502 at an angle of 75 ° at a speed of 32 km / h.

  Note that the above-described side collision test method or condition (collision mode) can be determined by country-specific standards, laws, or the like, and is selected and set according to specifications required for the vehicle 100. MDB18k, MDB30k, SICE, and SINCAP, which will be described later, are honeycomb collision modes, and FRole7k, RPole7k, 214Pole13kAF, 214Pole32kAF, 214Pole13kAM, and 214Pole32kAM are pole collision modes.

(Operation of the embodiment)
FIG. 5 is a diagram quoted to show the basic operation of the vehicle collision determination device 10 according to the present embodiment. Specifically, a two-dimensional map for collision determination (SV map 260 in FIG. 2) is used. Show. The SV map 260 is allocated and stored in a predetermined area of the storage unit 26. The determination unit 24 refers to the SV map 260 and determines whether the correlation between the occupant movement amount ΔS and the occupant movement speed change ΔV exceeds a set collision determination threshold Th. Can be controlled in stages.

  FIG. 5A shows an outline of the SV map 260 used for detecting a collision with the front seat, and the vertical axis indicates the first or second order integration of the floor sensor 22 or the SSS 18 for a certain period of time. On the horizontal axis, the first floor or second floor integral value of the floor sensor 22 or SSS 18 for a certain period of time is set, respectively. That is, the calculation unit 25 calculates the occupant movement speed ΔV in a time section of a predetermined time width with respect to the current time by first-order integrating the acceleration signal G output from the floor sensor 22 or the SSS 18 with respect to time. The acceleration signal G is second-order integrated with respect to time to calculate an occupant movement amount ΔS in a time section having a predetermined time width with respect to the current time, and outputs it to the determination unit 24.

  The determination unit 24 is a collision determination that is a boundary value of each region that specifies whether to permit or disallow the operation of the occupant protection device on the SV map 260 indicating the correlation between the occupant movement speed change ΔV and the occupant movement amount ΔS. The threshold value Th is set with reference to the determination result of whether or not a collision of a predetermined magnitude has been detected by the floor sensor 22 or the SSS 18. When the correlation exceeds the collision determination threshold Th (ON waveform), for example, by controlling the deployment of the airbag module 21 on the driver side and the airbag module 23 on the passenger side, or the seat The webbing 46 of the belt device is controlled to protect the occupant.

  The determination unit 24 can also determine the safing by using the X-axis acceleration component with the floor sensor 22 disposed obliquely. In this case, the determination unit 24 determines whether or not a side collision has occurred using the integral value of the acceleration in the X-axis direction of the floor sensor 22, where it is determined that a collision has occurred and the Y-axis When it is determined that a collision has occurred using the integral value of the acceleration in the direction, it is determined that a side collision has occurred.

  FIG. 5B shows an outline of the SV map 260 used when a collision with the rear seat is also detected, and the vertical axis indicates the first or second-order integral value of the acceleration of the SSS 18 for a certain time. Or the difference between the acceleration of the SSS 18 and the acceleration of the floor sensor 22 (SSS-UnitY) G of the first or second floor integral value, and the horizontal axis shows the first or second floor integration of the floor sensor 22 for a certain period of time. Each value is set. For this reason, the calculation unit 26 calculates the first or second order integral value of (SSS-UnitY) G, but the other is the same as when detecting a collision with the front seat shown in FIG. It is.

  Then, the determination unit 24 is a collision that is a boundary value of each region that designates whether to permit or disallow the operation of the occupant protection device on the SV map 260 indicating the correlation between the occupant movement speed change ΔV and the occupant movement amount ΔS. The determination threshold Th is set with reference to a determination result of whether or not a predetermined magnitude of collision has been detected by the floor sensor 22 or the SSS 18. When the correlation exceeds the collision determination threshold Th (ON waveform), for example, by controlling the deployment of the right side airbag module 27 and the left side airbag module 28, or of the seat belt device The passenger is protected by controlling the webbing 46. The determination unit 24 performs the safing determination by using the unit G output from the floor sensor 22 and the G output from the SSS 18.

  Hereinafter, the operation of the side collision determination apparatus 10 according to the present embodiment will be described in detail for each example with reference to FIGS.

(Example 1)
6 and 7 are diagrams showing respective SV maps used in the high-speed collision and the low-speed collision, and the collision determination threshold Th.

  In the SV map 260 of FIG. 6, the first-order integral value (mps (UnitY dv5)) of the unit 20 that is the output of the floor sensor 22 is plotted on the vertical axis, and the length of 36 to 50 ms is plotted on the horizontal axis. A second order integral value (mm (UnitY ds)) is assigned, and in the correlation, each mode (MDB18K, FRole7k, RRole7k, SINCAP, SICE, 214Pole32kAF, 214Pole32kAM, RRPole29k) used in the side impact test is determined. The OFF cut waveform is shown.

  In the SV map 260 of FIG. 7, the vertical axis represents the first order integral value (mps (UnitY dv8)) of the unit 20 which is the output of the floor sensor 22 and the horizontal axis represents the length of 36 to 50 ms. A second-order integral value (mm (UnitY ds)) is assigned, and in the correlation, each test mode (MDB18K, FRole7k, RRole7k, SINCAP, SICE, 214Pole32kAF, 214Pole32kAM, RRPole29k) employed in the side impact test The waveform of ON / OFF separation is shown.

  The determination unit 24 determines side collision by simultaneously using the high-speed collision SV map 260 shown in FIG. 6 and the low-speed collision SV map 260 shown in FIG. 7. However, according to the SV map 260 for high-speed collision, for the front seat, only the G output in the Y direction of the unit 20 (floor sensor 22) can be used to separate the ON waveform and the OFF waveform except for the RPole 29k mode. According to the SV map 260 for the low-speed collision mode, the ON waveform and the OFF waveform can be separated except for the RPole 13k mode. The threshold value Th shown here is a value tuned in advance so as to be easily separated for each test condition.

  In both the high-speed test mode and the low-speed test mode, even if there is a collision in the front seat, the distance to the center of gravity in the longitudinal direction of the vehicle body is short, so the magnitude of the side collision can be detected by the unit 20 (floor sensor 22) alone. However, if there is a collision in the rear seat, the distance to the center of gravity position is long, and the magnitude of the collision does not easily appear in the movement of the vehicle body. Therefore, it is difficult to separate the ON waveform and the OFF waveform by the unit 20 alone. For this reason, the vehicle collision determination apparatus 10 according to the present embodiment facilitates the separation of the ON waveform and the OFF waveform even when there is a collision in the rear seat by combining the unit 20 and the G output of the SSS 18. 8 and 9 show SV maps 260 used at that time as Example 2 and Example 3, respectively.

(Example 2)
In the SV map 260 of FIG. 8, the vertical axis represents the first order integral value (mps (UnitY dv8)) of the 8 ms section length of the G output of the SSS 18, and the horizontal axis represents the G output of the unit 20 (floor sensor 22). The second-order integral value (mm (UnitY ds)) of the section length of 36 to 50 ms is assigned, and each test mode (MDB18K, FRole7k, RRole7k, SINCAP, SICE, 214Pole32kAF, employed in the side impact test in the correlation thereof is assigned. The waveform of ON / OFF separation for every 214 Pole 32kAM, RR Pole 29k) is shown.

  FIG. 8 shows that the ON collision of the test mode RRole 13 which is the greatest concern in the collision with the rear seat can be detected by the combination of the unit and the SSS 18. In this case, the safing determination is performed by both G of the unit 20 (floor sensor 22) and G of the SSS 18.

(Example 3)
In the S-V map 260 of FIG. 9, the vertical axis indicates the first order integral value SSS-UnitY (dv8) having a length of 8 ms that combines SSS18 and G of the unit 20, and the horizontal axis indicates the unit 20 (floor sensor 22). The second-order integral value (mm (UnitY ds)) of the G output of 36 to 50 ms is assigned, and in the correlation, each test mode (MDB18K, FRole7k, RRole7k, SINCAP, SICE, 214Pole32kAF, 214Pole32kAM, RR Pole29k) waveforms for ON / OFF separation are shown.

  According to FIG. 9, it can be understood that each of the test modes of FRpole7k, RPole7k, and MDB18k is an OFF collision of the unit 20, and the three can be separated from the ON collision of the unit 20 of the RPole13k. Since the OFF waveform in the MDB18k mode is considerably lower than when the SSS18 G is used alone, the separation is facilitated and the performance of collision determination is improved. The difference from the second embodiment is that in the test mode MDB 18k in which the honeycomb collides with the side surface of the vehicle, the rotation of the vehicle after the collision is small and pushed sideways, so the G output of the SSS 18 and the unit 20 (floor sensor 22) The G output of the Y axis is often the same, and therefore the subtraction makes it easy to isolate the OFF collision (EU18k mode) of the unit 20. However, the calculation load of the calculation unit 25 increases because of subtraction and integration.

  Note that the SV map 260 used in the vehicle collision determination device 10 according to the embodiment of the present invention is, for example, as shown as the map 24 in FIG. ) And the present time are not determined as to whether or not the threshold Th is exceeded. Characteristically, the integral value of the Y-axis acceleration is used instead of the time. Below, the effect obtained by this difference is demonstrated below.

  If time is assigned to the horizontal axis, the threshold value on the vertical axis becomes a certain value Thy because there is no concept of time in the collision phenomenon. Even if a point in time when some G occurs is defined as 0 ms, it cannot be distinguished whether it is a G waveform due to a collision or a G waveform generated when a stone is bounced during normal running. Therefore, it is possible to make only a control object such as an airbag that is turned on when the calculated value on the vertical axis exceeds a certain threshold value Thy. For this reason, it is necessary to have a threshold value Thy higher than the peak value of the OFF collision waveform as shown in the figure.

  On the other hand, if an integral value is assigned to the horizontal axis, the values of the vertical axis and the horizontal axis are determined for each collision, and the trajectory of the SV map 260 changes for each collision. The threshold value Thx can be set freely. For this reason, it is possible to create a threshold value Thx that can be distinguished from the ON collision by avoiding the locus of the waveform of the OFF collision. Since the threshold Thx can be lowered when the map of almost 100% is used, the collision determination by the determination unit 24 becomes faster. In this case, the calculation load of the calculation unit 25 increases, so the calculation load increases. However, by assigning integral values to both the vertical and horizontal axes, there is more room for lowering the threshold value as indicated by the arrows in the figure, so collision determination is performed. Therefore, it can be said that the use of the SV map 260 is superior in terms of performance unless the limit of the calculation performance is exceeded.

(Effect of embodiment)
As described above, according to the vehicle collision determination device 10 according to the present embodiment, the determination unit 24 integrates the first acceleration in the Y-axis direction output from the first acceleration sensor (for example, the floor sensor 22). It is determined whether a side collision of the vehicle 100 has occurred using the value and the integrated value of the second acceleration in the Y-axis direction output from the second acceleration sensor (for example, SSS18). Specifically, the determination unit 24 is assigned the integral value of the acceleration calculated by the calculation unit 25 on both the vertical axis and the horizontal axis, and refers to the SV map 260 in which the collision determination threshold is tuned in the correlation. By performing side collision detection, collision determination can be performed with a small number of acceleration sensors and at a high speed. Further, the front seat can detect a side collision only by the output of the first acceleration sensor, and can also detect a side collision with respect to the rear seat by combining the output of the second acceleration sensor.

Further, according to the vehicle collision determination device 10 according to the present embodiment, the integrated value of the first acceleration, the second acceleration, and the first acceleration are changed to the integrated value of the first acceleration sensor on the vertical axis. By performing the side collision determination using the integrated value of the difference, it becomes easy to distinguish between ON collision and OFF collision in Pole collision or the like. Moreover, according to the vehicle collision determination device 10 according to the present embodiment, the output of the first acceleration sensor is biaxial, and one of the two axes is only a first predetermined angle from the side direction. An oblique mounting with an inclination is also possible. For example, when the floor sensor 22 is disposed obliquely, the determination unit 24 can also determine safing by using an X-axis acceleration component. In this case, the determination unit 24 determines whether or not a side collision has occurred using the integral value of the acceleration in the X-axis direction of the floor sensor 22, where it is determined that a collision has occurred and the Y-axis When it is determined that a collision has occurred using the integral value of the acceleration in the direction, it is determined that a side collision has occurred. Thus, the side collision occurrence can be accurately detected by performing the safing determination using the outputs of the first acceleration sensor and the second acceleration sensor.

  The vehicle collision determination device 10 according to the present embodiment includes a front floor panel 112, a rear floor panel 114, side sill portions 115, 115 on both sides, and a front wall portion 116 that stands from the front floor panel and the front ends of the side sill portions. And a rear wall panel and a rear wall 117 that rises from the rear ends of the left and right side sills, and is applied to a vehicle 100 having a CFRP compartment 110 formed in a bathtub shape. By mounting the first acceleration sensor and the second acceleration sensor, the above-described effects can be more remarkably exhibited.

  The present invention is not limited to the above-described exemplary embodiments, and those skilled in the art will be able to easily modify the above-described exemplary embodiments to the extent included in the claims. .

  10 .... Vehicle collision determination device, 18 ... satellite safing sensor (first sensor or second sensor), 20 ... unit (vehicle collision determination unit), 22 ... floor sensor (second sensor) Sensor or first sensor), 24 ... determining unit, 25 ... calculating unit, 26 ... storage unit, 27 ... airbag module on the right side, 28 ... left side airbag. Module, 100 ... Vehicle, 110, Car compartment, 112, Front floor panel, 114, Rear floor panel, 115, Side sill, 116, Front wall, 117, Rear wall, 216, Center tunnel

Claims (4)

A vehicle collision determination device that has a frame in which a frame surrounding a vehicle body is joined by a high-strength member or integrated with a reinforced resin, and detects a side collision by an acceleration signal detected by a sensor mounted on the vehicle body. And
A first sensor having a first distance to a position of the center of gravity in the front-rear direction of the vehicle, the first sensor being provided in a vehicle interior and detecting a first acceleration in a lateral direction of the vehicle ;
The center-of-gravity position of the sensors that is provided in the vehicle interior and detects the second acceleration in the lateral direction of the vehicle by being positioned in the rearward direction of the vehicle from the position where the first sensor is disposed. A second sensor having a second distance greater than the first distance to
In order to deploy the airbag on the side portion of the vehicle, it is determined whether or not a side collision of the vehicle has occurred using the integrated value of the first acceleration and the integrated value of the second acceleration. A determination unit;
A vehicle collision determination device comprising: A vehicle collision determination device that has a frame in which a frame surrounding a vehicle body is joined by a high-strength member or integrated with a reinforced resin, and detects a side collision by an acceleration signal detected by a sensor mounted on the vehicle body. And
A first sensor that is provided in a vehicle interior and that detects a first acceleration in a side surface direction of the vehicle, the first sensor having a first distance to a center of gravity position in the front-rear direction of the vehicle ;
The center-of-gravity position of the sensors that is provided in the vehicle interior and detects the second acceleration in the lateral direction of the vehicle by being positioned in the rearward direction of the vehicle from the position where the first sensor is disposed. A second sensor having a second distance greater than the first distance to
To deploy the air bag side portion of the vehicle, the vehicle using the the integral value of the first acceleration and the integral value of the difference between the previous SL second acceleration the first acceleration A determination unit for determining whether or not a side collision has occurred;
A vehicle collision determination device comprising: The vehicle compartment is formed of carbon fiber reinforced resin,
The vehicle compartment is
A front floor panel, a rear floor panel connected to a rear end of the front floor panel via a kick-up portion, and left and right side sills extending in the front-rear direction along both side edges in the vehicle width direction of the front floor panel and the rear floor panel A front wall portion that rises from the front ends of the floor panel and the side sill portion, and a rear wall portion that rises from the rear ends of the rear floor panel and the left and right side sill portions, and is formed in a bathtub shape.
The vehicle collision determination device according to claim 1 or 2, characterized by the above.   The vehicle collision determination device according to any one of claims 1 to 3, wherein the first sensor and / or the second sensor are arranged on a center line of the vehicle.

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