JP6216290B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device that assists (supports) a driver's operation {brake pedal operation and / or accelerator pedal operation} when a vehicle collides.

  In Patent Literature 1, when a brake pedal depression amount or depression speed exceeding a reference value due to a driver's brake pedal operation is detected by a sensor immediately before a collision, it corresponds to the driver's brake pedal depression amount. An occupant protection device having a brake assist control function that supplies a brake hydraulic pressure higher than the hydraulic pressure generated to the cylinder to generate a braking force larger than usual is disclosed (Patent Document 1, [0007], [0015]). ], [0016]).

JP 2004-243888 A

  However, in the occupant protection device according to Patent Document 1, there is no description about the brake assist control for the driver's operation of the brake pedal or the like when the vehicle collides (immediately after the collision), and there is room for improvement.

  For example, when a vehicle collides, the driver may not be able to perform proper brake pedal operation or proper accelerator pedal operation due to the psychological influence of the collision, and in this case, there is a possibility that brake assist control cannot be performed. . Further, when the vehicle collides, if the driver misoperates (excessive operation) of the accelerator pedal, unintended vehicle acceleration may occur.

  The present invention has been made in consideration of the above-described problems. Accurate brake assist control and / or driving force reduction based on the driver's operation of the brake pedal and / or the operation of the accelerator pedal when the vehicle collides. An object of the present invention is to provide a vehicle control device that can perform assist control.

  The vehicle to which the present invention is applied includes an internal combustion engine and / or a drive motor as a vehicle drive source. In addition to an internal combustion engine vehicle, EV (electric vehicle), HEV (hybrid vehicle), PHEV Electric vehicles such as (plug-in hybrid vehicles) and FCVs (fuel cell vehicles) are included.

  A vehicle control device according to the present invention includes a brake pedal depression amount sensor that detects a depression amount of a driver's brake pedal, an accelerator pedal operation amount sensor that detects an operation amount of a driver's accelerator pedal, and a vehicle collision detection. A collision detection sensor and a control unit, wherein the control unit detects the brake pedal depression amount or the depression amount related to the brake pedal depression amount when a collision of the vehicle is detected by the collision detection sensor. When the related amount is greater than the zero value and less than the threshold depression amount or less than the threshold depression amount related amount, the vehicle performs brake assist control for increasing the vehicle braking force and is generated based on the accelerator pedal operation amount. Driving force reduction assist control is performed to reduce the driving force to a value lower than normal.

  According to the present invention, after the collision detection, when the brake pedal depression amount or the depression amount related amount is larger than the zero value and less than the threshold depression amount or less than the threshold depression amount related amount, the brake for increasing the vehicle braking force is performed. In addition to performing the assist control, the driving force reduction assist control is performed to reduce the vehicle driving force generated based on the accelerator pedal operation amount to a value lower than normal, so the amount of depression of the driver's brake pedal by the influence of the collision Even when there is not enough, it is possible to intervene brake assist control and to prevent erroneous operation (excessive operation) of the accelerator pedal.

  In addition, if the collision of the vehicle is an airbag non-deployment collision in which the airbag provided in the vehicle does not deploy, the collision G or the like is lower when the airbag is not deployed than when the airbag is deployed. Brake assist control can be performed.

  Further, when the control unit detects the accelerator pedal operation amount when detecting the collision of the vehicle, the control unit generates zero the vehicle driving force or the vehicle speed generated based on the detected accelerator pedal operation amount. The vehicle driving force reduction assist control or the vehicle speed reduction assist control may be performed in which the vehicle driving force reduction assist control is reduced to a value greater than the value and lower than normal.

  As described above, when the operation of the accelerator pedal is detected when the collision of the vehicle is detected, the vehicle driving force or the vehicle speed generated based on the detected accelerator pedal operation amount is larger than the zero value and the normal time. By performing vehicle driving force reduction assist control or vehicle speed reduction assist control that reduces to a lower value, the vehicle driving force or vehicle speed is reduced to a non-zero value when an accelerator pedal operation is detected during a vehicle collision. Therefore, immediately after the end of the reduction assist control, the vehicle can start or run under normal control.

  More preferably, it further includes a timer for measuring time, and the control unit continues the reduction assist control for a predetermined time from when the airbag non-deployment collision is detected. It is possible to prevent erroneous operation (excessive operation) of the accelerator pedal.

  According to the present invention, after the collision detection, when the brake pedal depression amount or the depression amount related amount is larger than the zero value and less than the threshold depression amount or less than the threshold depression amount related amount, the brake for increasing the vehicle braking force is performed. In addition to performing the assist control, the driving force reduction assist control is performed to reduce the vehicle driving force generated based on the accelerator pedal operation amount to a value lower than normal, so the amount of depression of the driver's brake pedal by the influence of the collision Even when there is not enough, the brake assist control can be made to intervene, and the effect that the erroneous operation (excessive operation) of the accelerator pedal can be prevented is achieved.

1 is a schematic block configuration diagram of a vehicle in which a vehicle control device according to an embodiment of the present invention is incorporated. It is situation explanatory drawing which shows the example of the collision which an airbag expand | deploys, and the collision which an airbag does not expand | deploy. It is a flowchart with which operation | movement description of a vehicle control apparatus is provided. It is a characteristic view explaining brake assist control. It is a characteristic view explaining driving force reduction assist control.

  Preferred embodiments of a vehicle control device according to the present invention will be described below in detail with reference to the accompanying drawings.

  FIG. 1 is a schematic block diagram of a vehicle 10 in which a vehicle control device 11 according to an embodiment of the present invention is incorporated.

  The vehicle control device 11 includes various control units that include an ECU (electronic control unit). As is well known, the ECU is a computer including a microcomputer, a CPU (Central Processing Unit), a ROM (including EEPROM) as a memory, a RAM (Random Access Memory), other A / D converters, D / A converter and other input / output devices, a timer as a timekeeping unit, etc., and various function realization units (function realization means) such as a control unit when the CPU reads and executes a program recorded in the ROM , Functions as a calculation unit, a processing unit, and the like. These functions can also be realized by hardware. Further, the ECU can be integrated into one, and can be further divided.

  In this embodiment, the ECU includes an overall control unit 16 that includes an airbag control unit 12 and a travel safety control unit 14, and a hydraulic control unit 18 and an engine control unit 20 that are connected to the overall control unit 16. The The overall control unit 16 includes a timer 13 as a timer unit (timer).

  The overall operation of the traveling safety control of the vehicle 10 is comprehensively controlled by the overall control unit 16.

  The vehicle 10 has four wheels 22, and each of the four wheels 22 is provided with a brake actuator 24 configured by a disc brake or the like that generates a braking force. The brake hydraulic pressure (braking force, braking pressure, brake pressure) of the brake actuator 24 is controlled by four pressure adjusting devices (not shown) in the hydraulic pressure control unit 18, respectively.

  The hydraulic control unit 18 controls the amount of depression of the brake pedal 26 (the amount of depression of the brake pedal, the amount of depression of the brake pedal) detected by a brake pedal depression amount sensor (also simply referred to as a depression amount sensor) 28 under the control of the traveling safety control unit 14. The brake hydraulic pressure corresponding to θb is generated, and the brake hydraulic pressure independent of the depression amount θb of the brake pedal 26 is generated and output to the brake actuator 24.

  As will be described later, when the hydraulic pressure control unit 18 generates the braking hydraulic pressure according to the depression amount θb of the brake pedal 26, the hydraulic pressure control unit 18 generates the combined hydraulic pressure according to the brake assist control that increases the vehicle braking force. It is possible to do.

  The brake pedal 26 is integrally provided with a brake switch 27 that supplies a brake switch signal Sb that is turned on when the brake pedal 26 is depressed to the overall control unit 16. In the vehicle 10, a brake lamp (not shown) provided at the rear of the vehicle is turned on or off according to the on / off of the brake switch 27.

  The driving force is transmitted from the engine 30 through the transmission (T / M) 32 to the left and right wheels, for example, of the four wheels 22.

  The engine 30 is controlled in speed (engine speed) and the like through an engine control unit 20 that adjusts an opening (throttle opening) TH of a throttle valve (THV) 31 provided in the engine 30.

  The throttle opening TH of the throttle valve 31 is the operation amount of the accelerator pedal 36 (accelerator pedal operation amount, pedal operation amount, accelerator angle) detected by an accelerator pedal operation amount sensor (also simply referred to as an operation amount sensor) 34. It is also called an operation angle.) It is adjusted through the engine control unit 20 in accordance with θa.

  Each wheel 22 is provided with a wheel speed sensor (not shown), and the wheel speed detected by the four wheel speed sensors and the average value thereof are sent to the overall control unit 16 as the vehicle speed V detected by the vehicle speed sensor 46. Supplied.

  The airbag control unit 12 is connected to the traveling safety control unit 14, the collision detection sensor 40, the G sensor 50, and the inflator 42.

  The collision detection sensors 40 are, for example, pressure sensors, and are provided in the vehicle 10. Although not shown, a right front collision detection sensor and a left front collision detection sensor are provided on the left and right of the front frame of the vehicle 10. A right side collision detection sensor and a left side collision detection sensor are provided on the left and right sides of the central frame 10, and a right rear side collision detection sensor and a left rear side collision detection sensor are provided on the left and right sides of the rear frame of the vehicle 10.

  Furthermore, a high-sensitivity G sensor, a roll rate sensor, a yaw rate sensor, and a low-sensitivity sensor that detect acceleration a in the three orthogonal directions (vehicle length direction, vehicle width direction, vehicle height direction) of the vehicle 10 at the center of gravity of the vehicle 10 A G sensor 50 including a G sensor with two orthogonal axes of sensitivity (vehicle length direction and vehicle width direction) is provided.

  The airbag control unit 12 is supplied with a collision detection signal Sc corresponding to the pressure at the time of collision from the collision detection sensor 40 when the collision detection sensor 40 detects a collision of the host vehicle 10 and from the G sensor 50 at the time of the collision. Acceleration signal Sa (which can be converted to G) is supplied.

  The airbag control unit 12 drives the inflator 42 by generating an airbag deployment signal Sab that deploys the airbag 44 corresponding to the location where the collision occurred based on the collision detection signal Sc and the acceleration signal Sa (G). .

  On the other hand, the travel safety control unit 14 determines the slip / lock state of each wheel 22 and has an ABS function for independently adjusting the brake hydraulic pressure of each wheel 22 during braking via the hydraulic control unit 18, for example, When the posture / behavior of the host vehicle 10 is disturbed, the vehicle 10 has a function of preventing the skid of the host vehicle 10 and improving the direction stability. A vehicle posture stabilization system that improves the directional stability is known as a technology related to, for example, a VSA (Vehicle Stability Assist) system.

  The traveling safety control unit 14 senses the attitude / behavior of the host vehicle 10 with the G sensor 50 and the vehicle speed sensor 46 (each wheel speed sensor) and determines that the vehicle is oversteered. The hydraulic control unit 18 is controlled so as to apply a brake.

  Conversely, when the traveling safety control unit 14 determines understeer, the driving force of the engine 30 is reduced (reduced) by reducing the throttle opening TH of the throttle valve 31 through the engine control unit 20, and in the vehicle 10. The hydraulic control unit 18 is controlled so as to brake the wheel 22 inside the turning of the rear wheel.

  The travel safety control unit 14 recognizes a collision of the host vehicle 10 based on an airbag deployment signal (airbag control signal) Sab from the airbag control unit 12 (referred to as an airbag deployment collision or simply a deployment collision), and air. Although the bag deployment signal Sab is not output, the collision detection signal Sc from the collision detection sensor 40 (hereinafter also referred to as a light collision trigger signal Sc for convenience of understanding) and the acceleration signal Sa (G) from the G sensor 50 are not output. A collision of the vehicle 10 (referred to as an airbag non-deployment collision or simply a non-deployment collision or a light collision) is recognized.

  When the traveling safety control unit 14 recognizes a collision (an airbag deployment collision and / or a non-deployment collision) of the host vehicle 10, the traveling safety control unit 14 automatically detects the collision (after the collision is detected) and automatically controls the hydraulic control unit 18. Is controlled (automatic brake control and / or brake assist control) and the engine control unit 20 is controlled (driving force reduction assist control).

  The operation of the vehicle control device 11 according to the embodiment of the present invention, which is basically configured as described above, is incorporated in the vehicle 10 as an example in the situation shown in the situation explanatory diagram of FIG. It demonstrates based on the flowchart of these.

  In the situation explanatory diagram of FIG. 2, the right-hand drive vehicle 10 shows a lane 51 (traveling lane) divided by a lane boundary line 52 (dashed white line) and a roadway outer line 54 (solid white line) in FIG. While traveling from the left side to the right side, the vehicle 10 that is traveling on the lane 51 and the situation P in which the airbag 44 is deployed by stepping over the roadway outer line 54 and colliding with the column 56 (airbag deployment collision situation). After stepping over the roadway outer line 54, the vehicle collides with the curb 58 in a state where the airbag 44 is not deployed (referred to as a light collision as described above), rides on the curb 58, travels on the sidewalk 60, and returns to the lane 51. A situation (an airbag non-deployment collision situation) Q is about to be shown.

  Therefore, the operation of the vehicle control device 11 of the vehicle 10 will be described with reference to the flowchart shown in FIG. 3 by taking these situations (airbag deployment collision situation P and airbag non-deployment collision situation Q) as an example. Note that the main control unit 16 executes the program according to the flowchart.

  In step S <b> 1, during the control, the overall control unit 16 (hereinafter simply referred to as the control unit 16 because it becomes complicated) includes various sensors including the collision detection sensor 40 of the vehicle 10 and the hydraulic control unit 18. Acquire (load) data from the control unit. The data is taken in continuously every predetermined time, for example, every very short time on the order of ms (milliseconds), during execution of the processing according to the flowchart of FIG.

  Next, in step S2, the control unit 16 detects that the vehicle 10 has not collided with the airbag 44 based on the collision detection signal Sc from the collision detection sensor 40 and the airbag deployment signal Sab from the airbag control unit 12. It is determined whether a so-called light collision has occurred or a collision to deploy the airbag 44 has occurred. If it is determined that the value (pressure value) of the collision detection signal Sc is equal to or less than the threshold pressure and no collision has occurred, the process returns to step S1 and the control is continued.

As shown in FIG. 2, the vehicle 10 collides with the support 56 and the airbag control unit 12 generates the airbag deployment signal Sab based on the collision detection signal Sc and the acceleration signal Sa (G). In the collision (airbag deployment)}, in step S3, the traveling safety control unit 14 of the control unit 16 automatically reduces the deceleration G (Gee) to 0.5 G, and does not depend on the depression amount θb of the brake pedal 26. A large braking force command value related to the brake control is output to the hydraulic control unit 18. Based on this braking force command value, the hydraulic control unit 18 causes the deceleration G calculated from the acceleration signal Sa (1G is 1G = 9.8 [m / s ² ]), which is the output of the G sensor 50, to be 0. A braking hydraulic pressure of 5G is generated while feedback control, for example, and is output to the brake actuator 24. As a result, the vehicle 10 can surely stop under an accurate deceleration G at the time of an airbag deployment collision (collision determination in step S2), which is a collision in which the airbag 44 is deployed. Thereafter, the process returns to step S1.

  On the other hand, in the collision determination in step S2, the traveling safety control unit 14 of the control unit 16 determines that a light collision that is a collision in which the airbag 44 does not deploy has occurred under the condition Q {light collision (airbag non-deployment)} In step S4, the control unit 16 determines whether there is an operation of the brake pedal 26 or an operation of the accelerator pedal 36 from the accelerator pedal operation amount θa and the brake pedal depression amount θb.

  When the brake pedal depression amount θb and the accelerator pedal operation amount θa are both zero values (θb = θa = 0), there is no operation of the brake pedal 26 and the accelerator pedal 36, so there is no operation (step S4: no operation). ), The process returns to step S1.

  On the other hand, when there is only operation of the brake pedal 26 (step S4: with brake operation, θb> 0, θa = 0), the brake pedal depression amount θb related to the operation causes the deceleration G to be 0.4G or less. Whether or not the operation is performed is determined by the output {acceleration signal Sa (G)} of the G sensor 50.

  If the brake operation is not 0.4G or less (step S5: NO), in other words, if the brake operation exceeds 0.4G, the driver's intention to brake is respected, and the brake operation is performed in step S6. The hydraulic control unit 18 is controlled so as to generate the hydraulic pressure at the corresponding deceleration G, and the process returns to step S1.

  When the brake operation is 0.4G or less (step S5: YES), in step S7, the travel safety control unit 14 determines that the current brake is applied as shown after time t1 (light collision trigger occurrence time) in FIG. Add the brake assist amount to the pressure {operator (driver) operation amount, brake depression amount θb shown by broken line} so that the deceleration becomes brake pressure equivalent to 0.4G (brake depression amount θb ′ shown by solid line). Control of the hydraulic control unit 18 (hydraulic pressure increase control) is performed, and in step S8, the vehicle braking force in step S7 is increased (stepping force up) until the brake switch 27 is turned off (brake depression amount θb = 0). Perform brake assist control.

  Note that the time from the time point t1 to the time point t2 in FIG. 4 is a control delay time.

  During the brake assist control, when an off state of the brake switch 27 corresponding to the operation of returning the brake pedal 26 of the driver to the original position is detected in step S8 (step S8: YES), the brake assist amount is determined in step S9. Is stopped, and then the process returns to step S1.

  On the other hand, if only the operation of the accelerator pedal 36 is present in the determination in step S4 (step S4: accelerator operation is present, θa> 0, θb = 0), the time is counted from the light collision trigger occurrence time t1 in step S10. It is determined whether or not the elapsed time Te of the timer 13 that has started is within a predetermined time (threshold time) Tth, for example, Tth = 5 [s].

  If it is within the predetermined time Tth (Te ≦ Tth, step S10: YES), in step S11, it is shown in the period from time t1 (light collision trigger occurrence time) to t4 (time elapse of the predetermined time) in FIG. Further, the control of the throttle valve 31 (throttle opening) is performed so that the throttle opening reduction amount is automatically subtracted from the current throttle opening TH corresponding to the driver's current accelerator pedal operation amount θa to be reduced to the throttle opening TH2. Degree reduction control, driving force reduction assist control).

  During throttle opening reduction control in step S11 (step S11 → step S12: NO → step S10: YES), the elapsed time Te from the light collision has reached the predetermined time Tth in step S10 (step S10: NO). In step S9, the throttle opening reduction control in step S11 is terminated, and the process returns to step S1.

  During the throttle opening reduction control in step S11 (step S11 → step S12: NO → step S10: YES), when the zero value (θa = 0) of the accelerator pedal operation amount θa is detected in step S12. In step S9, the throttle opening reduction control in step S11 is stopped.

  The time from time t1 to time t3 in FIG. 5 is a control delay time. Further, when the throttle opening reduction control is finished at time t4, the control returns to the normal throttle opening control based on the accelerator pedal operation amount θa.

[Summary of Embodiment]
As described above, the vehicle control device 11 according to the above-described embodiment detects the brake pedal depression amount sensor 28 that detects the depression amount θb of the driver's brake pedal 26 and the operation amount θa of the driver's accelerator pedal 36. An accelerator pedal operation amount sensor 34, a collision detection sensor 40 that detects a collision of the vehicle 10, and a control unit 16.

  When the collision detection sensor 40 detects a collision of the vehicle 10, the control unit 16 increases the vehicle braking force when the brake pedal depression amount θb is larger than zero and less than the threshold depression amount θb2. The brake assist control to be increased is performed (step S7), and the vehicle driving force generated based on the accelerator pedal operation amount θa (in the above embodiment, the driving force of the engine 30 is used. However, the driving force is driven when the vehicle 10 is an electric vehicle. Driving force reduction assist control (in the case of the engine 30, the throttle opening TH is reduced, while in the case of a driving motor, the motor driving) Control to reduce the current).

  Instead of detecting the brake pedal depression amount θb, the brake pedal depression speed Vb (Vb = θb / Δt, Δt is a minute time), which is the time change of the brake pedal depression amount θb, is used as the brake pedal depression amount θb. It may be detected as a related depression amount related amount and brake assist control may be performed.

  Further, instead of detecting the brake pedal depression amount θb, the brake hydraulic pressure detected by the hydraulic pressure control unit 18 is detected as a depression amount related amount related to the brake pedal depression amount θb, and brake assist control is performed. Good. In this case, the control unit 16 also functions as a brake pedal depression amount corresponding amount detection sensor.

  According to this embodiment, in the brake assist control for increasing the vehicle braking force under the situation Q in which a light collision in which the airbag 44 is not deployed occurs, the driver depresses the brake pedal 26 after the light collision. In this case, the deceleration G is lower than the deceleration 0.5G (step S3) generated by the automatic brake control (step S3) at the time of deployment of the airbag 44 (airbag deployment collision). (Step S7), even when the driver's brake pedal depression amount θb is insufficient due to the influence of a light collision, a brake assist amount is applied to obtain an accurate deceleration of 0.4G. The brake assist control can be intervened as required, and in the light collision situation Q, it is ensured by assisting the driver that the brake pedal 26 is not fully depressed. It is possible to brake both 10.

  Further, in the driving force reduction assist control when a light collision in which the airbag 44 is not deployed occurs, if the driver operates the accelerator pedal 36 after the light collision, the driver operates the accelerator pedal 36. The throttle valve 31 is throttled to reduce the driving force of the engine 30 (step S11) so that the throttle opening TH1 based on the accelerator pedal operation amount θa caused by the above is reduced to the throttle opening TH2. An erroneous operation (excessive operation) of the accelerator pedal 36 can be prevented.

  When the vehicle is under the situation Q at the time of the airbag non-deployment collision (light collision), the collision G is lower than the situation P at the time of the airbag deployment collision. Therefore, the brake assist control based on the driver's intention is performed. It can be carried out.

  Note that when the control unit 16 reduces the vehicle driving force generated based on the accelerator pedal operation amount θa to a value lower than normal, the detected accelerator pedal operation amount θa is greater than the zero value and the detected accelerator pedal. Since driving force reduction assist control is performed to reduce the vehicle driving force generated based on the pedal operation amount θa to a lower value, the vehicle driving force is controlled to be reduced to a value other than zero value. Immediately, the vehicle can start or run under normal control.

  Further, in place of or in combination with reduction control of the vehicle driving force to a value other than zero, at the time of a light collision, the transmission 32 is switched to the low speed side so that the vehicle speed is greater than zero and lower than normal. You may make it perform vehicle speed reduction assistance control to reduce.

  Further, since the time for continuing the reduction control for reducing the throttle opening TH (vehicle driving force) at the time of a light collision is set to the predetermined time Tth and the elapsed time Te is monitored by the timer 13, the predetermined time Tth. It is possible to prevent erroneous operation (excessive operation) of the accelerator pedal 36 by the driver.

  Furthermore, when it is determined in step S4 that both the brake pedal 26 and the accelerator pedal 36 are operated during a light collision, both the brake assist control after step S5 and the vehicle driving force reduction assist control after step S10 are performed. These controls may be executed in parallel (simultaneously).

  Note that the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted based on the contents described in this specification.

DESCRIPTION OF SYMBOLS 10 ... Vehicle 11 ... Vehicle control apparatus 12 ... Airbag control unit 13 ... Timer 14 ... Travel safety control unit 16 ... Overall control unit (control unit)
DESCRIPTION OF SYMBOLS 18 ... Hydraulic control unit 20 ... Engine control unit 22 ... Wheel 24 ... Brake actuator 26 ... Brake pedal 27 ... Brake switch 28 ... Brake pedal depression amount sensor 30 ... Engine 31 ... Throttle valve 32 ... Transmission 34 ... Accelerator pedal operation amount sensor 36 ... Accelerator pedal 40 ... Collision detection sensor 42 ... Inflator 44 ... Air bag 46 ... Vehicle speed sensor 50 ... G sensor 51 ... lane 52 ... lane boundary line 54 ... roadway outside line 56 ... post 58 ... curbstone 60 ... walk

Claims (2)

A brake pedal depression amount sensor for detecting the depression amount of the driver's brake pedal;
An accelerator pedal operation amount sensor for detecting the driver's accelerator pedal operation amount;
A collision detection sensor for detecting a vehicle collision;
A control unit,
The control unit is
When a collision of the vehicle is detected by the collision detection sensor, the amount of depression of the brake pedal or the amount of depression related to the amount of depression of the brake pedal is greater than zero and less than the threshold depression When the amount is less than the threshold depression amount-related amount, the brake assist control for increasing the vehicle braking force is performed, and the driving force reduction assist for reducing the vehicle driving force generated based on the operation amount of the accelerator pedal to a value lower than normal. A vehicle control device that performs control. The vehicle control device according to claim 1,
The vehicle control device according to claim 1, wherein the collision of the vehicle is an airbag non-deployment collision in which an airbag provided in the vehicle does not deploy.

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