JP6455721B2 - Collision detection device - Google Patents

Description

  The present invention relates to a collision detection device mounted on a vehicle.

  A collision detection device that detects a collision is mounted on the vehicle. The detection result of the collision detection device is used for airbag deployment control, for example. The collision detection device detects a collision using a sensor such as an acceleration sensor. Some collision detection devices determine the collision mode. In this collision detection device, for example, a plurality of sensors are used to determine whether the collision mode is a frontal collision or an offset collision. As a collision detection apparatus which determines a collision form, it describes in Unexamined-Japanese-Patent No. 2014-61731, for example.

JP 2014-61731 A

  However, in the above-described collision detection device, it can be determined whether or not the vehicle has an offset collision, but no further collision mode determination is made in the case of an offset collision. For example, even when an offset collision occurs, it has not been determined whether the collision target is a vehicle or a fixed obstacle such as a wall surface. Here, when more detailed determination of the collision mode is possible, such as at the time of an offset collision, it is possible to respond more appropriately to the current situation (for example, use of determination results for airbag control, serious injury determination, emergency notification, etc.) Become.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a collision detection device capable of detailed determination of a collision mode.

In order to achieve the above object, a collision detection device according to the present invention is a collision detection device mounted on a vehicle, and is first arranged to be separated in the vehicle width direction in front of the vehicle and detect acceleration in the vehicle longitudinal direction. An acceleration sensor (1), a second acceleration sensor (2), a third acceleration sensor (3) disposed in the center of the vehicle for detecting acceleration in the longitudinal direction of the vehicle, and the first acceleration sensor and the second acceleration sensor. As a first collision mode based on the detection result, a first determination unit (51) that determines whether the collision site is the vehicle center, the vehicle left side, the vehicle right side, or the entire vehicle front , A second determination unit (52) for determining a second collision form more detailed than the first collision form based on the determination result of the first determination unit and the detection result of the third acceleration sensor; The second determination unit includes the 1 when a collision site by the determination unit is determined to be one of the vehicle left and right side of the vehicle, by integrating the output of said third acceleration acceleration and the third acceleration sensor obtained from the detection result of the sensor An offset collision determination unit for determining whether the collision is a collision with a fixed hard object or a collision with a movable object and / or a soft object based on the relationship with the obtained speed change amount ; Have.

  According to this configuration, when an offset collision (a collision on the left side or the right side of the vehicle) occurs, the first determination unit detects the occurrence of the offset collision, and the second determination unit further detects the third acceleration sensor. Based on the relationship between the acceleration and the speed change amount, a more detailed determination (for example, segmentation) is performed in the offset collision. Thereby, the detailed determination of the collision mode becomes possible. In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim shows the correspondence with the specific means as described in embodiment mentioned later.

It is a block diagram which shows the structure of the collision detection apparatus of this embodiment. It is a block diagram which shows the detailed structure of the collision detection apparatus of this embodiment. It is explanatory drawing for demonstrating the example of a detection at the time of the frontal collision in the collision detection apparatus of this embodiment. It is explanatory drawing for demonstrating the example of a detection at the time of underride in the collision detection apparatus of this embodiment. It is explanatory drawing for demonstrating the relationship between the acceleration at the time of the offset collision in the collision detection apparatus of this embodiment, and speed variation. It is a flowchart for demonstrating the flow of the collision form determination in the collision detection apparatus of this embodiment. It is explanatory drawing for demonstrating the relationship between the serious injury degree and the collision speed in the collision detection apparatus of this embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. Each figure used for explanation is a conceptual diagram, and the shape of each part may not necessarily be exact. The collision detection device of this embodiment is a device that is mounted on a vehicle and detects a collision. As shown in FIGS. 1 and 2, the collision detection device according to the present embodiment includes a first acceleration sensor 1, a second acceleration sensor 2, a third acceleration sensor 3, a vehicle speed detection unit 4, an ECU 5, and wireless communication. And a communication unit 6.

  The first acceleration sensor 1 and the second acceleration sensor 2 are spaced apart in the vehicle width direction (vehicle left-right direction) in front of the vehicle. Specifically, the first acceleration sensor 1 is an acceleration sensor (front G sensor) that is disposed on the left side of the vehicle in front of the vehicle and detects acceleration in the vehicle longitudinal direction. The first acceleration sensor 1 is disposed at the front left end of the vehicle (for example, the left end on the bumper reinforcement). The second acceleration sensor 2 is an acceleration sensor (front G sensor) that is disposed on the right side of the vehicle in front of the vehicle and detects acceleration in the vehicle longitudinal direction. The second acceleration sensor 2 is disposed at the front right end of the vehicle (for example, the right end on the bumper reinforcement).

  The third acceleration sensor 3 is an acceleration sensor that is disposed in the center of the vehicle and detects acceleration in the vehicle longitudinal direction. The third acceleration sensor 3 is a floor G sensor arranged at the center of the left and right sides of the vehicle floor. The third acceleration sensor 3 of the present embodiment is disposed in the front part of the vehicle on the floor. Here, the vehicle center portion means the vehicle left and right center portion in the floor. The third acceleration sensor 3 of the present embodiment is disposed in the housing of the ECU 5 and is disposed near the floor surface of the floor. The third acceleration sensor 3 is installed below the vehicle from the first acceleration sensor 1 and the second acceleration sensor 2. The vehicle speed detection unit 4 is a sensor that detects the speed of the vehicle (vehicle speed) such as a wheel speed sensor. The vehicle speed detection unit 4 detects the speed of the vehicle including the time of a collision. The first acceleration sensor 1, the second acceleration sensor 2, the third acceleration sensor 3, and the vehicle speed detection unit 4 transmit detection results to the ECU 5.

  The ECU 5 is an electronic control unit including a CPU, a memory, an electronic circuit, and the like. The ECU 5 is arranged on the floor of the vehicle. As shown in FIG. 2, the ECU 5 includes a first determination unit 51, a second determination unit 52, and a serious injury degree estimation unit 53 as functions. The first determination unit 51 determines the first collision mode based on the detection results of the first acceleration sensor 1 and the second acceleration sensor 2. Specifically, the first determination unit 51 determines whether or not the collision is an “offset collision”. The offset collision means a collision at a position offset to the right or left with respect to the center of the vehicle. More specifically, the 1st determination part 51 of this embodiment determines whether the collision site | part is the vehicle center, the vehicle left side, the vehicle right side, and the whole vehicle front as a 1st collision form. . In other words, the first determination unit 51 determines whether the first collision mode is a collision to the center of the vehicle, an offset collision to the left side of the vehicle, an offset collision to the right side of the vehicle, or a collision to the entire front of the vehicle. Determine. That is, if the first determination unit 51 determines “the vehicle left side (offset collision to the vehicle left side)” or “the vehicle right side (offset collision to the vehicle right side)”, the first determination unit 51 is “offset collision”. This corresponds to determination.

  When the detection results of the first acceleration sensor 1 and the second acceleration sensor 2 are both relatively small and the difference between the two is within a predetermined range, the first determination unit 51 determines that the collision site is in the center of the vehicle. When the detection result of the first acceleration sensor 1 is relatively large and the detection result of the second acceleration sensor 2 is relatively small, the first determination unit 51 determines that the collision site is on the left side of the vehicle. When the detection result of the first acceleration sensor 1 is relatively small and the detection result of the second acceleration sensor 2 is relatively large, the first determination unit 51 determines that the collision site is on the right side of the vehicle. When the detection results of the first acceleration sensor 1 and the second acceleration sensor 2 are both relatively large and the difference between the two is within a predetermined range, the first determination unit 51 determines that the collision site is the entire front of the vehicle. The first determination unit 51 transmits the determination result to the second determination unit 52. Note that “relatively large (small)” has the same meaning as “larger (smaller)” than each set predetermined value.

  The second determination unit 52 determines the second collision mode (more detailed collision mode) based on the determination result of the first determination unit 51 and the detection result of the third acceleration sensor 3. Specifically, when the first determination unit 51 determines that the collision site is in the center of the vehicle, the second determination unit 52 determines that the second determination unit 52 determines that the second determination unit 52 determines that the second acceleration unit 3 It is determined that the collision mode is “pole collision (collision where the collision position is the center and the lap rate is small)”. In other words, the second determination unit 52 determines “pole collision” when the collision result of the first determination unit 51 is “vehicle center” and the detection result of the third acceleration sensor 3 exceeds a predetermined value. To do.

  When the first determination unit 51 determines that the collision site is the entire front of the vehicle, the second determination unit 52 further detects the detection timing of the first acceleration sensor 1, the second acceleration sensor, and the third acceleration sensor. Based on this, the second collision mode is determined. In other words, when the determination result of the first determination unit 51 is “entire vehicle front”, the second determination unit 52 further determines the second in the collision to the entire vehicle front based on the detection result of the third acceleration sensor 3. The collision mode is determined.

  When the collision site is the entire front of the vehicle, the collision mode can be further divided into, for example, “frontal collision” and “underride”. A frontal collision is a collision in which a front part of the vehicle collides with a wall surface or the like entirely. In this case, as shown in FIG. 3, the rise of the acceleration of the third acceleration sensor 3 (see the dashed line in FIG. 3) is the acceleration of the first acceleration sensor 1 (see the broken line in FIG. 3) and the acceleration of the second acceleration sensor 2 (see FIG. 3). The timing is substantially the same as the rising edge (see the solid line in FIG. 3). On the other hand, underride is a collision in which a front part of a vehicle collides with a rear part of a truck or the like, an upper part thereof is deformed, and a lower part thereof is submerged under the truck or the like. In this case, as shown in FIG. 4, the rising of the acceleration of the third acceleration sensor 3 (refer to the one-dot chain line in FIG. 4) rises from the first acceleration sensor 1 (see the broken line in FIG. 4) and the second from the shock transmission structure. It becomes slower than the rise of the acceleration of the acceleration sensor 2 (see the solid line in FIG. 4). Whether it is rising or not can be determined by whether it exceeds a predetermined value.

  The second determination unit 52 determines whether the collision mode is a frontal collision or an underride based on the difference between the detection timings (rise timings). The second determination unit 52 determines “frontal collision” if the difference between the detection timing of the first acceleration sensor 1 and / or the second acceleration sensor 2 and the detection timing of the third acceleration sensor 3 is within a predetermined range. If the difference is outside the predetermined range, it is determined as “underride”.

  In addition, when the first determination unit 51 determines that the collision is an offset collision (the collision site is on the left side or the right side of the vehicle), the second determination unit 52 changes the acceleration and speed obtained from the detection result of the third acceleration sensor 3. Based on the quantity relationship, the second collision mode in the offset collision is determined. Specifically, when the determination result of the first determination unit 51 is “the vehicle left side or the vehicle right side (offset collision)”, the second determination unit 52 determines that the acceleration with respect to the speed change amount is in advance as shown in FIG. When the set threshold value is exceeded, the collision type is determined as “first offset collision (first type)”, and when the acceleration relative to the speed change amount does not exceed the threshold value, the collision type is determined as “second offset collision (second type). Form) ”.

  The second determination unit 52 integrates the detection result (acceleration) of the third acceleration sensor 3 once to calculate the speed change amount [m / s]. The threshold value is set for each speed change amount in the relationship between the acceleration (vertical axis in FIG. 5) and the speed change amount (horizontal axis in FIG. 5). In other words, the threshold value is set two-dimensionally, acceleration and speed change amount. The threshold value of this embodiment (see the two-dot chain line in FIG. 5) is set to a constant value when the speed change amount is between 0 and about 4, and the speed change amount is large with a constant slope when the speed change amount is about 4 or more. It is set to become larger. As in the present embodiment, the threshold value can be set by one straight line (constant or linear function) or a combination of two or more straight lines. In the present embodiment, one threshold value is set, but a threshold value may be set for each vehicle speed at the time of collision obtained from the detection result of the vehicle speed detection unit 4.

  As shown in FIG. 5, when the collision target is relatively difficult to deform and move including the wall surface, that is, when the collision target is hard (no deformation or movement due to the collision or relatively small), the speed The acceleration with respect to the amount of change exceeds the threshold (see the solid line in FIG. 5). In this case, the second determination unit 52 determines the first offset collision (offset collision to a hard object such as a wall surface). The first offset collision can be defined as a collision with a fixed hard object (relatively hard object). On the other hand, when the collision target is relatively easy to deform and move including the vehicle, that is, when the collision target is soft (the deformation and movement due to the collision is relatively large), the acceleration with respect to the speed change amount has a threshold value. It does not exceed (see the broken line in FIG. 5). In this case, the second determination unit 52 determines a second offset collision (offset collision to a movable and / or soft object such as a vehicle). The second offset collision can be defined as a collision with a movable object and / or a soft object (a relatively soft object). For example, the above-described form can be separated at least in a traveling speed range (for example, 50 to 90 km / h) in which, for example, the collision occurrence rate is high and the difference in impact on the passenger due to the difference in the collision form is large. Is set to In addition, both the data of the solid line of FIG. 5 and the dashed-dotted line are the results of having collided at the same vehicle speed. Thus, by setting the threshold value in the relationship between the acceleration and the speed change amount, it is possible to distinguish between the “first offset collision” and the “second offset collision”.

  Here, the flow of determination of the collision mode will be described with reference to FIG. When the vehicle receives an impact, the first acceleration sensor 1, the second acceleration sensor 2, and the third acceleration sensor 3 detect acceleration (S101). And the 1st determination part 51 determines a 1st collision form (collision site | part) based on the detection result of the 1st acceleration sensor 1 and the 2nd acceleration sensor 2 (S102). When the determination result of the first determination unit 51 is an offset collision (S103: Yes), the second determination unit 52 determines whether the speed change amount with respect to the acceleration in the third acceleration sensor 3 exceeds a threshold value (S104). ). When the speed change amount with respect to the acceleration is less than the threshold (S104: Yes), the second determination unit 52 determines that the collision mode is “second offset collision” (S105). On the other hand, when the speed change amount with respect to the acceleration is larger than the threshold value, the second determination unit 52 determines that the collision mode is “first offset collision” (S106).

  In addition, when the determination result of the first determination unit 51 is not an offset collision (S103: No) and the entire front of the vehicle (S107: Yes), the second determination unit 52 detects the detection timing (when the third acceleration sensor 3 rises). It is determined whether or not the rising time difference between the first acceleration sensor 1 and the second acceleration sensor 2 is within a predetermined range (S108). When the detection timing is within the predetermined range (S108: Yes), the second determination unit 52 determines that the collision mode is “frontal collision” (S109). On the other hand, when the detection timing is outside the predetermined range (S108: No), the second determination unit 52 determines that the collision mode is “underride” (S110). When the determination result of the first determination unit 51 is not the entire vehicle front but the vehicle center (S107: No), the second determination unit 52 determines whether the detection result of the third acceleration sensor 3 exceeds a predetermined value. Is determined (S111). When the detection result exceeds the predetermined value (S111: Yes), the second determination unit 52 determines that the collision mode is “pole collision” (S112). On the other hand, when the detection result does not exceed the predetermined value (S111: No), the second determination unit 52 does not determine a collision. In this case (S111: No), the second determination unit 52 may determine, for example, “minor collision”, “noise”, or “no collision”.

  As described above, when a collision occurs, the second determination unit 52 determines that the collision type is “first offset collision (first) based on the determination result of the first determination unit 51 and the detection result of the third acceleration sensor 3. Any one of "form)", "second offset collision (second form)", "front collision (third form)", "underride (fourth form)", and "pole collision (fifth form)" It is determined whether it is a form. The second determination unit 52 transmits the determination result to the serious injury degree estimation unit 53. Further, the second determination unit 52 calculates the collision speed (ΔV) based on the speed change amount obtained by integrating the output of the third acceleration sensor 3. It can be said that the ECU 5 includes a collision speed calculation unit (52) for calculating the collision speed. In the present embodiment, the collision speed is the maximum value of the speed change amount.

  The serious injury degree estimation unit 53 estimates the serious injury degree of the occupant due to the collision based on the determination result of the second determination unit 52 and the collision speed (ΔV). As shown in FIG. 7, the seriousness injury estimation unit 53 records the relationship between the velocity change amount (collision velocity) at the time of collision set for each collision mode and the serious injury degree of the occupant. The serious injury degree estimation unit 53 estimates the serious injury degree of the occupant by applying the collision speed to the correlation curve of the collision form determined by the second determination unit 52. The serious injury degree estimation unit 53 transmits information on the estimated serious injury degree to the wireless communication unit 6. The seriousness degree estimator 53 may be set so as to estimate the seriousness degree of the occupant due to the collision based on the determination result of the second determination part 52 and the detection result of the vehicle speed detection part 4. In this case, the seriousness degree estimation unit 53 may record the relationship between the vehicle speed at the time of the collision set for each collision mode and the seriousness degree of the occupant.

  The wireless communication unit 6 is a device for communicating with the outside wirelessly. When a collision occurs, the radio communication unit 6 makes an emergency call to a predetermined organization by radio. The predetermined engine is set in advance, for example, a hospital, a doctor helicopter engine, or a vehicle center provided by a vehicle manufacturer. When a collision is detected, the wireless communication unit 6 transmits information such as accident information and a serious injury degree (estimation result) to a predetermined organization. The ECU 5 of the present embodiment is an airbag ECU that mainly determines the presence or absence of a collision based on sensor information and controls the deployment of an airbag (not shown).

  According to the present embodiment, when the vehicle has an offset collision, the first determination unit 51 detects that the collision is an offset collision, and the second determination unit 52 further detects the acceleration and speed change amount detected by the third acceleration sensor 3. Based on the relationship, the offset collision can be divided into “first offset collision” and “second offset collision”. That is, according to the present embodiment, it is possible to determine the collision mode in detail. And since the detailed determination of a collision form can be performed, the serious injury degree of the passenger | crew by a collision can also be estimated accurately. Even if the collision speed is the same, if the collision mode is different, the impact applied to the occupant is different and the seriousness of injury is also different. In the present embodiment, since the collision mode can be divided in more detail, the accuracy of estimating the serious injury level can be improved. In addition, since the information on the degree of serious injury estimated with high accuracy is reported to a predetermined organization, it is possible to perform more appropriate and quick lifesaving activities by an emergency team or the like.

  In this embodiment, since the threshold is set in the relationship between the acceleration and the speed change amount, for example, it can be set by a combination of straight lines (constant or linear function), and a simpler threshold can be set. . Further, according to the present embodiment, it is possible to divide into at least five collision modes by using the sensor arrangement position and detection timing, and it is possible to determine the collision mode in more detail. Moreover, according to this embodiment, it is not necessary to use a new sensor such as an image sensor, and an increase in cost can be suppressed. Note that the image sensor cannot detect the hardness, weight, or the like of the collision target, and it is difficult to determine the collision mode as in this embodiment.

  The present invention is not limited to the above embodiment. For example, when the first determination unit 51 determines an offset collision (a collision on the left side or the right side of the vehicle), the seriousness degree estimation unit 53 determines the collision speed and the acceleration obtained from the detection result of the third acceleration sensor 3. Based on the relationship with the speed change amount, the degree of serious injury of the occupant due to the collision may be estimated. That is, the serious injury degree estimation unit 53 may be configured to directly estimate the serious injury degree. In this case, the second determination unit 52 can be omitted as a configuration. The wireless communication unit 6 may be set to transmit the determination result of the second determination unit 52 to a predetermined organization. That is, the structure which transmits the determination result of a collision form to a predetermined engine may be sufficient. In this case, as a configuration, the serious injury degree estimation unit 53 can be omitted. Further, the collision type determination result or the serious injury degree estimation result may be used for other than emergency notification (for example, airbag deployment control). Further, in the configuration, the vehicle speed detection unit 4 may be omitted.

1: first acceleration sensor, 2: second acceleration sensor, 3: third acceleration sensor,
4: vehicle speed detection unit, 5: ECU, 51: first determination unit,
52: Second determination unit, 53: Severity estimation unit, 6: Wireless communication unit

Claims (5)

A collision detection device mounted on a vehicle,
A first acceleration sensor (1) and a second acceleration sensor (2) which are arranged in front of the vehicle and are separated from each other in the vehicle width direction and detect acceleration in the vehicle longitudinal direction;
A third acceleration sensor (3) disposed in the center of the vehicle and detecting acceleration in the vehicle longitudinal direction;
Based on the detection results of the first acceleration sensor and the second acceleration sensor, as the first collision mode , it is determined whether the collision site is the vehicle center, the vehicle left side, the vehicle right side, or the entire vehicle front. A first determination unit (51) to perform,
A second determination unit (52) for determining a second collision mode more detailed than the first collision mode based on the determination result of the first determination unit and the detection result of the third acceleration sensor;
With
The second determination unit, when a collision portion by the first determination unit is determined to be one of the vehicle left and right side of the vehicle, wherein the acceleration obtained from the detection result of the third acceleration sensor first Based on the relationship with the speed change amount obtained by integrating the outputs of the three acceleration sensors , the collision is a collision with a fixed hard object or a collision with a movable object and / or a soft object. The collision detection apparatus which has an offset collision determination part which determines these . The offset collision determination unit determines that the collision is a collision with a fixed hard object when the acceleration with respect to the speed change amount exceeds a preset threshold, and the acceleration with respect to the speed change amount is The collision detection device according to claim 1 , wherein if the threshold is not exceeded, the collision is determined to be a collision with a movable object and / or a soft object . The second determination unit, when a collision portion by said first determination unit determines that the entire vehicle front, the first acceleration sensor, said second acceleration sensor, and the detection timing of the third acceleration sensor 3. The front collision determination unit according to claim 1, further comprising: a front collision determination unit configured to determine whether the collision is a frontal collision in which a front portion of the vehicle collides entirely or an underride in which an upper portion of the front portion of the vehicle collides. Collision detection device.   When the difference between the timing at which the output of the first acceleration sensor and / or the second acceleration sensor rises and the timing at which the output of the third acceleration sensor rises is within a predetermined range, the front collision determination unit The collision detection device according to claim 3, wherein it is determined that the collision is a frontal collision, and the collision is determined to be the underride when the difference is outside the predetermined range. The serious injury degree estimation part (53) which estimates the serious injury degree of the passenger | crew by a collision based on the collision speed calculated based on the determination result of the said 2nd determination part, and the said speed variation | change_quantity is provided. The collision detection device according to any one of the above.

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