KR100496338B1 - A Airbag Control Method of Vehicle - Google Patents

Abstract

The present invention relates to a vehicle airbag control method, comprising: receiving an X-axis and a Y-axis deceleration of a vehicle generated during a collision from a front acceleration sensor installed in a vehicle, and analyzing the X-axis deceleration input from the front acceleration sensor And deploying the front airbag by controlling the front airbag operation unit when the set reference value is exceeded, and analyzing the Y-axis deceleration input from the front acceleration sensor when the X-axis deceleration input from the front acceleration sensor is less than or equal to the set reference value. the steps and, the calculated Y-axis velocity value (V _y) in the Y-axis velocity change value (ΔV _y) to calculate phase and the calculated Y-axis velocity change value to calculate a Y-axis velocity value (V _y) If the ΔV _y is greater than the threshold speed change value set in comparison with the threshold speed change value, the front airbag is deployed, and the calculated Y axis speed change value ΔV _y is If it is smaller than the set threshold speed change value, the front airbag may be undeployed, thereby improving the judgment ability for the less distinctive collision methods such as inclined collisions and offset collisions, thereby enabling proper airbag deployment for all collision types. To help.

Description

A airbag control method of vehicle

The present invention relates to a vehicle airbag control method, and more particularly, to properly deploy the airbag to minimize accident damage among front, right and left airbags for all collision types by appropriately using the component of the collision in an automobile crash accident. One vehicle airbag control method.

In general, the airbag (airbag) is a secondary safety device that has recently been used rapidly to reduce the injuries of the occupants in the event of a car crash.

The airbag includes a front airbag system that inflates the airbag momentarily between the driver and the steering wheel or between the passenger seat and the instrument panel of the passenger seat during a frontal collision of the vehicle to reduce injury due to impact, and the driver during a side collision of the vehicle. And a side airbag system that inflates the airbag momentarily between the passenger and the vehicle body to reduce injury due to impact.

Current vehicle airbag system uses an electronic acceleration sensor (Gravity sensor) installed on the front, right and left sides of the vehicle body to determine whether or not the collision through the acceleration signal transmitted from each acceleration sensor and to control the driving of the airbag.

Such a conventional airbag control method uses a single-axis sensing method that is limited to a method of determining only a collision in the front direction of each acceleration sensor.

Therefore, the conventional vehicle airbag control method using the single-axis sensing method is excellent in the determination characteristics for the collision in the front direction of the acceleration sensor, as in the case ① and Case ③ as shown in Figure 2, but in the case of Case ② Collision collision and offset collision, such as this is difficult to determine the collision.

In particular, as automobile safety regulations are being tightened in recent years, automakers are designing the structure of vehicles to be softer in the front of the vehicle and stronger after the engine in accordance with these regulations. For this reason, the conventional single axis sensing airbag system is more difficult to determine the collision.

Accordingly, an object of the present invention is to apply the dual-axis sensing method of both axes (X-axis and Y-axis) to improve the judgment ability for the small-distance collision method such as inclined collision and offset collision. It is to provide a vehicle airbag control method that allows the proper deployment of the airbag for the collision type.

In order to achieve the above object, the vehicle airbag control method according to the present invention comprises the steps of receiving the X-axis and Y-axis deceleration of the vehicle generated during a collision from the front acceleration sensor installed in the vehicle, and the input from the front acceleration sensor Analyzing the X-axis deceleration to control the front airbag operation unit when the set reference value is exceeded, and deploying the front airbag when the X-axis deceleration input from the front acceleration sensor is less than or equal to the set reference value. analyzing the Y-axis deceleration by calculating the Y-axis velocity value (V _y), and calculating the calculated Y-axis velocity value (V _y) in the Y-axis velocity change value (ΔV _y), the calculated Deploying the front airbag when the set Y-axis speed change value ΔV _y is greater than the set threshold speed change value compared with the set threshold speed change value, and the system And if the calculated Y-axis speed change value ΔV _y is smaller than the set threshold speed change value, the front airbag is undeployed.

Hereinafter, with reference to the accompanying drawings will be described in detail the present invention.

1 is a block diagram of a vehicle airbag system for performing a vehicle airbag control method according to the present invention, Figure 2 is a view for explaining the type of collision of the vehicle.

Referring to these drawings, the vehicle airbag system according to the present invention is mounted on the front of the vehicle and the front acceleration sensor 10 for detecting the instantaneous deceleration of the front of the vehicle in the event of a vehicle crash, and the vehicle is mounted on both sides of the vehicle collision The left side acceleration sensor 12 and the right side acceleration sensor 14 for detecting the instantaneous deceleration of the vehicle side in case of an accident are provided. The front acceleration sensor 10 and the left and right side acceleration sensors 12 and 14 are sensors for detecting a deceleration of a vehicle generated in a collision and generating a voltage corresponding to the deceleration.

The left side acceleration sensor 12 and the right side acceleration sensor 14 are connected to the left side airbag ECU (Electronic Control Unit) 22 and the right side airbag ECU 24, respectively, and detect the deceleration of the vehicle generated during a collision. Input the voltage as much as the deceleration.

The front acceleration sensor 10 detects the X and Y axis decelerations of the vehicle generated when the vehicle crashes, and inputs the detected X and Y axis decelerations to the central airbag ECU 40.

The left and right side airbag ECUs 22 and 24 and the center airbag ECU 40 analyze the voltage according to the input deceleration to determine whether there is a collision, and the left and right side airbags 62 and 64 and the front airbag 60. To judge the operation.

When the left and right side airbag ECUs 22 and 24 and the center airbag ECU 40 determine that the left and right side airbags 62 and 64 and the front airbag 60 are required, the respective left and right side airbags are operated. Each of the airbags is deployed by controlling the portions 52 and 54 and the front airbag operating portion 50.

As shown in FIG. 2, the collision type of the vehicle may be represented as Case ①, ②, ③. At this time, in case ①, the front X-axis acceleration value is large, in case ③, the Y-axis acceleration value is large, and in case ②, the component force is generated in the X-axis and Y-axis.

The central airbag ECU 40 is suitable by using dual-axis sensing (Dual-Axis Sensing) method of both axes, that is, X- and Y-axes, when collisions with small differences such as inclined collisions and offset collisions such as Case ② occur. Allow airbag deployment.

The central airbag ECU 40 reads the X-axis acceleration value input through the front acceleration sensor 10, and if the X-axis acceleration value is larger than the set reference value, that is, the vertical of the front acceleration sensor 10 as in Case ①. When the collision of the vehicle close to the direction is controlled to operate the front airbag (60).

In addition, the central airbag ECU 40 reads the Y-axis acceleration value input through the front acceleration sensor 10 when the X-axis acceleration value is smaller than the set reference value, that is, when the vehicle is inclined with the vehicle body as in Case ②. Obtain the Y-axis velocity value (V _y ) as shown in Equation 1.

V _y (t) = V _y (t-1) + | A _y (t) | ------- Equation 1

(V _y is Y-axis speed value, A _y is Y-axis acceleration value, and t is time.)

The Y-axis speed value V _y is obtained by adding the absolute value of the acceleration value Ay with respect to the current Y-axis to the previous speed value Vy (t-1). It is to calculate the speed change of Y axis until it is generated. Using the obtained Y axis speed value (Vy), calculate the Y axis speed change value (ΔV _y ) using Equation 2 below. ΔV _y (t) = | V _y (t) -V _y (t-Δt) | Equation 2 The Y-axis speed change value ΔV _y is obtained by calculating the absolute value of the present Y-axis speed value V _y minus the past speed value, that is, the speed value before the vehicle crash. calculated, and the velocity change value as calculated by limited only as long as a conflict before collision of the vehicle progress which is a view of the trend of the speed change in order. the Y-axis speed changes through the course of the value of the Y-axis (ΔV _y ) Is determined every predetermined unit time to determine the vehicle crash time for deploying the airbag. That is, the velocity value and the acceleration for the Y-axis are added at a predetermined unit time interval to obtain the Y-axis velocity value per unit time. Therefore, it is possible to determine the vehicle crash time for determining the airbag deployment time by calculating the speed change.

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The central airbag ECU 40 controls the front airbag to be deployed when it is larger than the threshold speed change value compared with the threshold speed change value that sets the Y axis speed change value ΔV _y calculated in Equation 2, and changes the threshold speed change. When smaller than the value, the deployment of the front airbag 60 is suppressed.

In addition, the central airbag ECU 40 suppresses the deployment of the front airbag 60 by considering it as a side collision when the Y-axis speed value V _y calculated in Equation 1 is larger than the predetermined threshold speed value Vsaf.

Similarly, since the central airbag ECU 40 is expected to increase the Y-axis acceleration value due to rotation after the collision of the vehicle, the front airbag 60 is deployed when the set time Tmax elapses after the collision due to the time t. Suppress

If described with reference to the accompanying drawings the effect of the vehicle airbag system made of the above configuration as follows.

3 is a flowchart illustrating a vehicle airbag control method according to the present invention.

The central airbag ECU 40 receives an instantaneous X-axis deceleration of the front of the vehicle detected at the time of a vehicle crash from the front acceleration sensor 10 mounted at the front of the vehicle (S301).

The central airbag ECU 40 receives an instantaneous Y-axis deceleration of the side of the vehicle detected at the time of a vehicle crash by the front acceleration sensor 10 mounted at the front of the vehicle (S302).

At this time, the instantaneous deceleration input through the front acceleration sensor 10 becomes the X-axis and Y-axis acceleration values.

The central airbag ECU 40 which receives the X-axis and Y-axis acceleration values from the front acceleration sensor 10 analyzes the input X-axis deceleration to determine whether the X-axis acceleration value exceeds the set reference value (S303). .

As a result of the determination, if the X-axis acceleration value exceeds the set reference value, the front airbag ECU 40 determines that the front collision is close to the case ① shown in FIG. 2 and controls the front airbag operation unit 50 to control the front airbag 60 ) Is developed (S308).

On the other hand, if the X-axis acceleration value is less than the reference value set as a result of the determination, the front airbag ECU 40 determines that the inclined collision close to the case ② shown in Fig. 2 and reads the input Y-axis acceleration value to the Y-axis speed value (V _y ) is calculated (S304). At this time, the Y-axis speed value V _y is calculated by adding the absolute value of the current Y-axis acceleration value A _y to the past speed value as shown in Equation 1 below.

V _y (t) = V _y (t-1) + | A _y (t) | ------- Equation 1

(V _y is Y-axis speed value, A _y is Y-axis acceleration value, and t is time.)

It calculates the center air bag ECU (40) is Y-axis velocity change value (ΔV _y) in the Y-axis velocity value (V _y) of the calculated (S305). At this time, the central airbag ECU 40 uses the Y-axis speed value V _y calculated through Equation 1 to subtract the past speed value from the present Y-axis speed value V _y as shown in Equation 2. Obtain the absolute value and calculate the Y-axis speed change value (ΔV _y ).

ΔV _y (t) = | V _y (t) -V _y (t-Δt) | ------- Equation 2

Central air bag ECU (40) obtained in the Y-axis velocity change value (ΔV _y) as described above are compared to determine the threshold speed values change have set and the calculated Y-axis velocity change value (ΔV _y) (S306).

If the Y-axis speed change value ΔV _y is greater than the threshold speed change value as a result of the determination in step S306, after the set threshold time Tmax has passed (S307), the central airbag ECU 40 calculates the Y-axis speed calculated in step S304. It is compared whether the value V _y is larger than the set threshold speed value Vsaf (S308). At this time, since the central airbag ECU 40 is expected to increase the Y-axis acceleration value due to the rotation after the collision of the vehicle, it is restricted by the time t so that when the set time Tmax after the collision has elapsed, the front airbag 60 The expansion is suppressed (S307) (S310). That is, the setting time Tmax of the threshold value is set in consideration of the time when the Y-axis acceleration value Ay rises by the rotation of the vehicle after the inclination collision of the vehicle. If the Y-axis speed change value (ΔVy) calculated at the time when the threshold time (Tmax) is exceeded is greater than the high threshold speed change value (Vsaf), the front airbag ECU determines that the vehicle is rotated by the side collision and pushes the front airbag. In this case, if the Y-axis speed value V _y is smaller than the set threshold speed value Vsaf as a result of the comparison in step S308, the central airbag ECU 40 causes the collision of the vehicle to incline and crash. Alternatively, the front airbag (60 is determined to be an offset collision). If the Y-axis speed value V _y is greater than the threshold speed value Vsaf set as a result of the comparison, the central airbag ECU 40 has a crash case 3 shown in FIG. Judging by the side collision close to the will be to suppress the deployment of the front air bag (60) (S310).

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Therefore, the vehicle airbag control method according to the present invention applies the dual-axis sensing method of both axes, i.e., the X-axis and the Y-axis, to determine the judging ability with respect to the collision method having a low distinction such as inclined collision and offset collision. Improvements can be made for proper deployment of airbags for all collision types.

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What has been described above is just one embodiment of a vehicle airbag control method according to the present invention, the present invention is not limited to the above embodiment will be said that the technical spirit of the present invention to the claims claimed in the following claims. .

As described above, the vehicle airbag control method according to the present invention has the following effects.

First, passengers can be improved through the proper deployment of airbags by improving the collision determination ability for tilt collisions and offset collisions, which were difficult to determine in the single-axis sensing method, which judges only the collision in the front direction of the acceleration sensor. It is effective to minimize the injury.

Second, in anticipation of an increase in the Y-axis acceleration value due to the rotation of the vehicle after an inclined collision of the vehicle, when the set time has passed after the collision, the deployment of the front airbag is suppressed to prevent unnecessary deployment of the front airbag, thereby injuring passengers due to the airbag. This has the advantage of minimizing customer complaints by reducing the likelihood and reducing the economic burden of re-installation.

1 is a block diagram of a vehicle airbag system for performing a vehicle airbag control method according to the present invention.

2 is a view for explaining a collision type of a vehicle.

3 is a flowchart illustrating a vehicle airbag control method according to the present invention.

Explanation of symbols on main parts of drawing

10: front acceleration sensor 12: left side acceleration sensor

14: Right side acceleration sensor 22: Left side airbag ECU

24: Right side airbag ECU 40: Central airbag ECU

50: front airbag operation unit 60: front airbag

Claims (4)

Receiving an X-axis and Y-axis deceleration of the vehicle generated during a collision from a front acceleration sensor installed in the vehicle; Analyzing the X-axis deceleration input from the front acceleration sensor and deploying the front airbag by controlling the front airbag operation unit when the deceleration of the set reference value is exceeded; Calculating the Y-axis speed value Vy by analyzing the Y-axis deceleration input from the front acceleration sensor when the X-axis deceleration input from the front acceleration sensor is less than or equal to the deceleration of the set reference value; Calculating a Y-axis speed change value ΔVy from the calculated Y-axis speed value Vy; Comparing the calculated Y-axis speed change value ΔVy with a set threshold speed change value; As a result of the comparison, if the Y-axis speed change value ΔVy is smaller than the threshold speed change value, the front airbag ECU determines the collision of the vehicle as an inclined collision or an offset collision to deploy the front airbag, and the calculated Y-axis speed change value ΔVy. The front airbag ECU determines that the vehicle collision is a side collision and fails to deploy the front airbag when the threshold speed change value is greater than the threshold speed change value. Vehicle airbag control method comprising a. The method according to claim 1, wherein when the Y-axis speed change value ΔVy is larger than the threshold speed change value set in the step, After the vehicle collision, the Y-axis speed value Vy calculated in the step and the predetermined threshold value Vsaf are compared for the predetermined time Tmax, and the Y-axis speed value Vy is set to the threshold value Vsaf. If not, the front air bag is not deployed, and if the Y-axis speed value (Vy does not exceed the threshold value Vsaf), the front air bag is deployed. And undeploying the front airbag when the predetermined time Tmax is exceeded after the vehicle collision. The method according to claim 1, wherein the Y-axis speed value (V _y ) is obtained at predetermined unit time intervals, and the time point before the unit time from the current time (t) to obtain the current Y-axis speed value (V _y ) ( t-1) in the Y-axis velocity value (V _y (t-1)) to (acceleration values for the Y-axis in the t) (a _y (t) this time) V _y (t calculating by adding the absolute value of the ) = V _y (t-1) + | A _y (t) | --------- A method for controlling an automobile airbag, according to Equation 1. The Y-axis speed change value ΔV _y of claim 2, wherein the Y-axis speed change value ΔV _y is the Y-axis speed value V of the point of interest t-Δt at the Y-axis speed value V _y (t) _y at the present time t. _y ΔV _y (t) = calculating to obtain the absolute value of the difference (t-Δt)) | V y (t) -V y (t-Δt) | ------- An automobile airbag control method according to Equation 2.