KR100836374B1 - System and method for controlling fire of airbag - Google Patents

Abstract

A system and a method for controlling the deployment of an airbag are provided to determine the type of crash and protect a passenger more safely in vehicle crash. A system for controlling the deployment of an airbag includes an impact sensor(100), an airbag control unit(200), a yaw value measuring sensor(300), and a controller(400). The impact sensor detects the state of vehicle crash to determine the intensity of an impact of a vehicle. The airbag control unit deploys the airbag. The yaw value measuring sensor measures a yaw value of the vehicle in the crash of the vehicle. The controller determines the crash type of the vehicle to operate the air bag control unit.

Description

Airbag deployment control system and control method {SYSTEM AND METHOD FOR CONTROLLING FIRE OF AIRBAG}

1 is a schematic view of a conventional airbag system.

2 and 3 are graphs showing the time points of deployment of airbags when using a conventional airbag system.

4 is a schematic diagram of an airbag deployment control system according to the present invention.

5 is a flow chart of the airbag deployment control method according to the present invention.

6 and 7 are graphs showing a time point when the airbag is deployed when using the airbag deployment system according to the present invention.

<Description of the symbols for the main parts of the drawings>

100: impact sensor 200: airbag control unit

300: yaw value measuring sensor 400: control unit

The present invention relates to a control system and a control method for deploying an airbag during a vehicle collision, and more particularly, to an airbag deployment control system and control method configured to advance the airbag deployment time in the case of an inclined collision.

In general, a vehicle (hereinafter referred to as a vehicle) refers to a transport machine that is driven by a prime mover without a railroad track or railroad line, and includes an engine, a fuel supply device, a power transmission device, a suspension and steering device, Brakes, dischargers, air conditioning units, cooling and lubrication systems are used and are mainly used for the transportation of passengers or cargo.

The vehicle is equipped with a variety of auxiliary devices, among the auxiliary devices to protect the vehicle passengers in the event of a collision of the vehicle has a seat belt and an airbag system (Airbag system), such airbag system is a sensor, battery It consists of an airbag module consisting of an airbag and an operating gas expansion device.

Hereinafter, a conventional airbag system and operation will be described in detail with reference to the accompanying drawings.

1 is a schematic diagram of a conventional airbag system, and FIGS. 2 and 3 are graphs showing a time point of deployment of an airbag when a conventional airbag system is used.

As shown in FIG. 1, the conventional airbag system includes an impact sensor 10 mounted at the front of the vehicle and detecting a collision of the vehicle and a magnitude of impact force, and receiving a collision signal from the impact sensor 10. And an airbag control unit 20 for calculating the deceleration value of the vehicle and deploying the airbag (not shown).

When a low-speed frontal collision of the vehicle occurs when using the airbag system as described above, a deceleration value is drawn as shown in FIG. 2. In this case, the airbag control unit 20 is configured to deploy the airbag when the deceleration value exceeds the threshold, and as shown in FIG. 1, the airbag control unit 20 does not deploy the airbag when the deceleration value is always lower than the threshold value. No.

In addition, even when the vehicle is not collided, when the impact force is transmitted to the impact sensor 10 and the vehicle is decelerated, the airbag is not deployed. That is, by setting the deceleration region below a certain size as a misuse region for a predetermined time from the time when the impact force is applied, the airbag is not deployed even if the deceleration value exceeds the threshold in the malfunction region.

When the left and right front of the vehicle collides, that is, when the inclination collision occurs, as shown in Figure 3, the deceleration value increases for a certain period and then decreases, then increases again, as described above in the malfunction region At the time P1 at which the deceleration value exceeds the threshold, the airbag is not deployed, and the airbag is deployed at the time point P2 when the deceleration value exceeds the threshold outside the malfunction region.

Thus, in the conventional airbag system, the factor for distinguishing the frontal collision and the inclined collision is limited to the deceleration of the vehicle, so that the low-speed frontal collision that does not require the airbag deployment and the high speed inclined collision that requires the airbag deployment are distinguished early. Has the disadvantage of being difficult. In other words, low-speed frontal collisions and high-speed gradient collisions generate similar pulses at the beginning of the collision, and since the deceleration value does not exceed the threshold value immediately after leaving the malfunctioning area, the low-speed frontal collision and the high-speed gradient collision are the initial stages of collision. There is a disadvantage that it is difficult to distinguish. Accordingly, in the case of using the conventional airbag system, the airbag does not deploy immediately after leaving the malfunctioning area during a high-speed inclination collision, and the deceleration value is outside the malfunctioning area when the time has elapsed after the malfunctioning area has elapsed. There is a problem that the airbag is deployed only when the time P2 is exceeded.

The present invention has been proposed to solve the above problems, and provides an airbag deployment control system and control method configured to advance the airbag deployment time in the event of a slope collision by distinguishing the front collision and the inclined collision at the beginning of the collision. There is a purpose.

Airbag deployment control system according to the present invention for achieving the above object,

An impact sensor for detecting a collision of the vehicle and detecting an impact force;

An airbag control unit for deploying an airbag;

A yaw value measuring sensor for measuring a yaw value of a vehicle in a vehicle crash; And

If the yaw value is greater than or equal to the set value, it is determined that the collision of the vehicle is an inclined collision, and when the collision of the vehicle is an inclined collision, there is a section in which the deceleration of the vehicle is greater than or equal to the threshold value in the malfunction region and the vehicle is out of the malfunction region. A control unit for operating the airbag control unit when the deceleration increases;

It is configured to include.

The control unit is configured to operate the airbag control unit when the deceleration of the vehicle increases within a time point of 35ms after the start of the collision and a time point of 45ms after the start of the collision.

The control unit is configured to operate the airbag control unit when the deceleration of the vehicle is 500 to 1500 kPa within a time point of 35 ms elapsed after the start of the collision and a time point 45 elapsed after the start of the collision.

The set value is 30 °.

Airbag deployment control method according to the present invention,

A first step of measuring a deceleration of the vehicle when the vehicle collides with the vehicle;

A second step of determining whether the deceleration is above a threshold;

A third step of determining whether the deceleration graph is out of a malfunction area when the deceleration is greater than or equal to a threshold value;

A fourth step of determining whether the yaw value is greater than or equal to a set value if the deceleration graph does not leave the malfunction area;

A fifth step of determining whether the deceleration of the vehicle increases when the yaw value is greater than or equal to the set value; And

A sixth step of deploying the airbag when the deceleration of the vehicle increases at a time point outside the malfunction region;

It includes.

If it is determined in the third step that the deceleration graph is out of the malfunctioning region, the process immediately goes to the sixth step.

If it is determined in the second step that the deceleration of the vehicle is less than the threshold value, the process returns to the first step.

If it is determined in step 4 that the yaw value is less than the set value, the process returns to the first step.

If it is determined that the deceleration of the vehicle is decreased in the fifth step, the process returns to the first step.

The fifth step is configured to determine whether the deceleration of the vehicle increases within a time point of 35ms after the start of the collision and a time point of 45ms after the start of the collision.

The fifth step is configured to determine whether the deceleration of the vehicle increases over the 500 to 1500 kHz section within a time point of 35 ms after the start of the collision and a time point of 45 ms after the start of the collision.

The set value of the fourth step is 30 °.

Hereinafter, embodiments of the airbag deployment control system and control method according to the present invention will be described in detail with reference to the accompanying drawings.

4 is a schematic diagram of an airbag deployment control system according to the present invention.

The airbag deployment control system according to the present invention first determines whether the collision of the vehicle is a frontal collision or an inclined collision, and in the case of an inclined collision that requires the deployment of the airbag, the airbag deployment control system does not wait until the deceleration of the vehicle exceeds a threshold. As shown in FIG. 4, a control system configured to detect a collision of a vehicle and an impact force 100 for detecting a magnitude of an impact force, an airbag control unit 200 for deploying an airbag, and a vehicle in a vehicle collision as illustrated in FIG. 4. A yaw value measuring sensor 300 for measuring a yaw value, and a control unit 400 for operating the airbag control unit by determining whether a vehicle collision is a frontal collision or an inclined collision by receiving the yaw value. do.

The controller 400 determines that the collision of the vehicle is an inclined collision when the yaw value is greater than or equal to the set value, that is, when the angle at which the vehicle is rotated is greater than or equal to the set angle. If the angle is less than the set angle, it is determined that the collision of the vehicle is a frontal collision. At this time, in the case of an inclination collision, the vehicle is typically rotated to the left or rotated to the right by more than 30 °, the set value is preferably set to 30 °.

In addition, when the collision of the vehicle is an inclined collision, the speed at which the vehicle is decelerated, that is, the vehicle deceleration (hereinafter, abbreviated as 'deceleration') increases for a certain period (generally within a malfunctioning region), decreases, and then increases again. Since the characteristics, the control unit 400 controls the airbag control unit 200 so that the airbag can be deployed when the deceleration measured after the collision of the vehicle increases and decreases and then increases again. In addition, if the deceleration does not exceed the threshold when the initial increase is not a big collision as necessary to deploy the airbag, the above-mentioned yaw value unless the deceleration exceeds the threshold when the deceleration is initially increased Without comparison and deceleration comparison, the above-mentioned yaw value comparison and deceleration comparison are only performed when the deceleration exceeds the threshold when the deceleration is initially increased.

That is, the controller 400 operates the airbag control unit 200 when there is a section in which the deceleration is greater than or equal to the threshold in the malfunction box and the deceleration increases at a time out of the malfunction area. It is composed.

At this time, the section in which the deceleration value decreases and then increases again appears differently according to the collision direction, size, and characteristics of the vehicle, and the malfunction region is also set differently according to the type and characteristic of the vehicle. The point of departure can be changed according to various variables. In general, however, the malfunction region is set to about 30 ms after the collision occurs. The 'out of the malfunction region' is typically 45 ms after the collision has started from 35 ms. It is set to the time which has passed. That is, the control unit 400 is configured to operate the airbag control unit 200 when the deceleration increases within a time point of 35ms after the start of the collision and a time point of 45ms after the start of the collision.

In addition, the vehicle deceleration that decreases once and then increases again after an inclined collision occurs does not have a value of 1500 Hz or more when passing the 'time out of the malfunctioning region'. In addition, when the deceleration is less than 500 Hz when passing the 'out of the malfunction region', the airbag does not need to be deployed since the threshold value does not exceed the threshold even after elapse of time. Therefore, the controller 400 is configured to operate the airbag control unit 200 when the deceleration of the vehicle is 500 to 1500 kPa in a section 35 to 45 ms that elapses from the time when the collision is started.

5 is a flow chart of the airbag deployment control method according to the present invention.

The airbag deployment control method according to the present invention is configured to deploy an airbag while going through the following steps.

First, after passing through the first step (S10) of measuring the deceleration of the vehicle when the vehicle collides, and then the second step (determining whether the deceleration measured in the first step (S10) is greater than the threshold (threshold) Proceed to S20).

If it is determined that the deceleration of the vehicle is less than the threshold in the second step (S20), the process returns to the first step (S10) without going to the next step for deploying the airbag, and if the deceleration is above the threshold, deceleration The process goes to a third step S30 of determining whether the graph is out of the malfunction area. In this case, when it is determined that the deceleration of the vehicle is less than the threshold value in the second step S20, the vehicle may end immediately without returning to the first step S10, but the vehicle may collide again. It is preferable to be configured to return to the first step (S10) as shown.

If the deceleration graph does not leave the malfunction area in the third step S30, the process proceeds to a fourth step S40 of determining whether the yaw value is greater than or equal to a set value. At this time, in the case of an inclination collision, the vehicle is typically rotated to the left or rotated to the right by more than 30 °, the set value is preferably set to 30 °. In addition, the case where the deceleration graph is out of the malfunction region means that the deceleration is greater than or equal to the threshold value in the normal operation region, and therefore, the process immediately proceeds to deploying the airbag (sixth step S60 to be described later). On the contrary, when the deceleration graph is not out of the malfunction area, the process proceeds to the fourth step S40 of comparing the yaw value and the set value to determine whether it is a frontal collision or an inclined collision.

If the yaw value is greater than or equal to the set value in the fourth step (S40), it means that the collision of the vehicle is an inclined collision, and the process proceeds to the fifth step (S50) of determining whether the deceleration of the vehicle increases at the time when the vehicle is out of the malfunction region. . On the contrary, when the yaw value is less than the set value, it means that the collision of the vehicle is a frontal collision, and therefore, the process returns to the first step S10 without determining whether the deceleration of the vehicle increases when the vehicle is out of the malfunction region.

In the fifth step (S50), the increase in the deceleration at the point of time out of the malfunction area means that the deceleration exceeds a threshold value after a certain time elapses. If increased, the process proceeds to the sixth step S60 of deploying the airbag. On the contrary, the reduction of the deceleration at the time when it is out of the malfunction region does not reach the threshold even after a predetermined time, and thus returns to the first step S10 without deploying the airbag.

6 and 7 are graphs showing a time point when the airbag is deployed when using the airbag deployment system according to the present invention.

The deceleration measurement value (hereinafter, abbreviated as 'deceleration value') of the vehicle when the inclined collision is generated as much as the airbag deployment is necessary, increases and decreases beyond the threshold value in the malfunction region as shown in FIG. 6. After that, it is increased again when it is out of the malfunction region.

The airbag deployment system according to the present invention determines whether the deceleration value increases when a certain time elapses from the malfunction region, and when the airbag deployment is inclined as much as the airbag deployment requires, the point of time when the deceleration value exceeds the threshold (Fig. The biggest feature is that the airbag is configured to deploy immediately without waiting for P2).

In this case, the time point for determining the 'out of the malfunction region', that is, whether the deceleration is increased or decreased, and the reference deceleration at that time is determined by an experiment for each characteristic of the vehicle. It is called a slope division box.

If the right boundary of the 'front / inclined division box' is biased to the left, that is, when the time for determining whether the deceleration is increased or decreased is too early, it may overlap with the malfunction area, and the right side of the 'front / inclined division box' If the boundary line is biased to the right, that is, when the time for determining whether the deceleration is increased or decreased is too late, the deployment time of the airbag is delayed. In addition, the malfunction area is set to a time point 30ms after the start of the collision, the front / inclination classification box is preferably set so that the right boundary line is located at the point 40ms after the start of the collision. In this case, since the 'front / incline division box' may vary slightly depending on the characteristics of the vehicle, the section for determining whether the deceleration of the vehicle is increased is at least 35 ms after the collision has started as shown in FIG. 7. It is preferable to set a margin within 45ms after the collision has started.

In addition, if the deceleration of the vehicle is less than 500 ms within 35 ms of the start of the collision and 45 ms of the start of the collision, the deceleration increase amount is very small. Therefore, the deceleration value exceeds the threshold even after a long time. It is difficult to do so, thus eliminating the need to deploy airbags. In addition, the vehicle deceleration which decreases once again after an inclined collision occurs and then increases again does not have a value of 1500 ms or more when passing 35 ms after the start of the collision and 45 ms after the start of the collision. Will have the value of. Therefore, when using the airbag deployment control system and control method according to the present invention, when the deceleration of the vehicle is 500 to 1500㎨ in a section 35 to 45ms after the start of the collision to operate the airbag control unit 200 It is preferable to configure each part.

As mentioned above, although this invention was demonstrated in detail using the preferable embodiment, the scope of the present invention is not limited to a specific embodiment, Comprising: It should be interpreted by the attached Claim. In addition, those skilled in the art should understand that many modifications and variations are possible without departing from the scope of the present invention.

By using the airbag deployment control system and control method according to the present invention, it is possible to distinguish the frontal collision and the inclined collision at the beginning of the collision, and to advance the airbag deployment time in the case of the inclined collision that requires the airbag deployment. It has the advantage of being safe.

Claims (12)

delete Impact sensor 100 for detecting the impact of the vehicle and for detecting the magnitude of the impact force; An airbag control unit 200 for deploying an airbag; Yaw value measuring sensor 300 for measuring the yaw value of the vehicle at the time of vehicle collision; And If the yaw value is greater than or equal to the set value, it is determined that the collision of the vehicle is an inclined collision, and when the collision of the vehicle is an inclined collision, there is a section in which the deceleration of the vehicle is greater than or equal to the threshold value in the malfunction region and the vehicle is out of the malfunction region. A controller 400 for operating the airbag control unit 200 when the deceleration is increased; It is configured to include, The control unit 400 is configured to operate the airbag control unit 200 when the deceleration of the vehicle increases within a time point of 35ms after the start of the collision and a time point of 45ms after the start of the collision. Airbag deployment control system. The method of claim 2, The controller 400 is configured to operate the airbag control unit 200 when the deceleration of the vehicle is 500 to 1500 kPa within a time point of 35 ms elapsed since the start of the collision and a time point of 45 ms elapsed from the start of the collision. Airbag deployment control system, characterized in that. Impact sensor 100 for detecting the impact of the vehicle and for detecting the magnitude of the impact force; An airbag control unit 200 for deploying an airbag; Yaw value measuring sensor 300 for measuring the yaw value of the vehicle at the time of vehicle collision; And If the yaw value is greater than or equal to the set value, it is determined that the collision of the vehicle is an inclined collision, and when the collision of the vehicle is an inclined collision, there is a section in which the deceleration of the vehicle is greater than or equal to the threshold value in the malfunction region and the vehicle is out of the malfunction region. A controller 400 for operating the airbag control unit 200 when the deceleration is increased; It is configured to include, And said set value is 30 degrees. A first step (S10) of measuring a deceleration of the vehicle when the vehicle is collided; A second step (S20) of determining whether the deceleration is greater than or equal to a threshold value; If the deceleration is greater than or equal to a threshold value, determining whether the deceleration graph is out of the malfunctioning area (S30); A fourth step (S40) of determining whether a yaw value is greater than or equal to a set value if the deceleration graph does not leave the malfunction area; A fifth step (S50) of determining whether the deceleration of the vehicle increases when the yaw value is greater than or equal to the set value; And A sixth step (S60) of deploying the airbag when the deceleration of the vehicle increases at a time point outside the malfunction region; Airbag deployment control method comprising a. The method of claim 5, And if it is determined that the deceleration of the vehicle is less than a threshold in the second step (S20), the method returns to the first step (S10). The method of claim 5, If it is determined in the third step (S30) that the deceleration graph is out of the malfunction area, the airbag deployment control method, characterized in that the step immediately goes to the sixth step (S60). The method of claim 5, If it is determined that the yaw value is less than the set value in the fourth step (S40), the method returns to the first step (S10). The method of claim 5, And if it is determined that the deceleration of the vehicle is decreased in the fifth step (S50), the method returns to the first step (S10). The method according to any one of claims 5 to 9, The fifth step (S50) is configured to determine whether the deceleration of the vehicle increases within the time 35 seconds after the start of the collision and the time 45 seconds after the start of the collision. The method of claim 10, The fifth step (S50) is characterized in that it is configured to determine whether the deceleration of the vehicle increases over the 500 to 1500㎨ section within the time when 35ms elapsed since the collision started and 45ms elapsed after the collision started Airbag deployment control method. The method according to any one of claims 5 to 9, Air bag deployment control method characterized in that the set value of the fourth step (S40) is 30 °.

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