KR102332059B1 - Apparatus for controlling airbag of vehicle and method thereof - Google Patents

Abstract

The present invention relates to an airbag control apparatus and method for a vehicle, comprising: a sensing unit for sensing driving state information of a vehicle; A control unit that verifies the sensing reliability of the sensing terminal unit based on the driving state information of the terminal unit and the vehicle sensed by the sensing unit and applies the collision acceleration sensed by the sensing terminal unit to a safing logic for airbag deployment It is characterized in that it includes.

Description

Apparatus and method for controlling an airbag in a vehicle

The present invention relates to an airbag control apparatus and method for a vehicle, and more particularly, to an airbag control apparatus and method for a vehicle for controlling airbag deployment by expanding a sensor applied to a shaping logic for vehicle airbag deployment .

In general, an air bag device for a vehicle is a device for protecting the safety of a vehicle driver and a passenger by being instantaneously deployed from the front and side of a vehicle driver and a passenger in the event of a vehicle collision, and is mounted on a steering wheel. A driver's seat airbag, a passenger seat airbag mounted on a crash panel, a driver's side airbag, and a passenger's side airbag are provided. When the airbag device for a vehicle detects that a collision occurs in the front or side of the vehicle, gas is instantaneously injected into the corresponding airbag and deployed.

The airbag is an airbag control unit that controls the deployment of the airbag by receiving signals from the front impact sensor (FIS), the side impact sensor (SIS), the front impact sensor and the side impact sensor installed on the vehicle. (ACU: Airbag Control Unit), ACU internal acceleration sensors (ACU X, ACU Y), and airbag modules (KAB, DAB, PAB, SAB, CAB) of each part of the vehicle. The airbag control unit is the main logic for determining whether to deploy the airbag. It detects a collision through the sensed values (acceleration and pressure change) received from each sensor and deploys the airbag when the set threshold is exceeded.

Meanwhile, in the airbag system, a safing logic for preventing the airbag from opening is applied together with the main logic. Specifically, the longitudinal axis direction (X-axis direction) acceleration is detected in the event of a vehicle collision through a shaping sensor mounted on the vehicle, and the airbag is deployed only when the acceleration detected through the shaping sensor is greater than or equal to a set threshold. Logic to prevent morning fog is applied.

Currently, the shaping logic of the collision algorithm uses the sensing values detected through additional sensors in the ACU and remote sensors (FIS: Front Impact Sensor, SIS: Side Impact Sensor), including the shaping sensor. Additional sensors for realizing this are a major factor in the cost increase. Furthermore, the shaping logic uses only the sensors limited to the ACU system, such as the ACU internal sensor and the remote sensor, that is, the method of preventing the open and undeployed airbags using only the sensor information of the ACU system is applied. There is a problem in that it is difficult to respond to the overall error.

The present invention was created to solve the above problems, and an object according to an aspect of the present invention is to expand a sensor system for implementing the shaping logic, thereby increasing the cost of additional sensors for implementing the shaping logic. An apparatus and method for controlling an airbag of a vehicle are provided to reduce the number of problems and to eliminate the problem that it was difficult to respond to an overall system error by implementing a shaping logic using only sensor information of an ACU system.

An apparatus for controlling an airbag for a vehicle according to an aspect of the present invention includes a sensing unit for sensing driving state information of a vehicle, a user terminal and a navigation terminal each equipped with a sensor for sensing collision acceleration when a collision occurs in the vehicle. A terminal unit and a collision acceleration sensed by the sensing terminal unit by verifying the sensing reliability of the sensing terminal unit based on the driving state information of the vehicle sensed by the sensing unit to deploy the airbag (Safing Logic) It is characterized in that it comprises a control unit applied to.

In the present invention, the sensing unit includes a vehicle speed sensor for detecting the vehicle speed of the vehicle, and the control unit, the collision acceleration sensed by the user terminal is within a set allowable range based on the vehicle acceleration calculated from the vehicle speed. It is characterized in that the first verification of the sensing reliability of the user terminal by determining whether it is included.

In the present invention, the sensing unit further comprises a steering angle sensor for detecting a steering angle of a steering wheel, the user terminal further senses the collision angular velocity when a collision occurs to the vehicle through a mounted sensor, the control unit, It is characterized in that the sensing reliability of the user terminal is secondarily verified by determining whether the collision angular velocity sensed by the user terminal is within a set allowable range based on the steering angular velocity calculated from the steering angle.

In the present invention, the navigation terminal is fixedly mounted on the vehicle, and the controller determines whether an error between the collision acceleration sensed by the user terminal and the collision acceleration sensed by the navigation terminal is within a set allowable range. to finally verify the sensing reliability of the sensing terminal unit.

In the present invention, when the collision acceleration sensed by the sensing terminal unit is equal to or greater than a preset threshold, the controller determines that the shaping logic is satisfied.

In the present invention, the control unit, when a collision occurs in the vehicle, a safety sensor mounted on the vehicle, a front impact sensor (FIS: Front Impact Sensor), and a side impact sensor (SIS: Side Impact Sensor) It is characterized in that it is determined whether the shaping logic is satisfied by further considering the vehicle acceleration sensed by one or more.

In the present invention, the control unit, the collision acceleration sensed by the sensing terminal unit is greater than or equal to a preset threshold value (TH), a shaping sensor (Safing Sensor), a front impact sensor (FIS: Front Impact Sensor) and side impact When the vehicle acceleration sensed by one or more of the sensors (SIS: Side Impact Sensor) is greater than or equal to a preset threshold value (TH _SA , TH _F , TH _S ) for each, it is determined that the shaping logic is satisfied do it with

A method for controlling an airbag of a vehicle according to an aspect of the present invention includes the steps of, by a sensing terminal, sensing a collision acceleration when a collision occurs in a vehicle, wherein the sensing terminal includes a user terminal and a navigation terminal, the control unit comprising: verifying the sensing reliability of the sensing terminal unit based on the driving state information of the vehicle, and when the sensing reliability of the sensing terminal unit is verified, the control unit applies the collision acceleration to a safing logic for airbag deployment It is characterized in that it comprises the step of

According to one aspect of the present invention, the present invention can improve the operation reliability of the airbag by adding and distributing the shaping logic source of the collision algorithm in the ACU system, and it is required to implement the shaping logic such as the shaping sensor in the ACU. Costs can be reduced by implementing shaping logic without additional sensors.

1 is a block diagram illustrating an airbag control apparatus for a vehicle according to an embodiment of the present invention.
2 is a configuration diagram illustrating a specific configuration of a sensing terminal unit in the airbag control apparatus for a vehicle according to an embodiment of the present invention.
3 is an exemplary diagram illustrating an example of a connection relationship between all components for performing shaping logic in the airbag control apparatus for a vehicle according to an embodiment of the present invention.
4 is an exemplary logic diagram for explaining a shaping logic in an airbag control apparatus for a vehicle according to an embodiment of the present invention.
5 is a flowchart illustrating a method for controlling an airbag of a vehicle according to an embodiment of the present invention.
6 is a flowchart specifically explaining the step of verifying the sensing reliability of the sensing terminal in the method for controlling an airbag of a vehicle according to an embodiment of the present invention.

Hereinafter, an apparatus and method for controlling an airbag for a vehicle according to the present invention will be described with reference to the accompanying drawings. In this process, the thickness of the lines or the size of the components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, the terms to be described later are terms defined in consideration of functions in the present invention, which may vary according to the intention or custom of the user or operator. Therefore, definitions of these terms should be made based on the content throughout this specification.

1 is a block diagram for explaining an apparatus for controlling an airbag for a vehicle according to an embodiment of the present invention, and FIG. 2 is a detailed configuration of a sensing terminal unit in the apparatus for controlling an airbag for a vehicle according to an embodiment of the present invention. 3 is an exemplary diagram illustrating an example of a connection relationship between all components for performing a shaping logic in the airbag control apparatus for a vehicle according to an embodiment of the present invention, and FIG. 4 is an embodiment of the present invention It is an example logic diagram for explaining shaping logic in the airbag control apparatus of a vehicle according to an example.

Referring to FIG. 1 , an apparatus for controlling an airbag for a vehicle according to an embodiment of the present invention may include a sensing unit 100 , a sensing terminal unit 200 , and a control unit 300 , and the sensing unit 100 may include a vehicle speed The sensor 110 and the steering angle sensor 130 may be included, and the sensing terminal 200 may include a user terminal 210 and a navigation terminal 230 .

The sensing unit 100 may detect driving state information of the vehicle and transmit it to the control unit 300 to be described later. In this embodiment, the driving state information of the vehicle may include a vehicle speed of the vehicle and a steering angle of a steering wheel. Accordingly, the sensing unit 100 may include a vehicle speed sensor 110 for detecting a vehicle speed of the vehicle, and a steering angle sensor 130 for detecting a steering angle of a steering wheel. The driving state information detected by the sensing unit 100 may be used to verify the sensing reliability of the sensing terminal unit 200 as will be described later.

The sensing terminal 200 may include a user terminal 210 and a navigation terminal 230 . The user terminal 210 and the navigation terminal 230 have sensors that sense the collision acceleration when a vehicle collides (that is, the acceleration formed in the user terminal 210 and the navigation terminal 230 due to the collision of the vehicle), respectively. It is mounted, and collision acceleration can be sensed through each mounted sensor. The collision acceleration sensed by the sensing terminal 200 functions as an extended shaping logic source to implement shaping logic in this embodiment.

For clear definition of terms, in the present embodiment, the term "collision acceleration" means acceleration formed in the user terminal 210 and the navigation terminal 230 due to the collision of the vehicle, and the collision angular velocity indicated below is the collision of the vehicle. It is defined as meaning an angular velocity formed in the user terminal 210 and the navigation terminal 230 due to .

The configuration of the sensing terminal unit 200 will be described in more detail with reference to FIG. 2 . As shown in FIG. 2 , the navigation terminal 230 of the sensing terminal 200 may be equipped with a 6-axis sensor. Accordingly, the navigation terminal 230 determines the collision acceleration and collision angular velocity in the longitudinal direction (X-axis direction) (Roll direction), the horizontal axis direction (Y-axis direction), and the collision acceleration and collision angular velocity (Pitch direction), in the vertical direction during a vehicle collision. The collision acceleration (Z-axis direction) and the collision angular velocity (Yaw direction) can be sensed. In addition, the navigation terminal 230 of the present embodiment is assumed to mean a stationary terminal fixedly mounted inside the vehicle. As shown in FIG. 2 , ACC denotes collision acceleration, Gyro denotes collision angular velocity, and X, Y, and Z denote reference axis directions, respectively.

Also, as shown in FIG. 2 , the user terminal 210 may include at least one of a smartphone, a tablet PC, and a smart watch possessed by the user. Each user terminal 210 may be equipped with a 6-axis sensor like the navigation terminal 230 , and accordingly, the user terminal 210 may have a longitudinal axis collision acceleration and collision angular velocity and a transverse collision acceleration during a vehicle collision. and a collision angular velocity, a vertical collision acceleration, and a collision angular velocity may be sensed. In addition, in this embodiment, the user terminal 210 is assumed to mean a variable position terminal that the user can carry.

Meanwhile, in relation to the communication method between the sensing terminal unit 200 and the control unit 300 , as shown in FIG. 2 , the navigation terminal 230 receives the sensed value from the user terminal 210 and senses the sensed value by itself. can be transmitted to the control unit 300 through CAN (Controller Area Network) communication together with Wired communication technology using bus) can be used. However, the present invention is not limited thereto, and may be implemented in a configuration in which the user terminal 210 directly transmits the sensed value to the controller 300 through wireless or wired communication.

Each collision acceleration (specifically, collision acceleration in the longitudinal direction) sensed by the user terminal 210 and the navigation terminal 230 may be used as a source of shaping logic through a sensing reliability verification process by the controller 300 . .

The control unit 300 verifies the sensing reliability of the sensing terminal unit 200 based on the driving state information of the vehicle sensed by the sensing unit 100 to determine the collision acceleration sensed by the sensing terminal unit 200 for airbag deployment. It can be applied to the safing logic.

That is, the present embodiment is a user terminal possessed by the driver without additional sensors and remote sensors (FIS: Front Impact Sensor, SIS: Side Impact Sensor) in the ACU including the shaping sensor, which were required to implement the conventional shaping logic. By implementing the shaping logic by utilizing the 210 and the navigation terminal 230 normally mounted on the vehicle, it is characterized by a configuration that reduces the problem of cost increase due to an additional sensor for implementing the conventional shaping logic. Meanwhile, the control unit 300 of the present embodiment may be implemented as an airbag control unit (ACU) mounted on a vehicle.

Hereinafter, the configuration for verifying the sensing reliability of the sensing terminal unit 200 and applying the collision acceleration to the safing logic will be described in detail focusing on the operation of the control unit 300 .

The process in which the controller 300 verifies the sensing reliability of the sensing terminal 200 includes a pre-process of adjusting the zero points of each sensor mounted on the user terminal 210 and the navigation terminal 230 , and A process of primary and secondary verification of sensing reliability and a mutual verification process according to the sensing values of the user terminal 210 and the navigation terminal 230 may be performed.

First, the controller 300 may adjust the zero point of each 6-axis sensor mounted on the user terminal 210 and the navigation terminal 230 (Offset Cancelation). The controller 300 transmits a zero point adjustment command signal to the user terminal 210 and the navigation terminal 230 to cause the control devices mounted on the user terminal 210 and the navigation terminal 230 to adjust the zero points of each 6-axis sensor, respectively. can be controlled to do Meanwhile, in the preliminary process, the control unit 300 checks the presence or absence of the user terminal 210 (ie, whether each of a smartphone, a tablet PC, and a smart watch) and the presence or absence of the navigation terminal 230 (eg, a test signal) check whether a response signal is received), adjust the zero point of the 6-axis sensor only for existing terminals, and perform the following sensing reliability verification process.

After the preliminary process, the control unit 300 determines whether the collision acceleration sensed by the user terminal 210 is within a set allowable range based on the vehicle acceleration calculated from the vehicle speed, and the sensing of the user terminal 210 is performed. Reliability can be verified first.

Specifically, the control unit 300 may calculate the vehicle acceleration in the longitudinal direction by differentiating the vehicle speed detected by the vehicle speed sensor 110 with respect to time, and a preset allowable range (eg, : When the longitudinal collision acceleration sensed by the user terminal 210 is included within the range of ±10% of the vehicle acceleration value, it may be determined that the sensing reliability of the user terminal 210 is primarily verified.

If the collision acceleration is out of the set allowable range (for example, if the collision acceleration of any one of the smartphone, tablet PC, and smart watch is outside the set allowable range), the user terminal Since the 210 is moved inside the vehicle, the zero point of the sensor of the user terminal 210 may be re-adjusted through a preliminary process.

When the sensing reliability of the user terminal 210 is first verified, the control unit 300 determines whether the collision angular velocity sensed by the user terminal 210 is within a set allowable range based on the steering angular velocity calculated from the steering angle. By determining, the sensing reliability of the user terminal 210 may be verified secondarily.

Specifically, the control unit 300 may calculate the steering angular velocity by differentiating the steering angle detected by the steering angle sensor 130 with respect to time, and based on the calculated steering angular velocity, a preset allowable range (eg, the value of the steering angular velocity) If the vertical collision angular velocity sensed by the user terminal 210 is included within the range of ±10%), it may be determined that the sensing reliability of the user terminal 210 is secondarily verified.

If the collision angular velocity is out of the set allowable range (for example, if the collision angular velocity of any one of the smartphone, tablet PC, and smart watch is outside the set allowable range), the user terminal Since the 210 is moved inside the vehicle, the zero point of the sensor of the user terminal 210 may be re-adjusted through a preliminary process.

When the sensing reliability of the user terminal 210 is secondarily verified, the controller 300 may perform a mutual verification process according to the sensing values of the user terminal 210 and the navigation terminal 230 . That is, the controller 300 determines whether an error between the collision acceleration sensed by the user terminal 210 and the collision acceleration sensed by the navigation terminal 230 is within a set allowable range, and The sensing reliability can be finally verified.

That is, in consideration of the fact that the navigation terminal 230 is a location-fixed terminal fixedly mounted inside a vehicle as described above, and the user terminal 210 is a location-variable terminal that a user can possess, the user terminal 210 Only when the error between the longitudinal collision acceleration sensed by , and the longitudinal collision acceleration sensed by the navigation terminal 230 is within a set allowable range (eg, the longitudinal collision acceleration sensed by the user terminal 210 is It may be determined that the sensing reliability of the sensing terminal 200 is finally verified (when it is included in the range of ±10% of the longitudinal collision acceleration value sensed by the navigation terminal 230 ).

When the sensing reliability of the sensing terminal 200 is finally verified, the control unit 300 determines the collision acceleration sensed by the sensing terminal 200 (ie, the longitudinal collision acceleration sensed by the user terminal 210 , and The longitudinal collision acceleration sensed by the navigation terminal 230) is applied to the shaping logic for airbag deployment. At this time, when the collision acceleration sensed by the sensing terminal unit 200 is equal to or greater than a preset threshold value (that is, the collision acceleration in the longitudinal direction sensed by the user terminal 210, and the navigation terminal 230) When the collision acceleration in the longitudinal direction sensed by the sensor is equal to or greater than the preset threshold values TH1 and TH2 for each), it may be determined that the shaping logic is satisfied.

In the above, the user terminal 210 carried by the driver without additional sensors and remote sensors (FIS: Front Impact Sensor, SIS: Side Impact Sensor) in the ACU including the shaping sensor, which was required to implement the conventional shaping logic, and By implementing the shaping logic using the navigation terminal 230 that is typically mounted on a vehicle, the configuration has been described as a configuration to reduce the problem of cost increase due to an additional sensor for implementing the conventional shaping logic. The above-described embodiment may be suitable to be applied to a low-cost vehicle model that is not equipped with a shaping sensor.

However, in this embodiment, the controller 300 performs the shaping logic in consideration of the shaping sensor, as well as additional sensors and remote sensors in the ACU (FIS: Front Impact Sensor, SIS: Side Impact Sensor), so that the It may be implemented in a configuration that improves reliability. This embodiment may be suitable to be applied to a high-priced vehicle model equipped with a shaping sensor.

That is, when a collision occurs in the vehicle, the control unit 300 is mounted on the vehicle at one or more of a safety sensor, a front impact sensor (FIS), and a side impact sensor (SIS). It may be determined whether the shaping logic is satisfied by further considering the vehicle acceleration sensed by the vehicle.

Accordingly, the control unit 300 determines that the collision acceleration sensed by the sensing terminal unit 200 is greater than or equal to a preset threshold value TH, and a Safing Sensor, a Front Impact Sensor (FIS) and If the vehicle acceleration sensed by one or more of the side impact sensors (SIS) is _{equal to or greater than a preset threshold value (TH SA} , TH _F , TH _S ) for each, it can be determined that the shaping logic is satisfied. have. 3 shows an example of a connection relationship between the control unit 300 and the sensing system to perform the shaping logic in this embodiment, and FIG. 4 is a shaping sensor and a frontal collision sensor together with the sensing terminal unit 200 and an example logic diagram of the shaping logic performed in consideration of the side impact sensor.

5 is a flowchart illustrating a method for controlling an airbag of a vehicle according to an embodiment of the present invention, and FIG. 6 is a sensing reliability of the sensing terminal unit 200 in the method for controlling an airbag of a vehicle according to an embodiment of the present invention. It is a flowchart for specifically explaining the verification step.

A method of controlling an airbag of a vehicle according to an embodiment of the present invention will be described with reference to FIG. 5 . First, the sensing terminal 200 senses the collision acceleration when a collision occurs with the vehicle ( S100 ). In step S100 , the user terminal 210 and the navigation terminal 230 of the sensing terminal 200 may respectively sense collision accelerations using sensors mounted thereon.

Next, the control unit 300 verifies the sensing reliability of the sensing terminal unit 200 based on the driving state information of the vehicle ( S200 ). The driving state information of the vehicle may include a vehicle speed of the vehicle and a steering angle of a steering wheel.

When step S200 is described in detail with reference to FIG. 6 , first, the control unit 300 adjusts the zero points of the sensors (6-axis sensors) mounted on the user terminal 210 and the navigation terminal 230 (Offset Cancelation) ( S210). In step S210, the control unit 300 checks the presence or absence of the user terminal 210 (that is, whether each of a smartphone, a tablet PC, and a smart watch) and the presence or absence of the navigation terminal 230 (eg, to the test signal) to check whether a response signal is received), the zero point of the 6-axis sensor can be adjusted only for existing terminals.

Next, the control unit 300 determines whether the collision acceleration sensed by the user terminal 210 is included within a set allowable range based on the vehicle acceleration calculated from the vehicle speed to increase the sensing reliability of the user terminal 210 by 1 The car is verified (S230). In step S230, if the sensing reliability of the user terminal 210 is first verified, step S250 to be described later is performed, and when the sensing reliability of the user terminal 210 is not first verified, the user terminal 210 through step S210 The zero point of the sensor mounted on the

Next, the control unit 300 determines whether the collision angular velocity sensed by the user terminal 210 is within a set allowable range based on the steering angular velocity calculated from the steering angle to determine the sensing reliability of the user terminal 210 2 The car is verified (S250). In step S250 , if the sensing reliability of the user terminal 210 is secondarily verified, step S270 to be described later is performed, and if the sensing reliability of the user terminal 210 is not secondarily verified, the user terminal 210 through step S210 The zero point of the sensor mounted on the

Next, the controller 300 determines whether an error between the collision acceleration sensed by the user terminal 210 and the collision acceleration sensed by the navigation terminal 230 is within a set allowable range, and the sensing terminal unit 200 Finally, the sensing reliability is verified (S270). In step S270 , when the sensing reliability of the sensing terminal 200 is finally verified, step S300 to be described later is performed, and when the sensing reliability of the sensing terminal 200 is not finally verified, it is performed again from step S100 .

When the sensing reliability of the sensing terminal unit 200 is verified through step S200, the control unit 300 applies the collision acceleration to a safing logic for airbag deployment (S300). In step S300 , when the collision acceleration sensed by the sensing terminal unit 200 is equal to or greater than a preset threshold, the controller 300 may determine that the shaping logic is satisfied.

On the other hand, as described above, the control unit 300 of this embodiment performs the shaping logic in consideration of the additional sensors in the ACU and the remote sensor (FIS: Front Impact Sensor, SIS: Side Impact Sensor) as well as the shaping sensor. It may also improve the reliability of the collision algorithm.

That is, in step S300 , when a collision occurs in the vehicle, the control unit 300 further considers the vehicle acceleration sensed by at least one of a shaping sensor mounted on the vehicle, a frontal collision sensor, and a side collision sensor whether the shaping logic is satisfied can be judged Accordingly, the control unit 300 determines that the collision acceleration sensed by the sensing terminal unit 200 is equal to or greater than the preset threshold TH, and the vehicle sensed by at least one of the shaping sensor, the frontal collision sensor, and the side collision sensor. When the acceleration is equal to _{or greater than the preset threshold values TH SA} , TH _F , and TH _S , it may be determined that the shaping logic is satisfied.

As such, the present embodiment can improve the operational reliability of the airbag by adding and distributing the shaping logic source of the collision algorithm in the ACU system, and without additional sensors required to implement the shaping logic, such as a shaping sensor in the ACU. By implementing the ping logic, the cost can be reduced.

Although the present invention has been described with reference to the embodiment shown in the drawings, this is merely exemplary, and it is understood that various modifications and equivalent other embodiments are possible by those of ordinary skill in the art. will understand Therefore, the true technical protection scope of the present invention should be defined by the following claims.

100: sensing unit
110: vehicle speed sensor
130: steering angle sensor
200: sensing terminal unit
210: user terminal
230: navigation terminal
300: control unit

Claims (14)

a sensing unit for sensing driving state information of the vehicle;
a sensing terminal unit including a user terminal and a navigation terminal each equipped with a sensor for sensing a collision acceleration when a collision occurs in the vehicle; and
A control unit that verifies the sensing reliability of the sensing terminal unit based on the driving state information of the vehicle sensed by the sensing unit and applies the collision acceleration sensed by the sensing terminal unit to a safing logic for airbag deployment ;
including,
The sensing unit includes a vehicle speed sensor detecting a vehicle speed of the vehicle,
The control unit first verifies the sensing reliability of the user terminal by determining whether the collision acceleration sensed by the user terminal is within a set allowable range based on the vehicle acceleration calculated from the vehicle speed The vehicle's airbag control system.
delete According to claim 1,
The sensing unit further includes a steering angle sensor for detecting a steering angle of the steering wheel,
The user terminal further senses a collision angular velocity when a collision occurs to the vehicle through a mounted sensor,
The control unit determines whether the collision angular velocity sensed by the user terminal is within a set allowable range based on the steering angular velocity calculated from the steering angle, and secondary verification of the sensing reliability of the user terminal, characterized in that The vehicle's airbag control system.
4. The method of claim 3,
The navigation terminal is fixedly mounted to the vehicle,
The control unit determines whether an error between the collision acceleration sensed by the user terminal and the collision acceleration sensed by the navigation terminal is within a set allowable range to finally verify the sensing reliability of the sensing terminal, characterized in that The vehicle's airbag control system.
According to claim 1,
wherein the controller determines that the shaping logic is satisfied when the collision acceleration sensed by the sensing terminal unit is equal to or greater than a preset threshold value.
According to claim 1,
The control unit, when a collision occurs in the vehicle, by at least one of a safety sensor mounted on the vehicle, a front impact sensor (FIS), and a side impact sensor (SIS) and determining whether the shaping logic is satisfied by further considering the sensed vehicle acceleration.
7. The method of claim 6,
The control unit, when the collision acceleration sensed by the sensing terminal unit is equal to or greater than a preset threshold value (TH), a safing sensor, a front impact sensor (FIS) and a side impact sensor (SIS: Side Impact Sensor), when the vehicle acceleration sensed by one or more of the preset threshold values (TH _SA , TH _F , TH _S ) or more for each, it is determined that the shaping logic is satisfied. airbag control.
a step of sensing, by a sensing terminal, a collision acceleration when a collision occurs in a vehicle, wherein the sensing terminal includes a user terminal and a navigation terminal;
verifying, by the control unit, the sensing reliability of the sensing terminal unit based on the driving state information of the vehicle; and
applying, by the controller, the collision acceleration to a safing logic for airbag deployment when the sensing reliability of the sensing terminal is verified;
including,
The driving state information of the vehicle includes a vehicle speed,
In the verifying step, the control unit determines whether the collision acceleration sensed by the user terminal is within a set allowable range based on the vehicle acceleration calculated from the vehicle speed to determine the first sensing reliability of the user terminal. A method for controlling an airbag in a vehicle, characterized in that verifying it.
delete 9. The method of claim 8,
The driving state information of the vehicle further includes a steering angle of a steering wheel,
In the sensing step, the user terminal further senses the collision angular velocity when the vehicle collides with the vehicle through a mounted sensor,
In the verifying step, the control unit determines whether the collision angular velocity sensed by the user terminal is within a set allowable range based on the steering angular velocity calculated from the steering angle to determine the second sensing reliability of the user terminal. A method for controlling an airbag in a vehicle, characterized in that verifying it.
11. The method of claim 10,
The navigation terminal is fixedly mounted to the vehicle,
In the verifying step, the control unit determines whether an error between the collision acceleration sensed by the user terminal and the collision acceleration sensed by the navigation terminal is within a set allowable range to finally determine the sensing reliability of the sensing terminal. A method for controlling an airbag in a vehicle, characterized in that verifying it.
9. The method of claim 8,
In the applying, when the collision acceleration sensed by the sensing terminal unit is equal to or greater than a preset threshold, the control unit determines that the shaping logic is satisfied.
9. The method of claim 8,
In the applying step, the control unit, when a collision occurs in the vehicle, a safety sensor mounted on the vehicle, a front impact sensor (FIS) and a side impact sensor (SIS). ), further considering the vehicle acceleration sensed by at least one of ) and determining whether the shaping logic is satisfied.
14. The method of claim 13,
In the applying step, the control unit, if the collision acceleration sensed by the sensing terminal unit is equal to or greater than a preset threshold value (TH), a Safing Sensor, a Front Impact Sensor (FIS) and When the vehicle acceleration sensed by one or more of the side impact sensors (SIS) is _{equal to or greater than the preset threshold values (TH SA} , TH _F , TH _S ) for each, it is determined that the shaping logic is satisfied A method for controlling an airbag in a vehicle, characterized in that.

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