KR20070049368A - A car collision type analysis method - Google Patents

Abstract

The present invention relates to a method of determining a collision type of a vehicle to determine whether an airbag is operated in relation to a vehicle collision. In the conventional airbag algorithm, the collision type is not distinguished or the accuracy of the collision type classification is low. The present invention is characterized in that the airbag control unit Y-axis (ACU_Y) acceleration sensor is provided to distinguish the front collision from the offset collision by calculating / compare the ratio value with the speed signal of the airbag control unit X-axis (ACU_X). According to the present invention, more accurate collision types can be determined, airbags suitable for the collision type can be deployed without error, and reliable collision types can be determined even when the front sensor fails. Can be minimized as well as greatly improving the performance and merchandise of the vehicle. It is possible to obtain effects such as.

Collision type, air bag, acceleration sensor

Description

{A car collision type analysis method}

1 is an airbag sensing state diagram of a vehicle according to the present invention

2 is a conventional collision type graph

3 is a collision type graph of the present invention

4 is a flow chart of the present invention

5 is another collision type graph of the present invention

The present invention relates to a vehicle collision type determination method for determining whether an airbag is operated in response to a vehicle collision. More particularly, the present invention provides an airbag control unit Y-axis (ACU_Y) acceleration sensor and includes an airbag control unit X-axis (ACU_X). ) The difference between the frontal collision and the offset collision is calculated and compared with the ratio value with the speed signal.

In general, collision types that may occur while driving a vehicle may be classified into frontal collision, inclined collision, pole collision, and offset collision.

Currently, North American, European and Korean legal and commercial tests are conducted to evaluate the safety of vehicles using real vehicle tests that simulate the above-mentioned collisions, and these results have a significant impact on the vehicle's release (legal inspection) and vehicle sales (commercial inspection). Crazy

On the other hand, the optimal airbag deployment time and deployment intensity are different for each collision type of the vehicle. Therefore, it is important to determine the exact collision type from the acceleration signal measured by the sensor and to apply different airbag deployment thresholds for each collision type. In the airbag algorithm, there is a problem that there is a high probability of error because the collision type is not distinguished or the collision type classification is not accurate.

In other words, a graph as shown in FIG. 2 is obtained by using the X-axis shortened acceleration sensor of the rear tunnel ACU_X and the vehicle front position FIS_X, which are conventionally adopted. Even if the airbag control unit Y-axis (ACU_Y) signal is used, its use is limited to the extent that its role assists the airbag control unit X-axis (ACU_X) signal.

In particular, if the front sensor fails, the error is more likely because all decisions must be made only by the X-axis sensor at the rear tunnel position.

The present invention has been made in view of the above-described conventional situation, and its object is to simultaneously increase the probability of distinguishing a collision type by simultaneously using the airbag control unit X-axis (ACU_X) signal and the airbag control unit Y-axis (ACU_Y) signal. An object of the present invention is to provide a vehicle collision type discrimination method that can secure airbag deployment reliability even when a front sensor fails.

The present invention adds the airbag control unit Y-axis (ACU_Y) acceleration sensor to achieve the above object, and calculates and compares the ratio value with the speed signal of the existing airbag control unit X-axis (ACU_X), the frontal collision and offset collision It is characterized by distinguishing, etc., and the following detailed description of the technical details.

The present invention provides an airbag control unit Y-axis (ACU_Y) acceleration sensor to calculate and compare the ratio value with the speed signal of the airbag control unit X-axis (ACU_X) to distinguish between frontal collision and offset collision. The reason why the speed of the control unit X axis (ACU_X) is the denominator is to remove the influence of the impact speed from the acceleration sensor value of the airbag control unit Y axis (ACU_Y) used to determine the collision type.

For example, if you look at the airbag control unit's Y axis (ACU_Y) acceleration sensor value only, if the collision speed is different in the same frontal collision, a different trend graph appears, but if you divide it by the airbag control unit's X axis (ACU_X) sensor value, A graph of the trend is displayed.

That is, as shown in FIG. 3, the front collision and the offset collision are clearly distinguished by the reference dress hold value (dotted line).

4 is a flow chart of the present invention, when the collision is detected through the collision detection acceleration sensor (ACU_X, ACU_Y) signal, the time is greater than the time limit (TIME_LIMIT) the airbag algorithm operates after the collision If the time is short, the speed ratio r is calculated by the integrator, and if the calculated speed ratio r is larger than the reference dress value THRESHOLD_r, the collision type is determined. If the velocity ratio (r) is greater than the offset collision dresshold value (THRESHOLD_2) after judging it as an offset collision or oblique collision, the airbag corresponding to the offset collision or oblique collision is developed and calculated. If the speed ratio r is smaller than the reference dresshold value THRESHOLD_r, the collision type is determined as a frontal collision. If the speed ratio r is greater than the frontal collision dresshold value THRESHOLD_1, the airbag corresponding to the frontal collision is deployed. Yeoseo will be.

5 shows a collision type graph of the present invention. If only one front collision dress hold value THRESHOLD_1 is applied, airbags are not deployed at the time of low-speed bottom collision 1, 2, 3 and offset collision, but the front collision When the dress hold value THRESHOLD_1 and a lower offset collision value THRESHOLD_2 are applied, the airbag may be deployed during the offset collision.

In the present invention, the front collision dress hold value THRESHOLD_1 and the offset collision dress hold value THRESHOLD_2 are set to different values according to the vehicle model and specification.

As described above, the present invention includes an airbag control unit Y-axis (ACU_Y) acceleration sensor to calculate and compare the ratio value with the speed signal of the airbag control unit X-axis (ACU_X) to distinguish front and offset collisions. According to the present invention, more accurate collision types can be determined, airbags suitable for the collision types can be deployed without error, and reliable collision types can be determined even when the front sensor fails. Not only can damage be minimized, but the performance and merchandise of the vehicle can be greatly improved.

Claims (2)

The airbag control unit Y-axis (ACU_Y) is provided with an acceleration sensor to calculate the ratio value with the airbag control unit X-axis (ACU_X) speed signal and compare it with the dresshold value to distinguish between frontal and offset collisions. Collision type determination method. The method of claim 1, wherein when a collision is detected through the collision detection acceleration sensors ACU_X and ACU_Y, it is determined whether the time is shorter than the time limit TIME_LIMIT at which the airbag algorithm operates after the collision. If the time is short, the speed ratio (r) is calculated by the integrator.If the calculated speed ratio (r) is greater than the reference dress value (THRESHOLD_r), the collision type is offset (offset) or slope (OBLIQUE). If the speed ratio (r) is larger than the offset collision dresshold value (THRESHOLD_2) after determining as a collision, the airbag corresponding to the offset collision or the oblique collision is deployed, and the calculated speed ratio r is the reference dress hold. If the value is smaller than the value THRESHOLD_r, the collision type is determined as a frontal collision. If the speed ratio r is greater than the frontal collision dresshold value THRESHOLD_1, the airbag corresponding to the frontal collision is deployed. How the stars.

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