KR20130008788A - Apparatus for controlling safety integrated type and method for controlling safety of the same - Google Patents

Abstract

PURPOSE: An integrated safety control device and a safety control method thereof are provided to guarantee the safety of operators by deploying an airbag in advance as the deployment of the airbag is determined based on acceleration information and yaw rate. CONSTITUTION: An integrated safety control device(10) comprises a yaw rate and acceleration sensing unit(13), and a control unit(14). The yaw rate and acceleration sensing unit senses acceleration information. The control unit calculates the possibility value of a collision using the acceleration information. If the calculated possibility value of the collision satisfies the deployment condition of the airbag, the control unit opens the airbag(15). [Reference numerals] (11) First collision sensing unit; (12) Second collision sensing unit; (13) Yaw rate and acceleration sensing unit; (14) Control unit; (15) Airbag; (16) Safety belt

Description

Integrated safety control device and its safety control method {APPARATUS FOR CONTROLLING SAFETY INTEGRATED TYPE AND METHOD FOR CONTROLLING SAFETY OF THE SAME}

The present invention relates to an integrated safety control device and a safety control method thereof. In particular, the yaw rate and acceleration information sensed by the yaw rate and acceleration detection unit determine whether the air bag is deployed and deploy the air bag in advance before the collision. The present invention relates to an integrated safety control device and a safety control method thereof, by which the safety of the driver can be improved by controlling.

The safety control device installed in the vehicle is divided into an active safety control device and a passive safety control device to ensure the safety performance of the vehicle. In addition, companies that commercialize each control device are also specialized.

In fact, an accident of a vehicle is intended to protect passengers by operating an airbag or a seat belt, which is an active safety control device, when a preventive safety control device through a driver or an electronic control device is not properly operated. At this time, if the impact amount due to collision or collision is detected through the sensor, the airbag analyzes current driving information and impact amount and then inflates the airbag within a short time by driving the inflator to absorb the impact of the occupant to protect the occupant. can do.

However, when a preventive safety control device, such as an electronic stability program (ESP) by a driver or an electronic control device, is not properly operated, it may already lead to a large accident of the vehicle. There is a need to improve the safety of passengers and drivers by allowing active safety control devices to coexist without being independent or separated.

An object of the present invention, by using the yaw rate and acceleration information detected by the yaw rate and the acceleration detection unit to determine whether to deploy the air bag to control the deployment of the air bag before the collision, to improve the safety of the driver An integrated safety control device and its safety control method are provided.

Integrated safety control device according to an embodiment of the present invention for achieving the above object comprises a yaw rate and acceleration detection unit for detecting yaw rate and acceleration (Yaw-G) information; And calculating the collision probability value of the vehicle by using the yaw rate and acceleration information detected by the yaw rate and acceleration detector, and deploying the airbag when the calculated collision probability value and the collision information satisfy an airbag deployment condition. And a control unit that controls to make it.

Preferably, the control unit and the yaw rate and acceleration sensing unit are integrally formed.

The airbag deployment condition includes a first condition in which collision information detected by the collision detection unit exists, and a second condition in which the collision probability value is larger than a preset threshold, and the control unit includes the detected yaw rate and A calculator configured to calculate a collision probability value using the acceleration information and the reference yaw rate information; A determination unit determining whether the airbag deployment condition is satisfied based on the calculated collision probability value and collision information detected by the collision detection unit; A determination unit that determines the deployment time and the holding time of the airbag when the determination result of the determination unit satisfies the airbag deployment condition; And a driving signal providing unit generating an airbag driving signal for deploying the airbag during the determined deployment time and the maintenance time of the airbag and providing the airbag driving signal to the airbag.

The determination unit determines whether there is a possibility of overturning by comparing the yaw rate and acceleration information detected by the yaw rate and acceleration detection unit with a preset yaw rate and acceleration reference value, and the determination unit overturns the determination result of the determination unit. If there is a possibility, it is desirable to determine the deployment time and the holding time of the airbag according to the overturn prediction situation.

Preferably, the control unit further includes a seat belt control unit that controls a degree of adhesion of the seat belt installed in the vehicle in proportion to the size of the yaw rate and the acceleration information.

In addition, the safety control method of the integrated safety control device according to another embodiment of the present invention comprises the steps of the control unit receives yaw rate and acceleration (Yaw-G) information; And calculating, by the control unit, the collision probability value of the vehicle using the detected yaw rate and acceleration information, and deploying the airbag when the calculated collision probability value and the collision information satisfy an airbag deployment condition. Steps.

The airbag deployment condition may include a first condition in which collision information detected by the collision detection unit exists and a second condition in which the collision probability value is larger than a preset threshold, and the controlling may include: Calculating a probability of collision using the received yaw rate and acceleration information and reference yaw rate information; Determining, by the control unit, whether the airbag deployment condition is satisfied based on the calculated collision probability value and collision information detected by the collision detection unit; Determining the deployment time and the holding time of the airbag when the control unit satisfies the airbag deployment condition as a result of the determination in the determining step; And generating, by the control unit, an airbag driving signal for deploying the airbag during the determined deployment and maintenance time of the airbag and providing the same to the corresponding airbag.

The determining may include determining whether there is a possibility of a rollover by comparing the yaw rate and the acceleration information detected by the yaw rate and the acceleration detection unit with a preset yaw rate and the acceleration reference value, and the determining includes the rollover. If there is a possibility, it is desirable to determine the deployment time and the holding time of the airbag according to the overturn prediction situation.

According to an embodiment of the present invention, by using the yaw rate and acceleration information detected by the yaw rate and the acceleration detection unit to determine whether to deploy the air bag and control to deploy the air bag before the collision, it is possible to improve the driver's safety. It has an effect.

In addition, according to an embodiment of the present invention by configuring the control unit for controlling the operation of the airbag and the seat belt and the yaw rate and the acceleration detection unit integrally, the effect that can be replaced by the yaw rate and acceleration detection unit in the event of failure of the acceleration sensor for safety control devices have.

In addition, according to an embodiment of the present invention by providing a deployment time and holding time of the airbag to the airbag if there is a possibility of overturning by comparing the detected yaw rate and acceleration information with the yaw rate and acceleration reference value, it is active in various rollover situations There is also an effect that can be controlled.

In addition, according to an embodiment of the present invention, by controlling the degree of adhesion of the seat belt in proportion to the yaw rate and the magnitude of the acceleration information, there is an effect of minimizing the movement of passengers and drivers when driving on a rough road.

1 is a block diagram illustrating an environment of an integrated safety control device according to an embodiment of the present invention.
2 is a block diagram for explaining a control unit of the integrated safety control device shown in FIG.
3 is an operation flowchart illustrating a safety control method of an integrated safety control device according to another embodiment of the present invention.

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

1 is a block diagram illustrating an environment of an integrated safety control apparatus according to an embodiment of the present invention, and FIG. 2 is a block diagram illustrating a control unit of the integrated safety control apparatus illustrated in FIG. 1.

Referring to FIG. 1, the integrated safety control apparatus 10 according to an exemplary embodiment may include information about yaw rate and acceleration of a driving vehicle, and first and second collision detection units 11 and 12 that detect collision of a vehicle. It may be configured to include a yaw rate and acceleration sensing unit 13, a control unit 14 for controlling the operation of the airbag 15 and the seat belt 16 installed in the vehicle.

The first collision detecting unit 11 may detect the presence or absence of collision on the x-axis, the y-axis, and the z-axis of the vehicle. The second collision detection unit 12 may be a roll over sensor that detects whether the vehicle, ie, the vehicle body is rolled over.

The yaw rate and acceleration detector 13 may detect the rotational angular velocity and the acceleration of the vehicle. The yaw rate and acceleration detector 13 may be installed in front of the safety control unit 14. This can contribute to quickly determining the behavior of the vehicle.

The control unit 14 may be configured on-board with the yaw rate and acceleration sensing unit 13. In case of failure of the acceleration sensor (not shown) for the safety control device, the acceleration detected by the yaw rate and the acceleration detection unit 13 can be replaced, so that the safety of the functional download or the acceleration sensor to a certain degree of safety in case of failure You can expect

The control unit 14 may determine whether to deploy the airbag based on the collision information and the yaw rate and acceleration information used to control the attitude of the vehicle. More specifically, the control unit 14 controls to deploy the airbag 15 when the collision probability value of the vehicle calculated using the yaw rate and the acceleration information satisfies the airbag deployment condition.

Referring to FIG. 2, the control unit 14 controls the receiver 141, the calculator 142, the determiner 143, the determiner 144, the drive signal provider 145, and the seat belt arrester 146. It may include.

The first collision detection unit 11, the second collision detection unit 12, and the yaw rate and acceleration detection unit 13 may be electrically connected to the safety control unit 14.

The receiver 141 is configured to detect information detected by the first collision detector 11, the second collision detector 12, and the yaw rate and acceleration detector 13, that is, the first collision information, the second collision information, The yaw rate and acceleration information can be received.

The calculation unit 142 calculates the collision probability value by reflecting the yaw rate and acceleration information and the reference yaw rate information detected by the yaw rate and acceleration detection unit 13 in the following equation (1).

Here, the reference yaw rate is calculated by the following equation.

는 전륜 타이어 횡강성이고,

는 후륜 타이어 횡강성이고,

은 질량이고,

는 차량 종방향 속도이고,

는 무게중심에서 후륜 바퀴 중심까지의 거리이고,

는 무게중심에서 전륜 바퀴 중심까지의 거리이고,

는 차량의 수직축에 대한 관성 모멘트이고,

는 사이드 슬립 각도이고,

는 요레이트이고,

는 전륜 조향각이다.here,

Is the front-wheel tire lateral rigidity,

Is the rear-wheel tire lateral rigidity,

Is mass,

Is the vehicle longitudinal speed,

Is the distance from the center of gravity to the center of the rear wheels,

Is the distance from the center of gravity to the center of the front wheels,

Is the moment of inertia about the vertical axis of the vehicle,

Is the side slip angle,

Is yorate,

Is the front wheel steering angle.

The airbag deployment condition includes a first condition in which collision information detected by the first or second collision detection units 11 and 12 exists and a collision probability value calculated by the calculation unit 142 is larger than a preset threshold. Including 2 conditions. In addition, the second condition may further include a condition that may be differently applied to the threshold value applied during normal driving and abnormal driving.

The determination unit 143 determines whether there is collision information detected by the first or second collision detection units 11 and 12. That is, the determination unit 143 determines whether the first condition of the airbag deployment condition is satisfied.

In addition, the determination unit 143 determines whether the second condition among the airbag deployment conditions is satisfied. In detail, the determination unit 143 determines whether the collision probability value is greater than the first threshold value by comparing the calculated collision probability value with the first threshold value. When it is determined that the collision information exists by the first or second collision detection units 11 and 12 and the collision probability value is larger than the first threshold value, it is determined that the airbag deployment condition is satisfied. Here, the first threshold value is a value that can be determined as a collision during normal driving, and may be a value determined by experience.

In addition, the determination unit 143 compares the calculated probability of collision with the preset second threshold to determine whether the collision probability is greater than the second threshold. It is determined that collision information exists by the first or second collision detection units 11 and 12, and when the collision probability value is larger than the second threshold, it is determined that the airbag deployment condition is satisfied. Here, the second threshold is a value that can be determined as a collision during abnormal driving, and may be a value determined by experience. The second threshold may have a value greater than the first threshold described above, but the present invention is not limited thereto.

By determining whether the airbag deployment condition is satisfied by using both the collision probability value calculated using the yaw rate and the acceleration information and the collision information detected by the first or second collision detection units 11 and 12, It is possible to prevent malfunction of the airbag caused by a decrease in reliability of the collision information detected by the first or second collision detection units 11 and 12.

When the determination unit 143 satisfies the airbag deployment condition, the determination unit 144 determines the deployment time and the holding time of the airbag 15 and provides the airbag 15 to the corresponding airbag 15. Herein, the deployment time and the maintenance time of the airbag may be stored in the memory (not shown) for the deployment time and the maintenance time of the airbag by experience for each normal normal road driving and abnormal road trip. The airbag 15 may include an inner side airbag installed on the inner side of the vehicle, an outer side airbag installed on the outer side of the vehicle, and other airbags installed on the inner region of the vehicle except the inner side.

The driving signal providing unit 145 generates a driving signal to deploy the airbag 15 during the deployment time and the holding time of the airbag 15 determined by the determination unit 144, and generates the generated driving signal into the corresponding airbag ( 15) to provide.

On the other hand, the control unit 14 may determine whether the vehicle can be rolled over using the yaw rate and the acceleration information, and control to deploy the airbag 15 when there is a rollover possibility.

More specifically, the determination unit 143 of the control unit 14 checks the yaw rate and acceleration information detected by the yaw rate and acceleration detection unit 13 with a preset yaw rate and acceleration reference value to determine whether there is a possibility of a rollover. It can be determined.

When there is a possibility of overturning, the determination unit 144 of the control unit 14 may determine the deployment time and the holding time of the airbag 16 in accordance with the overturn prediction situation.

Furthermore, the seat belt enforcement unit 146 of the control unit 14 may control the degree of adhesion of the seat belt 16 installed in the vehicle in proportion to the magnitude of the yaw rate and the acceleration information. In this case, the degree of adhesion of the seat belt 16 may be determined in proportion to the size of the yaw rate and the acceleration information, and the seat belt 16 may be an electric seat belt that is automatically operated.

The safety control method of the integrated safety control device having such a configuration will be described with reference to FIG. 3 as follows.

Referring to FIG. 3, the control unit 14 receives yaw rate and acceleration information and first or second collision information (S101). As described above, the control unit 14 is installed on one board with the yaw rate and acceleration sensing unit 13 and is electrically connected to the first or second to provide the first or second collision information. The collision detectors 11 and 12 are also electrically connected to the control unit 14.

Next, the control unit 14 determines whether collision information exists according to the received first or second collision information (S102).

As a result of the determination in step S102, if there is no collision information, the control unit 14 moves the process to step S101 described above. However, the control unit 14 ends the process when the termination of the start is requested.

As a result of the determination in step S102, when collision information exists, the control unit calculates a collision probability value by using the received yaw rate and acceleration information and reference yaw rate information (S103). The collision probability value can be calculated by substituting Equation 1 and Equation 2 described above.

Next, the control unit 14 compares the calculated collision probability value with the first threshold value to determine whether the collision probability value is larger than the first threshold value (S105).

As a result of the determination in step S105, when the collision probability value is larger than the first threshold value, the control unit 14 determines the deployment time and the holding time of the airbag (S109). In this case, the control unit 14 may control not to deploy the airbag when the first or second collision information does not exist.

As a result of the determination in step S105, when the collision probability value is smaller than the first threshold value, the control unit 14 compares the collision probability value with the second threshold value and determines whether the collision probability value is larger than the second threshold value (S107).

As a result of the determination in step S105, when the collision probability value is smaller than the second threshold value, the control unit 14 ends the process. At this time, the control unit 14 can control not to deploy the airbag.

As a result of the determination in step S105, if the collision probability value is larger than the second threshold value, the control unit 14 moves the process to step S109 described above to determine the deployment time and the holding time of the airbag. In this case, the control unit 14 may control not to deploy the airbag when the first or second collision information does not exist.

In addition, when the second threshold is satisfied as compared with the first threshold condition, the control unit 14 preferably increases the deployment time and the holding time of the airbag by a predetermined time.

Next, the control unit 14 generates an airbag driving signal to be applied to the airbag 15 based on the deployment time and the holding time of the airbag determined through the step S109 described above, and provides the generated driving signal to the airbag 15. (S111).

Although not shown in the drawings, an operation of controlling the airbag to be deployed when there is a possibility of overturning by determining the possibility of overturning of the vehicle using yaw rate and acceleration information will be described.

First, the control unit 14 receives yaw rate and acceleration information.

The control unit 14 determines whether there is a possibility of overturning by comparing the received yaw rate and acceleration information with a preset yaw rate and acceleration reference value.

When it is determined that there is a possibility of overturning, the control unit 14 determines the deployment time and the holding time of the airbag according to the overturn prediction situation, and generates an airbag driving signal to maintain the deployment state for the holding time according to the determined deployment time. The airbag 15 is provided. Deployment time and maintenance time can be tabulated for each rollover forecast.

The invention being thus described, it will be obvious that the same way may be varied in many ways. Such modifications are intended to be within the spirit and scope of the invention as defined by the appended claims.

10: integrated safety control device 11: the first collision detection unit
12: second collision detection unit 13: yaw rate and acceleration detection unit
14: control unit 141: receiving unit
142: calculation unit 143: determination unit
144: determination unit 145: driving signal providing unit
146: seat belt arrester 15: air bag
16: seat belt

Claims (8)

A collision detection unit for detecting a collision of the vehicle, and a safety control device for controlling the deployment of the airbag according to the collision information of the collision detection unit,
Yaw rate and acceleration detection unit for detecting yaw rate and acceleration (Yaw-G) information; And
The collision probability value of the vehicle is calculated using the yaw rate and acceleration information detected by the yaw rate and acceleration detector, and the airbag is deployed when the calculated collision probability value and the collision information satisfy the airbag deployment condition. Integrated safety control device comprising a control unit for controlling to make. The method according to claim 1,
Integrated control device, characterized in that the control unit and the yaw rate and acceleration sensing unit is integrally formed. The method according to claim 1,
The airbag deployment condition includes a first condition in which collision information detected by the collision detection unit exists, and a second condition in which the collision probability value is larger than a preset threshold value,
The control unit
A calculator configured to calculate a collision probability value using the detected yaw rate and acceleration information and reference yaw rate information;
A determination unit determining whether the airbag deployment condition is satisfied based on the calculated collision probability value and collision information detected by the collision detection unit;
A determination unit that determines the deployment time and the holding time of the airbag when the determination result of the determination unit satisfies the airbag deployment condition; And
And a driving signal providing unit configured to generate an airbag driving signal for deploying the airbag during the determined deployment time and maintenance time of the airbag and to provide the airbag driving signal to the corresponding airbag. The method according to claim 3,
The determination unit determines whether there is a possibility of overturning by comparing the yaw rate and acceleration information detected by the yaw rate and acceleration detection unit with a preset yaw rate and acceleration reference value,
And the determination unit determines the deployment time and the holding time of the airbag according to the overturn prediction situation when there is a possibility of overturning as a result of the determination of the determination unit. The method according to claim 3,
The control unit
And a seat belt control unit which controls a closeness of the seat belt installed in the vehicle in proportion to the yaw rate and the magnitude of the acceleration information. A safety control method of a safety control device including a collision detection unit for detecting a collision of the vehicle, and a control unit for controlling the deployment of the airbag according to the collision information of the collision detection unit,
Receiving, by the control unit, yaw rate and acceleration (Yaw-G) information; And
The control unit calculates a collision probability value of the vehicle using the detected yaw rate and acceleration information, and controls to deploy the airbag when the calculated collision probability value and the collision information satisfy an airbag deployment condition. Safety control method of the integrated safety control device comprising the step. The method of claim 6,
The airbag deployment condition includes a first condition in which collision information detected by the collision detection unit exists, and a second condition in which the collision probability value is larger than a preset threshold value,
The controlling step
Calculating, by the control unit, a collision probability value using the received yaw rate and acceleration information and reference yaw rate information;
Determining, by the control unit, whether the airbag deployment condition is satisfied based on the calculated collision probability value and collision information detected by the collision detection unit;
Determining the deployment time and the holding time of the airbag when the control unit satisfies the airbag deployment condition as a result of the determination in the determining step; And
And generating, by the control unit, an airbag driving signal for deploying the airbag during the determined deployment time and the maintenance time of the airbag, and providing the airbag driving signal to the corresponding airbag. The method of claim 7,
The determining may determine whether there is a possibility of a rollover by comparing the yaw rate and acceleration information detected by the yaw rate and acceleration detection unit with a preset yaw rate and acceleration reference value.
The determining of the safety control method of the integrated safety control device, characterized in that for determining the rollover time and the holding time of the airbag according to the rollover prediction situation if there is a possibility of the rollover.

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