KR20140029011A

KR20140029011A - An automobile

Info

Publication number: KR20140029011A
Application number: KR1020120096549A
Authority: KR
Inventors: 김병수
Original assignee: 현대모비스 주식회사
Priority date: 2012-08-31
Filing date: 2012-08-31
Publication date: 2014-03-10

Abstract

An automobile preventing erroneous deployment of an airbag is disclosed. As an exemplary embodiment of the present disclosure, the automobile includes a collision sensor wherein the collision sensor is arranged in the automobile and measures a first collision signal value at the event of vehicular collision, a controller wherein the controller is arranged apart from the collision sensor towards inner direction of the collision sensor, measures a second collision signal at the event of vehicular collision, and controls an airbag by utilizing the first and the second collision signal values. The controller performs shaping logic to deploy the airbag when the first collision value is measured higher than the second collision value after an interval between the time that the first and the second collision signals are measured and the predetermined time that the first collision value is same as the second collision signal value within an error band. [Reference numerals] (AA) Acceleration (or speed); (BB) Time

Description

Automotive {AN AUTOMOBILE}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle, and more particularly, to a vehicle equipped with an air bag.

In general, a vehicle is provided with various safety devices to protect the occupant in the event of a crash, for example, an air bag inflated by gas to protect the occupant with a cushion force.

By using a signal output from a collision detection sensor that detects a collision of a vehicle, a controller such as an ECU (Electronic Control Unit) and an ACU (Airbag Control Unit) determines whether or not the vehicle is collided, and if determined to be a collision, the airbag Carry out the shaping logic to activate

The shaping logic is logic that is activated when the sensor output exceeds a minimum value set by the sensor output to confirm that the collision of the vehicle has actually occurred. If there is an abnormality, there is a first case that is activated, and when the output value of the collision detection sensor is higher than a set threshold, there is a second case that is activated.

However, even if the existing shaping logic uses any of the above two cases, when a local collision is applied to the mounting portion of the controller or the mounting portion of the collision detection sensor, it is operated even if the airbag is not collision enough. There is a possibility that the airbag is opened.

The problem to be solved by the present invention is to provide a vehicle in which the opening of the airbag is prevented.

The problems of the present invention are not limited to the above-mentioned problems, and other problems not mentioned can be clearly understood by those skilled in the art from the following description.

In order to achieve the above object, the vehicle according to the embodiment of the present invention, the collision detection sensor for measuring the first collision signal value at the time of the vehicle collision is disposed in the vehicle, and is disposed spaced inwardly from the collision detection sensor And a controller configured to measure a second collision signal value at the time of the vehicle collision, and to control an airbag using the first collision signal value and the second collision signal value, wherein the controller includes the first collision signal value and the first collision signal value. 2 In the interval from the time point at which the collision signal value is measured to the set time, the first collision signal value and the second collision signal value coincide within an error range, and after the set time, the first collision signal value is equal to the second If it is measured larger than the collision signal value, the shaping logic for deploying the airbag is performed.

The details of other embodiments are included in the detailed description and drawings.

The vehicle according to the present invention uses the output value of the collision detection sensor and the output value of the sensor built into the controller to perform the shaping logic for deploying the airbag, so that the opening of the airbag can be prevented. have.

The effects of the present invention are not limited to the effects mentioned above, and other effects not mentioned can be clearly understood by those skilled in the art from the description of the claims.

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a view showing an automobile according to an embodiment of the present invention,
2 is a control block diagram showing an airbag control apparatus for a vehicle according to an embodiment of the present invention;
3 is a graph showing a first collision signal value measured by a collision detection sensor and a second collision signal value measured by a controller when the front collision of the vehicle according to an embodiment of the present invention;
4 is a graph showing a first collision signal value measured by a collision detection sensor and a second collision signal value measured by a controller when the front partial collision of the vehicle according to an embodiment of the present invention;
5 is a graph illustrating a first collision signal value measured by a collision detection sensor and a second collision signal value measured by a controller when the vehicle travels on a rough road according to an embodiment of the present invention;
6 is a graph illustrating a first collision signal value measured by a collision detection sensor and a second collision signal value measured by a controller when the vehicle is a low speed frontal collision according to an embodiment of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The advantages and features of the present invention, and how to accomplish them, will become apparent by reference to the embodiments described in detail below with reference to the accompanying drawings. The present invention may, however, be embodied in many different forms and should not be construed as being limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the invention to those skilled in the art. Is provided to fully convey the scope of the invention to those skilled in the art, and the invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout the specification.

Hereinafter, an automobile according to an embodiment of the present invention will be described with reference to the drawings.

1 is a view showing an automobile according to an embodiment of the present invention.

Referring to FIG. 1, a vehicle according to an embodiment of the present invention includes a plurality of airbags 10, 12, 14, and 16, and a seat belt 20 for protecting occupants sitting on the seat 1 in a crash accident. In order to operate the plurality of airbags (10, 12, 14, 16) and the seat belt 20, a plurality of collision detection sensors (30, 35) for detecting a collision of the vehicle, and a plurality of collision detection sensors A controller 40 is provided to control the plurality of airbags 10, 12, 14, 16 and the seat belt 20 by using the signals output from the 30 and 35.

The plurality of airbags 10, 12, 14, and 16 are inflated by the gas generated in the gas generator (not shown) in the event of a collision to protect the occupant with a cushion force.

The plurality of airbags 10, 12, 14, and 16 are mounted on a driver airbag 10 mounted on a steering wheel (not shown) to protect the driver and on an upper side of the glovebox (not shown) to protect the passenger. Passenger's seat airbag 12, side airbag 14 disposed on the door 3 side of the seat 1 to protect the passenger's side, and side of the roof panel (not shown) to protect the passenger's head And a curtain airbag 16 mounted on and deployed between the door 3 and the occupant.

The seat belt 20 is connected to the seat belt retractor 25 so as to be wound or unwound. The seat belt retractor 25 winds up the seat belt 20 in the event of a collision and restrains the occupant sitting on the seat 1 to the seat 1 so that the occupant is not pushed forward.

The plurality of collision detection sensors 30 and 35 are installed at respective parts of the vehicle so as to detect a collision position of the vehicle, and are installed in front of the vehicle to detect an impact amount applied to the vehicle body in the event of a collision. 30 and a side impact sensor 35 mounted on the side door 3 of the vehicle and detecting a collision pressure applied to the vehicle body (here, the door 3) during a crash accident.

The front impact sensor 30 is provided at each of the front left and right sides of the vehicle, and is provided in two, and the side impact sensor 35 is provided at each of the doors 3 of the vehicle.

The controller 40 is disposed to be spaced inwardly from the collision detection sensors 30 and 35. That is, the controller 40 is disposed to be spaced apart rearward from the front impact sensor 30 and is spaced apart to the left or right from the side impact sensor 35.

2 is a control block diagram showing an airbag control apparatus for a vehicle according to an embodiment of the present invention.

1 and 2, the collision detection sensors 30 and 35 measure a first collision signal value at the time of a vehicle collision. In addition, the controller 40 measures a second collision signal value at the time of the vehicle collision and controls the airbags 10, 12, 14, and 16 by using the first collision signal value and the second collision signal value. .

The controller 40 may be a conventional airbag control unit (ACU) installed in an automobile to control the airbags 10, 12, 14, 16, and the functions of the airbag control unit It may be an ECU (Electronic Control Unit) which is a representative control device.

The controller 40 may include a sensor unit 42 measuring the second collision signal value at the time of the vehicle collision, and the first collision signal value and the sensor unit 42 output from the collision detection sensors 30 and 35. And a controller 44 for controlling the airbags 10, 12, 14, and 16 by using the second collision signal value output by the controller.

The collision detection sensors 30 and 35 and the sensor unit 42 are both provided as acceleration sensors, so that the acceleration or the speed may be measured during the collision of the vehicle. That is, the first collision signal value and the second collision signal value may be acceleration or speed.

In the case of the frontal collision of the vehicle, the front impact sensor 30 measures the first collision signal value, the sensor unit 42 of the controller 40 measures the second collision signal value, and the controller of the controller 40. Reference numeral 44 controls the airbags 10 and 12 using the first collision signal value measured by the front impact sensor 30 and the second collision signal value measured by the sensor unit 42.

Of course, in the case of an automobile side collision, the side impact sensor 35 measures the first collision signal value, the sensor unit 42 of the controller 40 measures the second collision signal value, and the controller 40 The controller 44 controls the airbags 14 and 16 by using the first collision signal value measured by the side impact sensor 35 and the second collision signal value measured by the sensor unit 42. do.

That is, the controller 44 of the controller 40 uses the first collision signal value to control the airbags 10, 12, 14, and 16, and the front impact sensor 30 when the front collision of the vehicle is performed. The first collision signal value measured by) is used, and the first collision signal value measured by the side impact sensor 35 is used in case of a side collision of the vehicle.

The controller 44 of the controller 40 determines whether to perform the shaping logic for deploying the airbags 10, 12, 14, and 16 by comparing the first collision signal value and the second collision signal value. This will be described in detail with reference to FIGS. 3 to 6. However, here, only the front collision situation of the vehicle, which is the case where the front impact sensor 30 measures the first collision signal value, will be described as an example.

3 is a graph illustrating a first collision signal value measured by a collision detection sensor and a second collision signal value measured by a controller in the case of a frontal collision of a vehicle according to an embodiment of the present invention.

1 to 3, in the case of a frontal collision of a vehicle, the first collision signal measured by the front impact sensor 30 in a section between the collision point T0 of the vehicle and the deformation point T1 of the vehicle body. The value S1 and the second collision signal value S2 measured by the sensor unit 42 of the controller 40 increase almost equally, and after the deformation point T1 of the vehicle body, the first collision signal value ( S1) becomes larger than the second collision signal value S2.

Here, in the collision time point T0 of the vehicle, the first collision signal value S1 is measured by the front impact sensor 30, and the second collision signal value S2 is measured by the sensor unit 42 of the controller 40. It is in line with the time point measured. In addition, the deformation point T1 of the vehicle body may be a time preset in the control unit 44 of the controller 40.

In this manner, the first collision signal value S1 and the second collision in the interval from the time point T0 at which the first collision signal value S1 and the second collision signal value S2 are measured to the set time T1. When the signal value S2 coincides within the error range and the first collision signal value S1 is measured to be larger than the second collision signal value S2 after the set time T1, the controller 40 determines that the vehicle It is determined that the airbags 10 and 12 are to be deployed in frontal collision, and the shaping logic for deploying the airbags 10 and 12 is performed.

Of course, the controller 40 controls the seat belt 20 to be wound around the seat belt retractor 25 when the airbags 10 and 12 are deployed to operate the seat belt retractor 25.

4 is a graph showing a first collision signal value measured by the collision detection sensor and a second collision signal value measured by the controller when the front partial collision of the vehicle according to the embodiment of the present invention.

1, 2 and 4, when a front collision of the vehicle occurs but a partial collision (offset collision; left or right biased collision) is generated instead of the front collision, the front impact sensor 30 is measured. The first collision signal value S1 to be measured is always larger than the second collision signal value S2 measured by the sensor unit 42 of the controller 40 from the collision time point T0 of the vehicle.

As described above, in the period from the time point T0 at which the first collision signal value S1 and the second collision signal value S2 are measured to the set time T1, the first collision signal value S1 is the second collision. If the measurement value is larger than the signal value S2 at all times, the controller 40 determines that the vehicle is the front partial collision, and performs the shaping logic when the second collision signal value S2 is equal to or greater than the set threshold th. do.

FIG. 5 is a graph illustrating a first collision signal value measured by a collision sensor and a second collision signal value measured by a controller when the vehicle travels on a rough road according to an exemplary embodiment of the present invention.

1, 2, and 5, when the vehicle travels on a rough road, a shock is applied to the mounting portion of the controller 40 due to a bouncing, a bump, or the like. In this case, the sensor unit 42 of the controller 40 is applied. The second collision signal value S2 measured at) is always greater than the first collision signal value S1 measured at the front impact sensor 30 from the collision time point T0 of the vehicle.

As described above, in the interval from the time point T0 at which the first collision signal value S1 and the second collision signal value S2 are measured to the set time T1, the second collision signal value S2 is the first collision. In the case where the measurement is always greater than the signal value S1, the controller 40 determines that the vehicle is driving on the rough road, and the shaping is performed before the first collision signal value S1 becomes larger than the second collision signal value S2. Do not perform logic.

6 is a graph illustrating a first collision signal value measured by a collision detection sensor and a second collision signal value measured by a controller when the vehicle is a low speed frontal collision according to an embodiment of the present invention.

1, 2 and 6, when the vehicle is a low-speed frontal collision, it can be seen that there is almost no deformation amount of the vehicle body at the deformation time point T1 of the vehicle body after the collision time point T0 of the vehicle. Therefore, the first collision signal value S1 measured by the front impact sensor 30 and the second collision signal value S2 measured by the sensor unit 42 of the controller 40 are always increased almost equally. In such a case, even if a collision occurs, there is a high possibility that the airbags 10 and 12 do not need to be deployed because the risk is low.

In this manner, the first collision signal value S1 and the second collision in the interval from the time point T0 at which the first collision signal value S1 and the second collision signal value S2 are measured to the set time T1. If the signal value S2 coincides within the error range and the first collision signal value S1 and the second collision signal value S2 coincide within the error range even after the set time T1, the controller 40 The shaping logic is performed only when it is determined that the vehicle is a low speed frontal collision, and the first collision signal value S1 is equal to or greater than the set threshold th.

As described above, the vehicle according to the present invention utilizes both the output values of the collision detection sensors 30 and 35 and the output values of the sensors 42 embedded in the controller 40, and thus the airbags 10, 12, 14 and 16. Since the shaping logic for deploying) is performed, it is possible to prevent the opening of the airbags 10, 12, 14, and 16.

It will be understood by those skilled in the art that the present invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. It is therefore to be understood that the above-described embodiments are illustrative and non-restrictive in every respect. The scope of the present invention is defined by the appended claims rather than the foregoing detailed description, and all changes or modifications derived from the meaning and scope of the claims and the equivalents thereof are included in the scope of the present invention Should be interpreted.

10,12,14,16: Airbag 20: Seat belt
25: Seat belt retractor 30: Collision detection sensor
40: controller

Claims

A collision detection sensor disposed in a vehicle and measuring a first collision signal value at the time of the vehicle collision; And
And a controller disposed to be spaced inwardly from the collision detection sensor to measure a second collision signal value at the time of the vehicle collision and to control an airbag using the first collision signal value and the second collision signal value.
The controller may be configured such that the first collision signal value and the second collision signal value coincide within an error range in a period from a time point at which the first collision signal value and the second collision signal value are measured to a set time, and then set And after the time when the first collision signal value is measured to be larger than the second collision signal value, performing a shaping logic to deploy the airbag.

The method according to claim 1,
When the first collision signal value is always larger than the second collision signal value, the controller is further configured to measure the first collision signal value and the second collision signal value from a time point at which the first collision signal value and the second collision signal value are measured. And when the second collision signal value is greater than or equal to a set threshold value, performing the shaping logic.

The method according to claim 1,
When the second collision signal value is always greater than the first collision signal value, the controller is further configured to measure the first collision signal value and the second collision signal value from the time point at which the first collision signal value and the second collision signal value are measured. The shaping logic is not performed until the first collision signal value is greater than the second collision signal value.

The method according to claim 1,
The controller may be configured such that the first collision signal value and the second collision signal value coincide within an error range in a period from the time point at which the first collision signal value and the second collision signal value are measured to the set time. And when the first collision signal value and the second collision signal value coincide within an error range even after a predetermined time, the shaping logic is performed if the first collision signal value is equal to or greater than a predetermined threshold value.

The method according to claim 1,
Further comprising a seat belt retractor for winding the seat belt,
And the controller controls the seat belt to be wound around the seat belt retractor when the airbag is deployed.

The method according to claim 1,
And the first collision signal value and the second collision signal value are acceleration or speed.