WO2012104911A1 - Appareil de détection de collision - Google Patents

Appareil de détection de collision Download PDF

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Publication number
WO2012104911A1
WO2012104911A1 PCT/JP2011/000580 JP2011000580W WO2012104911A1 WO 2012104911 A1 WO2012104911 A1 WO 2012104911A1 JP 2011000580 W JP2011000580 W JP 2011000580W WO 2012104911 A1 WO2012104911 A1 WO 2012104911A1
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WO
WIPO (PCT)
Prior art keywords
collision
threshold
threshold value
value
protection device
Prior art date
Application number
PCT/JP2011/000580
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English (en)
Japanese (ja)
Inventor
絢子 古田
山下　利幸
Original Assignee
三菱電機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to PCT/JP2011/000580 priority Critical patent/WO2012104911A1/fr
Priority to JP2012555562A priority patent/JP5236126B2/ja
Publication of WO2012104911A1 publication Critical patent/WO2012104911A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0132—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0136—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to actual contact with an obstacle, e.g. to vehicle deformation, bumper displacement or bumper velocity relative to the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0132—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
    • B60R21/0133—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value by integrating the amplitude of the input signal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0132—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
    • B60R21/01332—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value by frequency or waveform analysis
    • B60R21/01336—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value by frequency or waveform analysis using filtering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0132—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
    • B60R2021/01322—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value comprising variable thresholds, e.g. depending from other collision parameters

Definitions

  • the present invention relates to a collision detection device that activates an occupant protection device by determining a collision from an output of a state measurement sensor in a vehicle.
  • an activation method of an occupant protection device such as an air bag
  • the output of sensors installed for measuring the state of a vehicle such as a speed sensor and an acceleration sensor
  • the integrated value is larger than a preset threshold value.
  • a method of starting when it is large is also known.
  • Patent Document 1 includes a first acceleration sensor installed in a vehicle interior (ctr) and a second acceleration sensor installed in a crash zone (crh) at the front of the vehicle, and the sensor outputs Gctr, Gcrh, respectively.
  • FIG. 12 shows a diagram for explaining a conventional activation method as in Patent Document 1.
  • the airbag activation condition (that is, the condition for determining a collision) is set to
  • the integral value Vctr of the first acceleration sensor
  • Vctr of the first acceleration sensor is subtracted from the integral value Vcrh of the second acceleration sensor, the difference becomes equal to or greater than the threshold value, so that it can be determined that the vehicle is in collision and the airbag is activated.
  • FIG. 12B since the difference is smaller than the threshold value, it can be determined that there is no collision, and the airbag is not activated.
  • the output of the acceleration sensor has only a positive component, but actually, the direction of acceleration may be reversed by vibration, and a negative component may be superimposed.
  • FIG. 13 shows an example where a negative component is superimposed on the sensor output. Again, the activation condition is
  • . When the negative component is superimposed, the difference ( Vcrh ⁇ Vctr) is equal to or larger than the threshold value at the time of collision as shown in FIG. 13A. Therefore, the collision can be correctly determined and the occupant protection device can be activated appropriately. . On the other hand, at the time of non-collision, as shown in FIG.
  • the present invention has been made in order to solve the above-described problems.
  • the object is to obtain a detection device.
  • the collision detection device acquires each output value of a pair of sensors, extracts a feature of each output value, and outputs each of the output values subjected to the linear operation from a predetermined first threshold value.
  • a large component is output as it is and a component equal to or lower than the first threshold is replaced with the first threshold, or a component smaller than a predetermined first threshold is output as it is and a component equal to or higher than the first threshold is replaced with the first threshold.
  • Clip processing a difference calculation unit that calculates a difference between the clipped output values, and a threshold comparison that determines whether the vehicle has collided by comparing the difference calculated by the difference calculation unit with a predetermined second threshold value
  • a protection device drive unit that outputs an operation signal to the protection device when it is determined that the threshold comparison unit has collided, and activates a protection device for passengers or pedestrians installed in the vehicle. It is intended.
  • the sensor output is clipped and the difference is calculated and used for collision determination. Therefore, even when a negative component is superimposed on the sensor output at the time of non-collision, it is used for passengers or pedestrians.
  • the protective device can be reliably deactivated.
  • FIG. 3 is a flowchart showing the operation of the collision detection apparatus according to the first embodiment. It is a figure explaining the process of the collision detection apparatus which concerns on Embodiment 1, and is an example at the time of the collision which should act
  • FIG. 10 is a block diagram illustrating a configuration of a collision detection device according to a third embodiment. 10 is a flowchart illustrating the operation of the collision detection device according to the third embodiment. It is a figure explaining the process of the conventional collision detection apparatus, and illustrates the case where the minus component is not superimposed on the sensor output. It is a figure explaining the process of the conventional collision detection apparatus, and illustrates the case where the minus component is superimposed on the sensor output.
  • FIG. 1 A collision detection device 1 shown in FIG. 1 includes a communication interface (hereinafter referred to as I / F) 2, a microcomputer (hereinafter referred to as microcomputer) 3, and an ECU (Electric Control Unit) including an occupant protection device drive circuit 10. Etc.
  • the collision detection device 1 performs the collision determination based on the magnitude relationship between the outputs of the first and second acceleration sensors 11 and 12 respectively installed on the left and right of the front portion of the vehicle. When it is determined that the first and second occupant protection devices 13 and 14 are operated.
  • the communication I / F 2 is an interface that inputs the outputs of the first and second acceleration sensors 11 and 12 to the microcomputer 3.
  • the first linear arithmetic processing unit 4 performs linear arithmetic processing such as integration processing and low-pass filter (hereinafter, LPF) processing on the output of the first acceleration sensor 11 to extract the characteristics of the sensor output.
  • the second linear arithmetic processing unit 5 similarly performs linear arithmetic processing on the output of the second acceleration sensor 12.
  • the first clip processing unit 6 outputs a component larger than the clip threshold value V THR1 (first threshold value) as it is for the output value of the first linear arithmetic processing unit 4, and replaces the component value below the first threshold value with the first threshold value. Perform clip processing.
  • the second clip processing unit 7 similarly performs clip processing on the output value of the second linear arithmetic processing unit 5.
  • the difference calculation unit 8 calculates the difference between the output value clipped by the first clip processing unit 6 and the output value clipped by the second clip processing unit 7.
  • the threshold value comparison unit 9 determines that the vehicle has collided when the difference calculated by the difference calculation unit 8 is larger than the collision determination threshold value V THR2p (second threshold value).
  • the occupant protection device drive circuit (protection device drive unit) 10 outputs an operation signal to the first and second occupant protection devices 13 and 14 when it is determined that the threshold comparison unit 9 has collided.
  • Each of the first and second acceleration sensors 11 and 12 measures and outputs an impact on the vehicle.
  • Each output is input from the communication I / F 2 to the microcomputer 3, and the output values G1 and G2 are acquired at each sampling time ⁇ t (step ST1).
  • the first linear arithmetic processing unit 4 performs linear arithmetic processing (for example, integration processing) on the output value G1 of the first acceleration sensor 11 to obtain the integral value V1 (step ST2).
  • the second linear arithmetic processing unit 5 performs linear arithmetic processing (for example, integration processing) on the output value G2 of the second acceleration sensor 12 to obtain the integral value V2 (step ST3).
  • linear arithmetic processing for example, integration processing
  • integration processing it is possible to extract the deceleration amount of the vehicle (integrated values V1, V2) as a feature of the sensor output.
  • the first clip processing unit 6 performs clip processing on the integrated value V1 of the first acceleration sensor 11 (steps ST4 and ST5). That is, preset clip threshold V THR1 larger component is output as it is, the following ingredients clip threshold V THR1 is replaced with the clip threshold V THR1.
  • the first clip processing unit 6 compares the integral value V1 with the clip threshold “0” and keeps the integral value V1 equal to or greater than the clip threshold “0” (step ST4 “YES”), The integral value V1 smaller than the clip threshold “0” is set to 0 (steps ST4 “NO”, ST5).
  • the second clip processing unit 7 performs the clip process on the integrated value V2 of the second acceleration sensor 12 in the same manner as described above (steps ST6 and ST7). Only positive components that are collision components can be extracted from the sensor output by the clip processing.
  • the difference calculation unit 8 obtains a difference value Vd by subtracting the integrated values V1 and V2 after the clipping process (step ST8).
  • the threshold value comparison unit 9 compares the difference value Vd with a preset collision determination threshold value V THR2p (step ST9). If the difference value Vd is equal to or greater than the collision determination threshold value V THR2p , it is determined that a collision has occurred (step ST9 " YES ”), a collision detection signal is output from the threshold comparison unit 9 to the occupant protection device drive circuit 10.
  • the occupant protection device drive circuit 10 When the occupant protection device drive circuit 10 receives the collision detection signal output from the threshold comparison unit 9, the occupant protection device drive circuit 10 outputs an operation signal to the first and second occupant protection devices 13 and 14, respectively. 13 and 14 are operated (step ST10). On the other hand, if the difference value Vd is smaller than the collision determination threshold value V THR2p , the threshold value comparison unit 9 determines that there is no collision ("NO" in step ST9) and returns to step ST1.
  • the operating condition of the first and second occupant protection devices 13 and 14 (that is, the condition for determining a collision) is set to
  • FIG. 4 is an example at the time of a collision.
  • the graph of FIG. 4A shows the integration value V1 obtained by the first linear arithmetic processing unit 4 performing integration processing on the output value G1 of the first acceleration sensor 11.
  • the graph of FIG. 4B shows an integrated value V2 obtained by the second linear arithmetic processing unit 5 performing the same integration process on the output value G2 of the second acceleration sensor 12.
  • Negative components are superimposed on the integral values V1 and V2. These integral values V1 and V2 are clipped, respectively, and after removing a negative component as shown in FIGS. 4C and 4D, a difference value Vd is calculated.
  • the collision determination of FIG. 4 (e) since the difference value Vd is equal to or greater than the collision determination threshold V THR2p, it is correctly determined that a collision has occurred, and the first and second occupant protection devices 13, 14 are activated.
  • FIG. 5 is an example when there is no collision. Also in FIG. 5, similarly to FIG. 4, the sensor output values G1, G2 on which the minus component is superimposed are integrated to obtain integrated values V1, V2, and the difference value Vd is calculated after clipping. In the collision determination of FIG. 5 (e), since the difference value Vd is smaller than the collision determination threshold V THR2p , it is correctly determined that there is no collision, and the first and second occupant protection devices 13, 14 do not operate. As described above, even when the minus component is superimposed, only the component of 0 or more is extracted by the clipping process, so that the sign is not reversed when the difference is calculated. Therefore, as shown in FIG.
  • the collision detection device 1 even when collision / non-collision is difficult to identify with the prior art, even when there is no collision and a negative component is superimposed on the integral value, the collision detection device 1 Then, it becomes possible to appropriately identify the collision / non-collision, and the occupant protection device can be deactivated at the time of non-collision. On the other hand, the occupant protection device can be reliably operated as shown in FIG. Therefore, the occupant protection device can be operated more accurately.
  • the collision detection apparatus 1 acquires the output values G1 and G2 from the first acceleration sensor 11 and the second acceleration sensor 12 installed in the vehicle and extracts the features.
  • First and second clip processing for outputting linear calculation processing units 4 and 5 and components larger than 0 that are the clipping threshold V THR1 as they are for the integrated values V1 and V2 subjected to linear calculation processing, and replacing components below 0 with 0.
  • the vehicle A threshold comparison unit 9 that determines that a collision has occurred, and an occupant protection device that outputs an operation signal to the first and second occupant protection devices 13 and 14 when it is determined that the threshold comparison unit 9 has collided And configured to include a drive circuit 10. For this reason, even when a negative component is redundant in the sensor output at the time of non-collision, the occupant protection device can be reliably deactivated.
  • the components greater than the clip threshold value V THR1 are output as they are for the integral values V1 and V2, and the component equal to or less than the clip threshold value V THR1 is output to the clip.
  • the threshold value V THR1 is replaced, on the contrary, a component smaller than the clip threshold value V THR1 may be output as it is, and a component equal to or higher than the clip threshold value V THR1 may be replaced with the clip threshold value V THR1 .
  • Which configuration is to be used may be determined according to the mounting direction of the first and second acceleration sensors 11 and 12 or the like.
  • the setting of whether to determine a collision when the difference value Vd is greater than the collision determination threshold V THR2p or to determine a collision when the difference value Vd is smaller may be determined according to the device configuration or the like.
  • first and second acceleration sensors 11 and 12 are arranged side by side on the left and right sides of the front part of the vehicle.
  • the present invention is not limited to this.
  • one may be installed in the front part of the vehicle and the other may be installed in the passenger compartment.
  • two or more acceleration sensors may be installed in the vehicle and used for collision determination.
  • a collision is determined based on the magnitude relationship between the outputs of the acceleration sensors A and B, and based on the magnitude relationship between the outputs of the acceleration sensors B and C.
  • the collision detection device 1 can use a plurality of pairs of acceleration sensors such that a collision is determined and a collision is determined based on the magnitude relationship between the outputs of the acceleration sensors C and A.
  • FIG. FIG. 6 is a block diagram showing the configuration of the collision detection apparatus 1 according to Embodiment 2 of the present invention.
  • the microcomputer 3 newly includes a first threshold value comparison unit 21, a second threshold value comparison unit 22, and a logical operation unit 23, and the first threshold value determination unit 9 separate from the main collision determination by the threshold value comparison unit 9.
  • the safing judgment by the 2nd threshold value comparison parts 21 and 22 is implemented. 6 that are the same as or equivalent to those in FIGS. 1 and 2 are given the same reference numerals, and descriptions thereof are omitted.
  • This safing determination is caused by a collision when the difference value Vd between the first and second acceleration sensors 11 and 12 becomes large, or is caused by a phenomenon that is not a collision (for example, either one of them) This is performed for the purpose of improving the deployment performance of the first and second occupant protection devices 13 and 14 by identifying hammering or the like in the vicinity of the sensor, or the sensor failure).
  • steps ST1 to ST9 in FIG. 7 are the same as steps ST1 to ST9 in FIG. 3 and thus will not be described.
  • the explanation will focus on steps ST21 to ST23 unique to the second embodiment.
  • the threshold value comparison unit 9 determines that the difference value Vd is equal to or greater than the collision determination threshold value V THR2p and is a collision (step ST9 “YES”), the first threshold value comparison unit 21 subsequently performs the clipping process on the first acceleration sensor 11.
  • the safing determination threshold value V THR3p is a threshold value that does not cause the first acceleration sensor 11 to be deployed during non-collision such as hammering, and is set to a value that does not frequently occur during normal vehicle travel.
  • step ST21 “YES”) If the integrated value V1 is greater than or equal to the safing determination threshold value V THR3p , the first threshold value comparing unit 21 determines that there is a collision (step ST21 “YES”), and proceeds to step ST22. On the other hand, if the integrated value V1 is smaller than the safing determination threshold value V THR3p , the first threshold value comparing unit 21 determines that there is no collision (step ST21 “NO”). In this case, the process returns to step ST1 and the process is repeated.
  • the second threshold value comparison unit 22 compares the integrated value V2 of the clipped second acceleration sensor 12 with a preset safing determination threshold value V THR3p to identify collision or non-collision (step ST22). At the time of collision (step ST22 “YES”), the process proceeds to step ST23.
  • the logical operation unit 23 determines that a collision has occurred only when signals are input from the threshold value comparison unit 9, the first threshold value comparison unit 21, and the second threshold value comparison unit 22, respectively. Is output to the occupant protection device drive circuit 10 (step ST23).
  • the occupant protection device drive circuit 10 outputs an operation signal to the first and second occupant protection devices 13 and 14 and operates them. That is, in the second embodiment, the threshold comparison unit that performs the final collision determination is configured by the threshold comparison unit 9, the first and second threshold comparison units 21 and 22, and the logical operation unit 23.
  • the logic operation unit 23 is non-collision. And return to step ST1.
  • the first and second occupant protection devices 13 and 14 can be deactivated in the actual non-collision case.
  • the threshold comparison unit 9 has the collision determination threshold V THR2p for determining the collision, and the first and second threshold comparison units 21 and 22 identify the collision and the non-collision.
  • the logic operation unit 23 has a determination threshold value V THR3p , the difference value Vd calculated by the difference calculation unit 8 in the threshold value comparison unit 9 is larger than the collision determination threshold value V THR2p , and the first and second threshold value comparison units 21, 22, when the output values V1 and V2 subjected to the linear calculation of the first and second linear calculation processing units 4 and 5 are larger than the safing determination threshold value V THR3p , it is determined that the vehicle has collided. For this reason, non-collisions such as hammering can be identified as collisions, and unnecessary operations of the first and second occupant protection devices 13 and 14 can be prevented.
  • the integration values V1 and V2 subjected to the linear calculation processing as the pre-processing for collision determination in the first and second linear calculation processing units 4 and 5 are used.
  • it was set as the structure compared with the safing determination threshold value VTHR3p it is not limited to this.
  • a configuration may be provided in which a dedicated linear arithmetic processing unit for performing optimal linear arithmetic processing as pre-processing for safing determination is separately provided.
  • FIG. 8 shows a modification of the collision detection apparatus 1 according to the second embodiment, and includes a configuration in which a third linear arithmetic processing unit 24 and a fourth linear arithmetic processing unit 25 that perform linear arithmetic processing exclusively for safing determination are added. It is.
  • These third and fourth linear arithmetic processing units 24 and 25 may be configured to perform, for example, LPF processing at a stage prior to step ST21 in FIG.
  • Embodiment 3 FIG.
  • the first and second acceleration sensors 11 and 12 are installed on the left and right of the front part of the vehicle to detect the acceleration generated in the vehicle at the time of the collision.
  • the first and second acceleration sensors 11 and 12 are installed in the left and right pillar portions in the center of the vehicle, so that the vehicle in a side collision It is configured to detect the generated acceleration.
  • the side collision is determined based on the magnitude relationship between the outputs of the first and second acceleration sensors 11, 12, and the direction of the side collision is determined, so that the left occupant protection device 35 installed on the left side of the vehicle or the right side One of the right occupant protection devices 36 installed in the vehicle is operated.
  • FIG. 10 is a block diagram showing the configuration of the collision detection apparatus 1 according to Embodiment 3 of the present invention.
  • the microcomputer 3 includes, in place of the threshold comparison unit 9, a left threshold comparison unit 31 that determines a side collision on the left side of the vehicle and a right threshold comparison unit 32 that determines a side collision on the right side of the vehicle.
  • the collision detection device 1 includes a left occupant protection device drive circuit (protection device drive unit) 33 that operates the left occupant protection device 35 and a right occupant protection device drive circuit (protection device drive) that operates the right occupant protection device 36. Part) 34. 10 that are the same as or equivalent to those in FIGS. 1 and 2 are denoted by the same reference numerals and description thereof is omitted.
  • the operating condition of the left occupant protection device 35 (that is, the condition for determining a side collision) is set to
  • the collision determination threshold value V THR2p ′ (second threshold value) is set.
  • the operating condition of the right occupant protection device 36 is
  • the threshold value comparison unit that performs final side collision determination is configured by the left and right threshold value comparison units 31 and 32.
  • the left threshold value comparison unit 31 compares the difference value Vd calculated by the difference calculation unit 8 with a preset side collision determination threshold value V THR2p ′ (step ST31), and the difference value Vd is equal to or greater than the side collision determination threshold value V THR2p ′ .
  • step ST31 “YES”) If there is, it is determined that a side collision has occurred on the left side of the vehicle (step ST31 “YES”), and a side collision detection signal is output from the left side threshold comparison unit 31 to the left occupant protection device drive circuit 33.
  • the left occupant protection device drive circuit 33 receives the side collision detection signal output from the left threshold value comparison unit 31, the left occupant protection device drive circuit 33 outputs an operation signal to the left occupant protection device 35 to operate (step ST32).
  • the right side threshold value comparison unit 32 compares the difference value Vd with a preset side collision determination threshold value V THR4m. (Step ST33) If the difference value Vd is equal to or less than the side collision determination threshold value V THR4m , it is determined that a side collision has occurred (step ST33 “YES”), and a side collision detection signal is sent from the right threshold comparison unit 32 to the right occupant protection device drive circuit 34 Is output. When the right occupant protection device drive circuit 34 receives the side collision detection signal output from the right threshold value comparison unit 32, it outputs an operation signal to the right occupant protection device 36 to operate (step ST34).
  • step ST33 “NO”) when the difference value Vd is smaller than the side collision determination threshold value V THR2p ′ and larger than the side collision determination threshold value V THR4m , both the left and right sides are non-side collisions (step ST33 “NO”), and step ST1. Return to.
  • the left and right threshold comparison units 31 and 32 include the side collision determination threshold value V THR2p ′ and the side collision determination threshold value V THR4m having a smaller value than the side collision determination threshold value V THR4m.
  • the difference value Vd calculated by 8 is larger than the side collision determination threshold value V THR2p ′ and smaller than the side collision determination threshold value V THR4m , it is determined that the vehicle has collided , and the left and right occupant protection device drive circuit 33 respectively.
  • the occupant protection device that should be activated can be made separately according to the result of the threshold comparison between the positive component and the negative component, the left occupant protection device is activated in the case of a left collision, and the right occupant protection device is activated in the case of a right collision. be able to.
  • the side collision is determined using the positive component side collision determination threshold and the negative component side collision determination threshold, and different occupant protection devices are operated.
  • the threshold is limited to this. It is not something.
  • the collision detection device 1 compares the threshold value with the difference value using two or more positive component collision determination threshold values that are different in size.
  • the strength of the operation of the single occupant protection device may be changed according to the size of the collision determination threshold.
  • the configuration example using the acceleration sensor that measures the acceleration of the vehicle as the state measurement sensor for detecting the collision or the side collision has been described.
  • the present invention is not limited to this.
  • a speed sensor that measures the speed of the vehicle or a pressure sensor that measures a change in the pressure of the vehicle may be used.
  • the physical quantity measured by the acceleration sensor is an impact applied to the vehicle, and as the linear calculation processing for the output value, integration processing, LPF processing, and the like are preferable.
  • the output value after integration processing represents the deceleration amount of the vehicle, and the output value after LPF processing represents the impact on the vehicle.
  • the physical quantity measured by the speed sensor is the amount of deceleration of the vehicle, and as the linear calculation process for this output value, equal-magnification processing, LPF processing, or the like is suitable. Note that the output value after the processing for both the equal magnification processing and the LPF processing represents the deceleration amount of the vehicle.
  • the pressure sensor is installed in a sealed space at a location where the vehicle is deformed at the time of a collision, thereby detecting a collision of the vehicle based on a pressure change in the space. That is, the physical quantity measured by the pressure sensor is the pressure change amount of the vehicle space that is deformed.
  • Proportional calculation processing is suitable as the linear calculation processing for the output value, and the output value after processing represents the volume change amount of the vehicle space to be deformed.
  • the collision detection device reliably determines non-collision even when a negative component is superimposed on the sensor output at the time of non-collision. It is suitable for use in a collision detection device or the like configured to perform collision determination by processing.
  • 1 collision detection device 2 communication I / F, 3 microcomputer, 4 first linear operation processing unit, 5 second linear operation processing unit, 6 first clip processing unit, 7 second clip processing unit, 8 differential operation unit, 9 Threshold comparison unit, 10 occupant protection device drive circuit, 11 first acceleration sensor, 12 second acceleration sensor, 13 first occupant protection device, 14 second occupant protection device, 21 first threshold comparison unit, 22 second threshold comparison unit , 23 logic operation unit, 24 third linear operation processing unit, 25 fourth linear operation processing unit, 31 left threshold comparison unit, 32 right threshold comparison unit, 33 left occupant protection device drive circuit, 34 right occupant protection device drive circuit, 35 Left passenger protection device, 36 Right passenger protection device.

Abstract

Un premier processeur arithmétique linéaire (4) intègre et traite une valeur de sortie d'un premier capteur d'accélération (11), et un premier processeur d'écrêtage (6) extrait une composante (V1) qui est supérieure à une valeur seuil d'écrêtage (0). Un second processeur arithmétique linéaire (5) intègre et traite une valeur de sortie d'un second processeur d'accélération (12), et un second processeur d'écrêtage (7) extrait une composante (V2) qui est supérieure à la valeur seuil d'écrêtage. Une unité arithmétique différentielle (8) calcule la valeur différentielle de V1 et V2, un comparateur de valeur seuil (9) détermine qu'un véhicule a subi une collision lorsque la valeur différentielle est supérieure à une valeur seuil de détermination de collision, et un circuit d'entraînement (10) pour dispositifs de protection d'occupants entraîne l'actionnement de premier et second dispositifs de protection d'occupants (13, 14).
PCT/JP2011/000580 2011-02-02 2011-02-02 Appareil de détection de collision WO2012104911A1 (fr)

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PCT/JP2011/000580 WO2012104911A1 (fr) 2011-02-02 2011-02-02 Appareil de détection de collision
JP2012555562A JP5236126B2 (ja) 2011-02-02 2011-02-02 衝突検知装置

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CN112629872A (zh) * 2019-09-24 2021-04-09 沃尔沃汽车公司 低撞击力碰撞检测

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JPH11189127A (ja) * 1997-10-20 1999-07-13 Autoliv Japan Kk エアバッグ装置の作動制御装置
JPH11192918A (ja) * 1997-12-27 1999-07-21 Autoliv Japan Kk エアバッグ装置用インフレータの作動制御装置
JP2004517002A (ja) * 2001-01-27 2004-06-10 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 車両における側面衝突のセンシングのための方法
JP3541211B2 (ja) * 1997-09-17 2004-07-07 オートリブ・ジャパン株式会社 エアバッグの作動判断装置

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JP3541211B2 (ja) * 1997-09-17 2004-07-07 オートリブ・ジャパン株式会社 エアバッグの作動判断装置
JPH11189127A (ja) * 1997-10-20 1999-07-13 Autoliv Japan Kk エアバッグ装置の作動制御装置
JPH11192918A (ja) * 1997-12-27 1999-07-21 Autoliv Japan Kk エアバッグ装置用インフレータの作動制御装置
JP2004517002A (ja) * 2001-01-27 2004-06-10 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 車両における側面衝突のセンシングのための方法

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112629872A (zh) * 2019-09-24 2021-04-09 沃尔沃汽车公司 低撞击力碰撞检测
US11541882B2 (en) 2019-09-24 2023-01-03 Volvo Car Corporation Low-impact collision detection

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JP5236126B2 (ja) 2013-07-17

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