JP4019973B2 - Occupant protection device starter - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an activation device for an occupant protection device.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, a determination method for determining whether or not a vehicle is likely to roll over has been proposed (see, for example, Patent Document 1). According to the vehicle rollover judging method disclosed in Patent Document 1, for example, a threshold line is set on a two-dimensional map using the roll angle and roll angular velocity of the vehicle as parameters, and the actual roll angle and roll of the vehicle are set. Whether or not there is a possibility of rollover is determined by whether or not the history line of angular velocity crosses this threshold line from the non-rollover region to the rollover region. And the determination result of the presence or absence of the vehicle rollover possibility using this two-dimensional map is applied to the deployment control of the air curtain and the side airbag.
[0003]
[Patent Document 1]
JP 2001-260780 A
[0004]
[Problems to be solved by the invention]
In the above-described vehicle rollover determination method, the threshold line is moved in accordance with the increase in the vehicle slipping speed, so that the deployment timing for protecting the occupant in the tripover rollover mode is advanced, but the occupant is not necessarily protected. It is not always the right time to do this.
[0005]
For example, when a vehicle with a high vehicle height, such as SUV (Sports Utility Vehicles), collides with the side of a stopped vehicle, the vehicle to be collided rolls around with the non-collision wheel as a fulcrum immediately after the collision (hereinafter referred to as the fulcrum) In this mode, the skidding speed does not occur, but the upper body of the occupant is swung to the collision side immediately after the collision, so it is necessary to deploy the air curtain on the driver's seat early. is there. Thus, the conventional vehicle rollover judging method cannot make a judgment at an appropriate timing for protecting the passenger.
[0006]
The present invention has been made in view of such a problem, and an object thereof is to provide an activation device for an occupant protection device that can determine whether the vehicle rolls over at an appropriate timing.
[0007]
[Means for Solving the Problems]
The occupant protection device activation device according to claim 1 is a roll angular velocity detection unit that detects a roll angular velocity of a vehicle, a roll angle detection unit that detects a roll angle of the vehicle, or a roll of a vehicle by integrating the roll angular velocity. Roll angle calculating means for calculating an angle, vehicle rollover determining means for determining the presence or absence of a rollover of the vehicle based on a value indicated by the roll angle and a value indicated by the roll angular velocity, and acceleration generated in the width direction of the vehicle A lateral acceleration detecting means for detecting a side collision, a side collision judging means for judging whether or not there is a collision in the width direction with respect to the vehicle based on a value indicated by the lateral acceleration, a lateral acceleration is generated, and then a roll angular velocity is subsequently generated The activation determination of the occupant protection device mounted on the collision side of the vehicle is performed based on the determination result of the side collision determination unit, and the non-collision side of the vehicle is determined based on the determination result of the vehicle rollover determination unit. Characterized in that it comprises a start determination means for performing a start determination of the occupant protection device to be mounting.
[0008]
For example, in the form where the vehicle slips and one of the left and right wheels collides with a curb etc. and rolls over using this curb as a fulcrum (hereinafter referred to as curb tripover) A relatively large lateral acceleration occurs at this stage. In addition, since the upper body of the occupant is swung to the collision side at the initial stage of the rollover, an occupant protection device (for example, an airbag device that protects the occupant's head, chest, waist, etc., seat) It is necessary to activate the pretensioner that removes the slack of the belt at an early stage.
[0009]
Therefore, the activation device for the occupant protection device according to the present invention performs activation determination of the occupant protection device mounted on the collision side of the vehicle based on the determination result of the side collision determination unit, and based on the determination result of the vehicle rollover determination unit. The activation determination of the occupant protection device mounted on the non-collision side of the vehicle is performed. As a result, in a rollover configuration in which a large lateral acceleration occurs in the initial rollover stage, the occupant protection device mounted on the collision side is activated based on the determination result of the side collision determination, and based on the result of the vehicle rollover determination The occupant protection device mounted on the non-collision side can be activated. As a result, the occupant protection device can be activated at an appropriate timing for the occupant.
[0010]
  Also thisAccording to the activation device for the occupant protection device, the vehicle rollover judging means has a two-dimensional map made up of a roll angle and a roll angular velocity, and rolls over a region where the vehicle may roll over on the two-dimensional map. A boundary line with a region that has no possibility is set, and each value is applied to the two-dimensional map to determine whether or not the vehicle is likely to roll over. The side collision determination means includes a value indicating a lateral acceleration and a predetermined threshold value. It is characterized by determining the presence or absence of a collision from the magnitude relationship of Thereby, the vehicle rollover in the form of trip over can be determined.
  Further, in this occupant protection device activation device, the vehicle rollover judging means sets a large threshold boundary line on the two-dimensional map by moving the boundary line in a direction to suppress the possibility of vehicle rollover, The activation determination of the occupant protection device mounted on the non-collision side of the vehicle is performed based on the determination result by the vehicle rollover determination means using the two-dimensional map in which the large threshold boundary line is set.
  As a result, the non-collision side occupant protection device is activated at a timing at which the roll angle is somewhat large and the roll angular velocity is high to some extent, and as a result, is mounted on the non-collision side at an appropriate timing for the occupant. The occupant protection device can be activated.
  Furthermore, in this occupant protection device activation device, the activation determination means determines the vehicle rollover type based on the generation direction of the lateral acceleration with respect to the width direction of the vehicle and the rotation direction of the roll angular velocity around the vehicle longitudinal axis. A start determination means is provided for the occupant protection device mounted on the non-collision side of the vehicle based on the determination result by the vehicle rollover determination means when the rollover form determination means determines that the rollover is a tripover rollover form. It is characterized by performing start determination.
  For example, in curb trip over, at the beginning of rollover, the upper body of the occupant is swung to the collision side, and immediately after that, the upper body of the occupant is swung to the non-collision side. Therefore, at the curb trip over, it is necessary to start the occupant protection device early on both the collision side and the non-collision side. On the other hand, in the rollover after the SUV side collision, in the initial rollover, the occupant's upper body is swung to the collision side, but the timing at which the occupant's upper body is swung to the non-collision side is later than the timing at the curb trip over.
  As described above, the timing at which the occupant's upper body is swung to the non-collision side is different even in the trip-over rollover mode. Therefore, the appropriate activation timing of the non-collision side occupant protection device is also different. Therefore, the rollover mode is determined from the direction in which the lateral acceleration is generated and the rotation direction of the roll angular velocity, and in the case of rollover after the SUV side collision, the passenger protection device mounted on the non-collision side is replaced with the passenger protection device mounted on the collision side. Start at a later timing.
  That is, in the curb trip over, lateral acceleration occurs in the direction from the non-collision side to the collision side with the curb, whereas in the rollover after the SUV side collision, lateral acceleration occurs in the direction from the collision side to the non-collision side. To do. In the curb trip over, the curb on the collision side rotates with the fulcrum, whereas in the rollover after the SUV side collision, the wheel on the non-collision side rotates on the fulcrum.
  As described above, since the generation direction of the lateral acceleration and the rotation direction of the roll angular velocity are different even in the rollover mode of the trip over, it is possible to determine whether or not the curb trip is over from these polarities. As a result, the non-collision occupant protection device can be activated at a timing suitable for the rollover configuration. The present invention is also applied to a so-called sandy trip-over mode in which a vehicle slips and one of the left and right wheels steps into a place where the friction coefficient of the road surface is different, such as sand, and rolls around with the wheel that has entered the sand as a fulcrum.
  In the activation device for an occupant protection device according to claim 2, the vehicle rollover determination means determines that there is a possibility of vehicle rollover when the value indicated by the roll angle is equal to or greater than the critical value of the roll angle. The means is characterized by performing activation determination of an occupant protection device mounted on the non-collision side of the vehicle based on a determination result by the vehicle rollover determination means using only the roll angle.
  As a result, the non-collision side occupant protection device is activated at a timing when the roll angle of the vehicle is increased to some extent. As a result, the occupant protection device mounted on the non-collision side is activated at an appropriate timing for the occupant. It becomes possible to do.
[0011]
In the occupant protection device activation device according to claim 3, roll angular velocity detection means for detecting the roll angular velocity of the vehicle, roll angle detection means for detecting the roll angle of the vehicle, or roll of the vehicle by integrating the roll angular velocity. Roll angle calculating means for calculating an angle, vehicle rollover determining means for determining the presence or absence of a rollover of the vehicle based on a value indicated by the roll angle and a value indicated by the roll angular velocity, and acceleration generated in the width direction of the vehicle A lateral acceleration detecting means for detecting a side collision, a side collision judging means for judging whether or not there is a collision in the width direction with respect to the vehicle based on a value indicated by the lateral acceleration, and a roll angular velocity is generated after or approximately at the same time when the lateral acceleration occurs. If it occurs, the vehicle rollover determination means is activated based on the determination result of the side collision determination means and the determination result of the vehicle rollover determination means. Characterized in that it comprises a start determination means for performing a start determination of the occupant protection apparatus mounted on the non-collision side of the vehicle based on the determination result.
[0012]
For example, in the above-described rollover after the SUV side collision, when the kinetic energy at the time of collision is efficiently absorbed by the collision vehicle or the collision target vehicle, the lateral acceleration or the roll angular velocity may not be generated in the collision target vehicle. In such a case, it is impossible to start the occupant protection device on the collision side of the collision target vehicle at an early stage only by the determination result of the side collision determination. Therefore, the activation determination of the occupant protection device mounted on the collision side is performed based on the determination results of the side collision determination and the vehicle rollover determination. Thereby, starting determination of the passenger | crew protection apparatus mounted in the collision side can be performed at an early stage.
[0013]
  Also thisAccording to the activation device for the occupant protection device, the vehicle rollover judging means has a two-dimensional map made up of a roll angle and a roll angular velocity, and rolls over a region where the vehicle may roll over on the two-dimensional map. A boundary line with a region that has no possibility is set, and each value is applied to the two-dimensional map to determine whether or not the vehicle is likely to roll over. The side collision determination means includes a value indicating a lateral acceleration and a predetermined threshold value. It is characterized by determining the presence or absence of a collision from the magnitude relationship of Thereby, the vehicle rollover in the form of trip over can be determined.
  Further, in this occupant protection device activation device, the vehicle rollover judging means sets a large threshold boundary line on the two-dimensional map by moving the boundary line in a direction to suppress the possibility of vehicle rollover, The activation determination of the occupant protection device mounted on the non-collision side of the vehicle is performed based on the determination result by the vehicle rollover determination means using the two-dimensional map in which the large threshold boundary line is set.
  As a result, the non-collision side occupant protection device is activated at a timing at which the roll angle is somewhat large and the roll angular velocity is high to some extent, and as a result, is mounted on the non-collision side at an appropriate timing for the occupant. The occupant protection device can be activated.
  Furthermore, in this occupant protection device activation device, the activation determination means determines the vehicle rollover type based on the generation direction of the lateral acceleration with respect to the width direction of the vehicle and the rotation direction of the roll angular velocity around the vehicle longitudinal axis. A start determination means is provided for the occupant protection device mounted on the non-collision side of the vehicle based on the determination result by the vehicle rollover determination means when the rollover form determination means determines that the rollover is a tripover rollover form. It is characterized by performing start determination.
  For example, in curb trip over, at the beginning of rollover, the upper body of the occupant is swung to the collision side, and immediately after that, the upper body of the occupant is swung to the non-collision side. Therefore, at the curb trip over, it is necessary to start the occupant protection device early on both the collision side and the non-collision side. On the other hand, in the rollover after the SUV side collision, in the initial rollover, the occupant's upper body is swung to the collision side, but the timing at which the occupant's upper body is swung to the non-collision side is later than the timing at the curb trip over.
  As described above, the timing at which the occupant's upper body is swung to the non-collision side is different even in the trip-over rollover mode. Therefore, the appropriate activation timing of the non-collision side occupant protection device is also different. Therefore, the rollover mode is determined from the direction in which the lateral acceleration is generated and the rotation direction of the roll angular velocity, and in the case of rollover after the SUV side collision, the passenger protection device mounted on the non-collision side is replaced with the passenger protection device mounted on the collision side. Start at a later timing.
  That is, in the curb trip over, lateral acceleration occurs in the direction from the non-collision side to the collision side with the curb, whereas in the rollover after the SUV side collision, lateral acceleration occurs in the direction from the collision side to the non-collision side. To do. In the curb trip over, the curb on the collision side rotates with the fulcrum, whereas in the rollover after the SUV side collision, the wheel on the non-collision side rotates on the fulcrum.
  As described above, since the generation direction of the lateral acceleration and the rotation direction of the roll angular velocity are different even in the rollover mode of the trip over, it is possible to determine whether or not the curb trip is over from these polarities. As a result, the non-collision occupant protection device can be activated at a timing suitable for the rollover configuration. The present invention is also applied to a so-called sandy trip-over mode in which a vehicle slips and one of the left and right wheels steps into a place where the friction coefficient of the road surface is different, such as sand, and rolls around with the wheel that has entered the sand as a fulcrum.
  In the activation device for an occupant protection device according to claim 4, the vehicle rollover determination means determines that the vehicle may roll over when the value indicated by the roll angle is equal to or greater than the critical value of the roll angle, The determination means is characterized in that the activation determination of the occupant protection device mounted on the non-collision side of the vehicle is performed based on the determination result by the vehicle rollover determination means using only the roll angle.
  As a result, the non-collision side occupant protection device is activated at a timing when the roll angle of the vehicle is increased to some extent. As a result, the occupant protection device mounted on the non-collision side is activated at an appropriate timing for the occupant. It becomes possible to do.
[0014]
In the activation device for an occupant protection device according to claim 5, the vehicle rollover judging means sets a small threshold boundary line on the two-dimensional map by moving the boundary line in a direction that promotes the possibility of the vehicle rollover, The side collision determination unit has a small threshold value that is smaller than the threshold value, and the activation determination unit uses the determination result by the vehicle rollover determination unit using the two-dimensional map in which the small threshold boundary line is set and the small threshold value. The activation determination of the occupant protection device mounted on the collision side of the vehicle is performed based on the determination result by the side collision determination means.
[0015]
As a result, even if the vehicle to be collided is in a trip-over rollover mode in which lateral acceleration and roll angular velocity do not occur so much, the occupant protection device mounted on the collision side can be activated early.
[0016]
In the occupant protection device activation device according to claim 6, the vehicle rollover determination means further determines a magnitude relationship between a predetermined value and a difference value between the previous value and the current value of the roll angular velocity, and the activation determination means includes: It is characterized in that the activation determination of the occupant protection device mounted on the collision side of the vehicle is performed based on the determination result of the vehicle rollover determination means using the determination of the difference value of the roll angular velocity and the determination by the two-dimensional map.
[0017]
Thus, only about the occupant protection device mounted on the collision side, the occupant protection device mounted on the collision side can be activated early by performing the activation determination using the difference value of the roll angular velocity. Note that the occupant protection device mounted on the non-collision side is not activated using the differential value of the roll angular velocity, so the occupant protection device mounted on the non-collision side is activated at an appropriate timing for the occupant. Become so.
[0027]
  Claim7In the activation device for the occupant protection device described in (1), the occupant protection device constitutes an airbag device that is inflated and deployed between the vehicle occupant and the vehicle interior side, and the activation determination means is a determination result by the vehicle rollover determination means. Is used for determining whether to start an airbag device mounted on the non-collision side of the vehicle.
[0028]
As a result, the non-collision side airbag device can be activated at an appropriate timing. In addition, a passenger protection device such as a pretensioner that removes the slack of the non-collision side occupant's seat belt is operated at the same timing as the pretensioner mounted on the collision side, so that the occupant can be put into the seat from the initial rollover stage. Can be restrained.
[0029]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an activation device for an occupant protection device according to an embodiment of the present invention will be described with reference to the drawings.
[0030]
(First embodiment)
FIG. 1 is a block diagram illustrating an activation device for an occupant protection device according to the present embodiment. As shown in the figure, the activation device for the occupant protection device according to the present embodiment includes a side collision sensor 20, a control unit 30, and an angular velocity sensor 40. The control unit 30 is connected to the occupant protection device 10.
[0031]
The occupant protection device 10 includes, for example, a pretensioner that removes a seat belt, an impact-absorbing airbag that is inflated and deployed between the occupant's head, chest, waist, and the vehicle interior side (both not shown). It is. The occupant protection device 10 is provided on each of the driver seat side and the passenger seat side and operates in response to an activation command from the control unit 30.
[0032]
The side collision sensor 20 is a sensor that detects acceleration (hereinafter referred to as lateral acceleration (GY)) generated in the width direction of the vehicle, and is used to detect an impact force received from the width direction of the vehicle. The side collision sensor 20 is provided in the vicinity of the lower ends of the center billers (B pillars) on both the driver seat side and the passenger seat side of the vehicle, and a detection signal is output to the control unit 30.
[0033]
The angular velocity sensor 40 is a sensor that detects an angular velocity (roll angular velocity, RR) around the longitudinal axis of the vehicle. For example, an acceleration sensor, a vibration gyroscope, or a gas rate gyroscope detects a force generated in a predetermined mass according to rotation. Etc. are used. The angular velocity sensor 40 outputs the detected signal to the control unit 30.
[0034]
The control unit 30 includes an integral value calculation unit 31, a rollover determination unit 32, a side collision determination unit 33, and an activation determination unit 34. The integral value calculation unit 31 integrates the roll angular velocity (RR) from the angular velocity sensor 40 to calculate a rotation angle (roll angle, RA) around the longitudinal axis of the vehicle. For example, it is obtained by the following equation.
[0035]
[Expression 1]
RA = ∫RR ・ dt (t [t-1] to t [t])
The rollover determination unit 32 determines whether or not the vehicle is likely to roll over using the roll angle (RA) and the roll angular velocity (RR). As shown in FIG. 6, the rollover judging unit 32 stores a map indicating the relationship between the roll angle and the roll angular velocity, and the values of the roll angle (RA) and the roll angular velocity (RR) on this map are as follows. The presence or absence of the possibility of vehicle rollover is determined from the indicated position.
[0036]
That is, when the vehicle is positioned in the non-rollover region, it is determined that the vehicle has no possibility of rollover. When the vehicle is positioned in the rollover region, it is determined that the vehicle has a possibility of rollover. Note that the boundary line a between the non-rollover region and the rollover region differs depending on the vehicle and is obtained in advance through experiments or the like.
[0037]
The side collision determination unit 33 determines whether or not the value indicated by the lateral acceleration (GY) is equal to or greater than a predetermined value (GYth). The activation determination unit 34 determines whether to activate the occupant protection device 10 based on the determination result by the rollover determination unit 32 and the determination result by the side collision determination unit 33.
[0038]
In the present embodiment, the activation determination unit 34 separately performs activation determination of the occupant protection device 10 provided on each of the driver seat side and the passenger seat side. First, the value of the side collision sensor 20 provided in the B-pillars on both the driver's seat side and the passenger's seat side of the vehicle is compared, and the larger absolute value is determined as the collision side. And the starting determination of the passenger | crew protection apparatus 10 mounted in the collision side and the non-collision side is performed separately. Hereinafter, the activation determination process of the occupant protection device related to the characteristic part of this embodiment will be described with reference to the flowcharts shown in FIGS.
[0039]
First, FIG. 2 shows an activation determination process of the occupant protection device 10 mounted on the collision side. In step S100 in the figure, the roll angular velocity (RR) is read. In step S110, the roll angular velocity (RR) is integrated to calculate the roll angle (RA). In step S120, the lateral acceleration (GY) detected from the side collision sensor 20 mounted on the collision side is read.
[0040]
In step S130, using the map shown in FIG. 6, from the position on the map indicated by the roll angular velocity (RR) value read in step S100 and the roll angle (RA) value calculated in step S110, the vehicle Determine if rollover is possible. Further, it is determined whether or not the value of the lateral acceleration (GY) read in step S120 is larger than a predetermined value (GYth).
[0041]
Then, based on the determination result of the possibility of rollover of the vehicle and the determination result of the lateral acceleration (GY), activation determination of the occupant protection device 10 mounted on the collision side is performed. For example, when there is a possibility that the vehicle rolls over and the lateral acceleration (GY) is a determination result larger than a predetermined value (GYth), a determination is made to activate the occupant protection device 10 mounted on the collision side. .
[0042]
On the other hand, FIG. 3 shows the activation determination process of the occupant protection device 10 mounted on the non-collision side. In step S140 shown in the figure, the roll angular velocity (RR) is read. In step S150, the roll angular velocity (RR) is integrated to calculate the roll angle (RA).
[0043]
In step S160, using the map shown in FIG. 6, rollover is possible from the position on the map indicated by the roll angular velocity (RR) value read in step S140 and the roll angle (RA) value calculated in step S150. Determine the presence or absence of sex. Then, based on the rollover determination result, activation determination of the occupant protection device 10 mounted on the non-collision side is performed.
[0044]
Thus, the activation device of the occupant protection device in the present embodiment performs activation determination of the occupant protection device mounted on the collision side of the vehicle using the value indicated by the lateral acceleration, the roll angle and the roll angular velocity value, The activation determination of the occupant protection device mounted on the non-collision side of the vehicle is performed using the values of the roll angle and the roll angular velocity.
[0045]
As a result, in the trip-over rollover mode in which a large lateral acceleration is generated in the initial rollover stage, the rollover is mounted on the collision side based on the lateral acceleration detected from the side collision sensor provided on the collision side, the roll angle and the roll angular velocity. The occupant protection device mounted on the non-collision side can be activated based on the roll angle and the roll angular velocity. As a result, the occupant protection device can be activated at an appropriate timing for the occupant.
[0046]
(Modification 1)
In this embodiment, in the activation determination of the occupant protection device mounted on the collision side in step S130 of FIG. 2, the determination using lateral acceleration (GY), roll angle (RA), and roll angular velocity (RR) is performed. However, the activation determination may be performed based only on the magnitude relationship between the lateral acceleration (GY) and the predetermined value (GYth). Thereby, the occupant protection device mounted on the collision side can be activated at an early stage in a rollover configuration in which a large lateral acceleration is generated in the initial rollover stage.
[0047]
(Second Embodiment)
Since the second embodiment is often in common with that according to the first embodiment, a detailed description of the common parts will be omitted below, and different parts will be mainly described.
[0048]
For example, in the above-described rollover after the SUV side collision, when the kinetic energy at the time of collision is efficiently absorbed by the colliding vehicle or the colliding vehicle, the lateral acceleration generated in the colliding vehicle becomes small and the generated roll angular velocity also decreases. Sometimes. In such a case, the occupant protection device on the collision side of the collision target vehicle cannot be started at an early stage.
[0049]
Therefore, a small threshold boundary line is newly set by moving the boundary line set on the map used in the vehicle rollover determination in the direction in which the possibility of the vehicle rollover is promoted, and this small threshold boundary line is used. To determine the rollover of the vehicle. In the side collision determination, a small threshold value smaller than the normal threshold value is set, and a collision is determined using this small threshold value.
[0050]
In FIG. 4, the block diagram of the starting device of the passenger | crew protection apparatus in this embodiment is shown. As shown in the figure, the determination of the possibility of the vehicle rollover is performed by the rollover determination units 32a and 32b. The rollover determination unit 32a determines whether or not the vehicle may roll over by using the map in which the boundary line a shown in FIG. 6 is set, and the determination result is the activation of the occupant protection device 10 mounted on the non-collision side. Used for judgment.
[0051]
On the other hand, the rollover determination unit 32b determines whether or not the vehicle may roll over using the map in which the boundary line b shown in FIG. 7 is set, and the determination result is based on the occupant protection device 10 mounted on the collision side. Used for activation determination. As shown in the figure, the boundary line b is set at a position moved to the origin side with respect to the boundary line a, thereby promoting the possibility of the vehicle rollover.
[0052]
Moreover, as shown in FIG. 4, the collision from the side surface of the vehicle is determined by the side collision determination units 33a and 33b. The side collision determination unit 33a determines whether or not the value indicated by the lateral acceleration (GY) is equal to or greater than a predetermined value (GYth). Further, the side collision determination unit 33b determines whether or not the value indicated by the lateral acceleration (GY) is equal to or greater than a predetermined value (GYLoth) indicating a value smaller than a predetermined value (GYth). The determination result by the side collision determination unit 33b is used for the activation determination of the occupant protection device 10 mounted on the collision side. Thereby, a collision can be determined even with a low lateral acceleration (GY).
[0053]
Next, the activation determination process of the occupant protection device related to the characteristic part of the present embodiment will be described with reference to the flowchart shown in FIG. Note that the activation determination of the occupant protection device 10 mounted on the non-collision side is the same as the processing in the first embodiment, and thus description thereof is omitted.
[0054]
First, in step S100 shown in FIG. 5, the roll angular velocity (RR) is read. In step S110, the roll angular velocity (RR) is integrated to calculate the roll angle (RA). In step S120, the lateral acceleration (GY) detected from the side collision sensor 20 mounted on the collision side is read.
[0055]
In step S130a, the map indicated by the roll angular velocity (RR) value read in step S100 and the roll angle (RA) value calculated in step S110 using the map in which the boundary line b shown in FIG. 7 is set. From the upper position, it is determined whether or not the vehicle may roll over. Further, it is determined whether or not the lateral acceleration (GY) value read in step S120 is larger than a predetermined value (GYLoth).
[0056]
Then, based on the determination result of the possibility of rollover of the vehicle and the determination result of the lateral acceleration (GY), activation determination of the occupant protection device 10 mounted on the collision side is performed. For example, when there is a possibility that the vehicle rolls over and the lateral acceleration (GY) is a determination result larger than a predetermined value (GYLoth), it is determined to activate the occupant protection device 10 mounted on the collision side. . Thereby, the passenger | crew protection apparatus mounted in the collision side can be started at an early stage.
[0057]
(Modification 2)
In this embodiment, in order to start the occupant protection device 10 mounted on the collision side at an early stage, the start determination using the map in which the boundary line b is set and the predetermined value (GYLoth) is performed. It is not limited. For example, a difference value (D_RR) between the current value and the previous value of the roll angular velocity (RR) is obtained, a determination result in which the difference value (D_RR) is equal to or greater than a predetermined value (Dth), and a map in which the boundary line a is set The activation determination of the occupant protection device 10 mounted on the collision side may be performed using the determination result obtained by the above.
[0058]
Thereby, in the form of rolling over at a high roll angular velocity at the initial stage of rollover, the occupant protection device 10 mounted on the collision side can be activated early. Since the activation determination using this difference value (D_RR) is not performed for the occupant protection device 10 mounted on the non-collision side, the occupant protection device mounted on the non-collision side is activated at an appropriate timing for the occupant. Will come to be.
[0059]
(Third embodiment)
Since the third embodiment is often in common with those according to the first and second embodiments, a detailed description of the common parts will be omitted, and different parts will be mainly described below.
[0060]
In the activation determination of the occupant protection device 10 mounted on the non-collision side in the first and second embodiments, the determination of the possibility of rollover of the vehicle using the map in which the boundary line a shown in FIG. 6 is set. Although the results are used, in order to make the activation of the occupant protection device 10 mounted on the non-collision side more appropriate timing, the possibility of the vehicle rolling over the boundary line a set on the map is suppressed. The large threshold boundary line moved in the direction to be set is set, and the rollover of the vehicle is determined using the large threshold boundary line.
[0061]
That is, the presence / absence of the possibility of rollover of the vehicle is determined using the map in which the boundary line c shown in FIG. 7 is set. As shown in the figure, the boundary line c is set at a position moved to the opposite side of the boundary line a, thereby suppressing the possibility of the vehicle rollover. The determination based on the map in which the boundary line c is set is performed in step S160 shown in FIG.
[0062]
As a result, the occupant protection device 10 mounted on the non-collision side is started at a timing when the roll angle (RA) is large to some extent and the roll angular velocity (RR) is high to some extent. The occupant protection device 10 mounted on the non-collision side can be activated at an appropriate timing.
[0063]
The activation determination of the occupant protection device 10 mounted on the non-collision side may be performed simply using the roll angle (RA) value. For example, when the value of the roll angle (RA) is larger than the value of the point d where the boundary line a shown in FIG. 7 intersects the axis of the roll angular velocity, it is determined that the vehicle may roll over. The point d is not limited to a point where the boundary line a and the roll angular velocity axis intersect, but is arbitrarily set. As a result, the occupant protection device 10 mounted on the non-collision side is activated at a timing when the roll angle (RR) is increased to some extent.
[0064]
(Modification 3)
The activation determination of the occupant protection device 10 mounted on the non-collision side in the present embodiment may be executed according to the form of trip over. For example, in curb trip over, at the beginning of rollover, the upper body of the occupant is swung to the collision side, and immediately after that, the upper body of the occupant is swung to the non-collision side. Therefore, in the curb trip over, it is necessary to start the occupant protection device 10 early on both the collision side and the non-collision side. On the other hand, in the rollover after the SUV side collision, in the initial rollover, the occupant's upper body is swung to the collision side, but the timing at which the occupant's upper body is swung to the non-collision side is slower than the timing at the curb trip over.
[0065]
As described above, the timing at which the occupant's upper body is swung to the non-collision side is different even in the trip-over rollover mode. Therefore, the appropriate activation timing of the non-collision side occupant protection device 10 is also different. Therefore, the rollover mode is determined from the direction in which the lateral acceleration is generated and the rotational direction of the roll angular velocity. Start at a later timing than the device.
[0066]
In other words, in the curb trip over, lateral acceleration occurs in the direction from the non-collision side to the collision side with the curb, whereas in the rollover after the SUV side collision, lateral acceleration occurs in the direction from the collision side to the non-collision side. To do. In addition, in the curbstone trip over, it rotates with the curb on the collision side as a fulcrum, whereas in the rollover after the SUV side collision, the wheel on the non-collision side rotates with the fulcrum. Therefore, the form of trip over can be determined from the polarity of the lateral acceleration and the polarity of the roll angular velocity.
[0067]
Then, when it is determined that the curb trip is over, the activation of the occupant protection device 10 mounted on the non-collision side in the present embodiment is determined so that the curb trip over is performed at an appropriate timing for the occupant. The occupant protection device 10 mounted on the non-collision side can be activated.
[0068]
Note that the present invention is also applied to a so-called sandy trip-over mode in which a vehicle slips and one of the left and right wheels steps into a place where the friction coefficient of the road surface is different, such as sand, and rolls around with the wheel that has entered the sand as a fulcrum.
[0069]
(Modification 4)
In this embodiment, the activation determination of the occupant protection device 10 mounted on the non-collision side is used for the activation of the pretensioner and the shock absorbing airbag mounted on the non-collision side. The pretensioner may be activated using the activation determination result of the occupant protection device 10 mounted on the collision side, and may be applied only to activation of the shock absorbing airbag mounted on the non-collision side. Thereby, a passenger | crew can be restrained to a sheet | seat from the initial stage of rollover.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a functional configuration of a control unit 30 for driving an occupant protection device 10 according to a first embodiment.
FIG. 2 is a flowchart showing an activation determination process of the occupant protection device 10 mounted on the collision side according to the first embodiment.
FIG. 3 is a flowchart showing activation determination processing of the occupant protection device 10 mounted on the non-collision side according to the first embodiment.
FIG. 4 is a block diagram showing a functional configuration of a control unit 30 for driving an occupant protection device 10 according to a second embodiment.
FIG. 5 is a flowchart showing activation determination processing of the occupant protection device 10 mounted on the collision side according to the second embodiment.
FIG. 6 is a map showing a relationship between a roll angle and a roll angular velocity.
FIG. 7 is a diagram showing boundary lines b and c set in a map showing a relationship between a roll angle and a roll angular velocity.
[Explanation of symbols]
10 Crew protection device
20 Side collision sensor
30 Control unit
31 Integral value calculator
32 Rollover judgment part
33 Side collision determination unit
34 Start determination unit
40 angular velocity sensor

Claims (7)

Roll angular velocity detection means (40) for detecting the roll angular velocity of the vehicle;
Roll angle detection means (40) for detecting the roll angle of the vehicle, or roll angle calculation means (31) for calculating the roll angle of the vehicle by integrating the roll angular velocity;
Vehicle rollover judging means (32) for judging the presence or absence of a rollover of the vehicle based on the value indicated by the roll angle and the value indicated by the roll angular velocity;
Lateral acceleration detection means (20) for detecting acceleration generated in the width direction of the vehicle;
A side collision determination means (33) for determining the presence or absence of a collision in the width direction against the vehicle based on the value indicated by the lateral acceleration;
When the lateral acceleration is generated and then the roll angular velocity is subsequently generated, activation determination of an occupant protection device mounted on the collision side of the vehicle is performed based on a determination result of the side collision determination unit, and the vehicle An activation determination means (34) for determining activation of an occupant protection device mounted on the non-collision side of the vehicle based on the determination result of the rollover determination means ;
The vehicle rollover judging means (32) has a two-dimensional map made up of a roll angle and a roll angular velocity, and an area where the vehicle may roll over and an area where there is no possibility of rollover on the two-dimensional map. A boundary line is set, and each value is applied to the two-dimensional map to determine whether or not the vehicle may roll over,
The side collision determination means (33) determines the presence or absence of a collision from the magnitude relationship between the value indicated by the lateral acceleration and a predetermined threshold value,
The vehicle rollover judging means (32) sets, on the two-dimensional map, a large threshold boundary line obtained by moving the boundary line in a direction that suppresses the possibility of vehicle rollover.
The activation determination means (34) is an occupant mounted on the non-collision side of the vehicle based on a determination result by the vehicle rollover determination means (32) using the two-dimensional map in which the large threshold boundary line is set. Make a start-up judgment of the protection device,
The activation determining means (34) determines a rollover mode of the vehicle based on a generation direction of the lateral acceleration with respect to a width direction of the vehicle and a rotation direction of the roll angular velocity about the front-rear axis of the vehicle. A determination means,
The activation determination means (34) is an occupant protection device mounted on the non-collision side of the vehicle based on a determination result by the vehicle rollover determination means when the rollover form determination means determines that the rollover is a tripover rollover form. Performing the activation determination of
An activation device for an occupant protection device. Roll angular velocity detection means (40) for detecting the roll angular velocity of the vehicle;
Roll angle detection means (40) for detecting the roll angle of the vehicle, or roll angle calculation means (31) for calculating the roll angle of the vehicle by integrating the roll angular velocity;
Vehicle rollover judging means (32) for judging the presence or absence of a rollover of the vehicle based on the value indicated by the roll angle and the value indicated by the roll angular velocity;
Lateral acceleration detection means (20) for detecting acceleration generated in the width direction of the vehicle;
A side collision determination means (33) for determining the presence or absence of a collision in the width direction against the vehicle based on the value indicated by the lateral acceleration;
When the lateral acceleration is generated and then the roll angular velocity is subsequently generated, activation determination of an occupant protection device mounted on the collision side of the vehicle is performed based on a determination result of the side collision determination unit, and the vehicle An activation determination means (34) for determining activation of an occupant protection device mounted on the non-collision side of the vehicle based on the determination result of the rollover determination means;
The vehicle rollover judging means (32) has a two-dimensional map made up of a roll angle and a roll angular velocity, and an area where the vehicle may roll over and an area where there is no possibility of rollover on the two-dimensional map. A boundary line is set, and each value is applied to the two-dimensional map to determine whether or not the vehicle may roll over,
The side collision determination means (33) determines the presence or absence of a collision from the magnitude relationship between the value indicated by the lateral acceleration and a predetermined threshold value ,
The rollover determination means (32), the value indicated by the roll angle is determined with the possibility of rollover of the vehicle when Ru der above the critical value of the roll angle is present,
The activation determination means (34) performs activation determination of an occupant protection device mounted on the non-collision side of the vehicle based on a determination result by the vehicle rollover determination means (32) using the roll angle.
The activation determining means (34) determines a rollover mode of the vehicle based on a generation direction of the lateral acceleration with respect to a width direction of the vehicle and a rotation direction of the roll angular velocity about the front-rear axis of the vehicle. A determination means,
The activation determination means (34) is an occupant protection device mounted on the non-collision side of the vehicle based on a determination result by the vehicle rollover determination means when the rollover form determination means determines that the rollover is a tripover rollover form. Performing the activation determination of
An activation device for an occupant protection device. Roll angular velocity detection means (40) for detecting the roll angular velocity of the vehicle;
Roll angle detection means (40) for detecting the roll angle of the vehicle, or roll angle calculation means (31) for calculating the roll angle of the vehicle by integrating the roll angular velocity;
Vehicle rollover judging means (32) for judging the presence or absence of a rollover of the vehicle based on the value indicated by the roll angle and the value indicated by the roll angular velocity;
Lateral acceleration detection means (20) for detecting acceleration generated in the width direction of the vehicle;
A side collision determination means (33) for determining the presence or absence of a collision in the width direction against the vehicle based on the value indicated by the lateral acceleration;
When the lateral acceleration is generated and the roll angular velocity is generated thereafter or substantially at the same time, the vehicle is mounted on the collision side of the vehicle based on the determination result of the side collision determination unit and the determination result of the vehicle rollover determination unit. Activation determination means (34) for performing activation determination of an occupant protection device to be performed, and determining activation of an occupant protection device mounted on a non-collision side of the vehicle based on a determination result of the vehicle rollover determination means ,
The vehicle rollover judging means (32) has a two-dimensional map made up of a roll angle and a roll angular velocity, and an area where the vehicle may roll over and an area where there is no possibility of rollover on the two-dimensional map. A boundary line is set, and each value is applied to the two-dimensional map to determine whether or not the vehicle may roll over,
The side collision determination means (33) determines the presence or absence of a collision from the magnitude relationship between the value indicated by the lateral acceleration and a predetermined threshold value,
The vehicle rollover judging means (32) sets, on the two-dimensional map, a large threshold boundary line obtained by moving the boundary line in a direction that suppresses the possibility of vehicle rollover.
The activation determination means (34) is an occupant mounted on the non-collision side of the vehicle based on a determination result by the vehicle rollover determination means (32) using the two-dimensional map in which the large threshold boundary line is set. Make a start-up judgment of the protection device,
The activation determining means (34) determines a rollover mode of the vehicle based on a generation direction of the lateral acceleration with respect to a width direction of the vehicle and a rotation direction of the roll angular velocity about the front-rear axis of the vehicle. A determination means,
The activation determination means (34) is an occupant protection device mounted on the non-collision side of the vehicle based on a determination result by the vehicle rollover determination means when the rollover form determination means determines that the rollover is a tripover rollover form. Performing the activation determination of
An activation device for an occupant protection device. Roll angular velocity detection means (40) for detecting the roll angular velocity of the vehicle;
Roll angle detection means (40) for detecting the roll angle of the vehicle, or roll angle calculation means (31) for calculating the roll angle of the vehicle by integrating the roll angular velocity;
Vehicle rollover judging means (32) for judging the presence or absence of a rollover of the vehicle based on the value indicated by the roll angle and the value indicated by the roll angular velocity;
Lateral acceleration detection means (20) for detecting acceleration generated in the width direction of the vehicle;
A side collision determination means (33) for determining the presence or absence of a collision in the width direction against the vehicle based on the value indicated by the lateral acceleration;
When the lateral acceleration is generated and the roll angular velocity is generated thereafter or substantially at the same time, the vehicle is mounted on the collision side of the vehicle based on the determination result of the side collision determination unit and the determination result of the vehicle rollover determination unit. Activation determination means (34) for performing activation determination of an occupant protection device to be performed, and determining activation of an occupant protection device mounted on a non-collision side of the vehicle based on a determination result of the vehicle rollover determination means,
The vehicle rollover judging means (32) has a two-dimensional map made up of a roll angle and a roll angular velocity, and an area where the vehicle may roll over and an area where there is no possibility of rollover on the two-dimensional map. A boundary line is set, and each value is applied to the two-dimensional map to determine whether or not the vehicle may roll over,
The side collision determination means (33) determines the presence or absence of a collision from the magnitude relationship between the value indicated by the lateral acceleration and a predetermined threshold value ,
The vehicle rollover determining means (32) determines that there is a possibility of vehicle rollover when the value indicated by the roll angle is equal to or greater than the critical value of the roll angle,
The activation determination means (34) performs activation determination of an occupant protection device mounted on the non-collision side of the vehicle based on a determination result by the vehicle rollover determination means (32) using the roll angle.
The activation determining means (34) determines a rollover mode of the vehicle based on a generation direction of the lateral acceleration with respect to a width direction of the vehicle and a rotation direction of the roll angular velocity about the front-rear axis of the vehicle. A determination means,
The activation determination means (34) is an occupant protection device mounted on the non-collision side of the vehicle based on a determination result by the vehicle rollover determination means when the rollover form determination means determines that the rollover is a tripover rollover form. Performing the activation determination of
An activation device for an occupant protection device. The vehicle rollover judging means (32) sets, on the two-dimensional map, a small threshold boundary line obtained by moving the boundary line in a direction that promotes the possibility of vehicle rollover,
The side collision determination means (33) has a small threshold value indicating a value smaller than the threshold value,
The activation determination means (34) includes a determination result by the vehicle rollover determination means (32) using the two-dimensional map in which the small threshold boundary line is set, and the side collision determination means (33) using the small threshold. 5. The activation device for an occupant protection device according to claim 3, wherein the activation determination of the occupant protection device mounted on the collision side of the vehicle is performed based on a determination result obtained by the vehicle. The vehicle rollover judging means (32) further judges a magnitude relationship between a difference value between a previous value and a current value of the roll angular velocity and a predetermined value,
The activation determination means (34) is mounted on the collision side of the vehicle based on the determination result of the vehicle rollover determination means (32) using the determination of the difference value of the roll angular velocity and the determination by the two-dimensional map. The activation device for an occupant protection device according to claim 3 or 4, wherein the activation determination of the occupant protection device is performed. The occupant protection device (10) constitutes an airbag device that inflates and deploys between a vehicle occupant and a vehicle interior side,
The said starting determination means (34) uses the determination result by the said vehicle rollover determination means for starting determination of the airbag apparatus mounted in the non-collision side of the said vehicle. The activation device for the occupant protection device according to item.

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