Control device and method for controlling an occupant protection device

Abstract

A control device and method for controlling an occupant protection device are provided. A control device for controlling an occupant protection device of a vehicle includes: an input unit configured to receive a first acceleration signal in a first axis direction and a second acceleration signal in a second axis direction generated by an acceleration sensor arranged in a side door of the vehicle; a determination unit configured to determine whether a collision has occurred in the side door of the vehicle using at least one of the first acceleration signal and the second acceleration signal; and a control unit configured to control an occupant protection device arranged in the vicinity of the side door of the vehicle based on a result of determining whether a collision has occurred.

Description

Technical Field

[0001] Embodiments relate to a control device and method for controlling an occupant protection device. Background Art

[0002] Generally, a vehicle is equipped with an occupant protection device, which is a safety device in which an airbag cushion receives gas from an inflator and expands to protect an occupant in an automobile accident.

[0003] Such occupant protection devices are installed in various parts of the vehicle as needed and include: a driver seat airbag, which is installed in the steering wheel to protect the driver sitting in the driver's seat; a passenger seat airbag, which is installed above the glove box to protect the occupant sitting in the passenger seat; a curtain airbag, which is installed along the roof rail to protect the side surface of the occupant, and the like.

[0004] Conventionally, acceleration sensors are installed in B-pillars to detect vehicle collisions and deploy occupant protection devices such as airbags based on the detection results. However, when a collision occurs in a door rather than a B-pillar, rapid collision detection can be difficult. In particular, when a high-speed pole collision occurs in a vehicle door, occupant protection devices may not deploy at the appropriate time. To address this issue, pressure sensors have traditionally been placed in the doors, allowing them to deploy occupant protection devices based on input from the pressure sensors during a vehicle collision.

[0005] Because airbag deployment directly affects occupant life, pressure sensors must be able to accurately detect whether a vehicle collision is severe enough to warrant airbag deployment. Pressure sensors primarily used are those installed inside the vehicle body to detect changes in pressure caused by body deformation during a collision, thereby determining the vehicle's collision status.

[0006] However, since the pressure sensor itself is expensive and maintaining the door pressure is important, there is a problem of difficulty in installation. Therefore, a method for solving such problems is needed. Summary of the Invention

[0007] An object of the present invention is to provide a control device and method for controlling an occupant protection device, which can drive the occupant protection device of a vehicle at an appropriate time using an acceleration sensor arranged in a door of the vehicle.

[0008] The objects solved by the embodiments are not limited to the above objects, and other objects not described above can be clearly understood by those skilled in the art through the following description.

[0009] According to one aspect of the present invention, a control device for controlling an occupant protection device of a vehicle is provided, the control device comprising: an input unit configured to receive a first acceleration signal in a first axis direction and a second acceleration signal in a second axis direction generated by an acceleration sensor arranged in a side door of the vehicle; a determination unit configured to use at least one of the first acceleration signal and the second acceleration signal to determine whether a collision has occurred at the side door of the vehicle; and a control unit configured to control the occupant protection device arranged near the side door of the vehicle based on a result of determining whether a collision has occurred.

[0010] The determination unit may generate a metric using pieces of deformation information calculated from the first acceleration signal and the second acceleration signal, and may compare the metric with a threshold value set in response to the metric to determine whether a collision has occurred in the side door.

[0011] The determination unit may determine that a collision has occurred in the side door when a first metric generated based on the first acceleration signal is greater than or equal to a first threshold and a second metric generated based on the second acceleration signal is greater than or equal to the first threshold.

[0012] When the second metric is greater than or equal to a second threshold, the determination unit may determine that a collision has occurred in the side door.

[0013] The value of the second threshold may be greater than the value of the first threshold.

[0014] Each of the first metric and the second metric may be generated using a first variable corresponding to displacement information and a second variable corresponding to velocity information.

[0015] The determination unit may determine a type of collision between the vehicle and an external object using the first acceleration signal and the second acceleration signal; and the control unit may control the occupant protection device disposed near the side door of the vehicle based on a result of determining the collision type.

[0016] When a third metric shown based on the first acceleration signal and the second acceleration signal is greater than or equal to a third threshold, the determination unit may determine the collision type as the first collision type; and when the third metric is less than the third threshold, the determination unit may determine the collision type as the second collision type.

[0017] The determination unit may generate a fourth metric using first stiffness information generated based on the first acceleration signal and the multiple pieces of deformation information; may generate a fifth metric using second stiffness information generated based on the second acceleration signal and the multiple pieces of deformation information; when the fourth metric is greater than or equal to a preset fourth threshold and the fifth metric is greater than or equal to a preset fifth threshold, the collision type may be determined to be the first collision type; and when the fourth metric is less than the fourth threshold or the fifth metric is less than the fifth threshold, the collision type may be determined to be the second collision type.

[0018] The first collision type may be a pillar collision; and the second collision type may be a movable deformable barrier (MDB) collision.

[0019] According to another aspect of the present invention, a method for controlling an occupant protection device of a vehicle is provided, the method comprising: receiving a first acceleration signal in a first axis direction and a second acceleration signal in a second axis direction generated by an acceleration sensor arranged in a side door of the vehicle; using at least one of the first acceleration signal and the second acceleration signal to determine whether a collision has occurred in the side door of the vehicle; and based on the result of determining whether a collision has occurred, controlling the occupant protection device arranged near the side door of the vehicle.

[0020] Determining whether a collision has occurred may include: generating a metric using a plurality of pieces of deformation information calculated based on the first acceleration signal and the second acceleration signal; and comparing the metric with a threshold set in response to the metric to determine whether a collision has occurred in the side door.

[0021] Determining whether a collision has occurred may include determining that a collision has occurred in the side door when a first metric generated based on the first acceleration signal is greater than or equal to a first threshold and a second metric generated based on the second acceleration signal is greater than or equal to the first threshold.

[0022] Determining whether a collision has occurred may include determining that a collision has occurred in the side door when the second metric is greater than or equal to a second threshold.

[0023] The value of the second threshold may be greater than the value of the first threshold.

[0024] Each of the first metric and the second metric may be generated using a first variable corresponding to displacement information and a second variable corresponding to velocity information.

[0025] The method may include determining a collision type between the vehicle and an external object using the first acceleration signal and the second acceleration signal; and controlling the occupant protection device disposed near the side door of the vehicle based on a result of determining the collision type.

[0026] Determining the collision type may include: determining the collision type as a first collision type when a third metric generated based on the first acceleration signal and the second acceleration signal is greater than or equal to a third threshold; and determining the collision type as a second collision type when the third metric is less than the third threshold.

[0027] Determining the collision type may include: using first stiffness information generated based on the first acceleration signal and the multiple deformation information to generate a fourth metric; using second stiffness information generated based on the second acceleration signal and the multiple deformation information to generate a fifth metric; when the fourth metric is greater than or equal to a preset fourth threshold and the fifth metric is greater than or equal to a preset fifth threshold, determining that the collision type is a first collision type; and when the fourth metric is less than the fourth threshold or the fifth metric is less than the fifth threshold, determining that the collision type is a second collision type.

[0028] The first collision type may be a pillar collision; and the second collision type may be an MDB collision. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 is a view illustrating a system for controlling an occupant protection device of a vehicle according to one embodiment of the present invention.

[0030] Figure 2 FIG. 1 is a configuration diagram showing in detail a control device for controlling an occupant protection device of a vehicle according to one embodiment of the present invention.

[0031] Figure 3 is a flowchart of a method of controlling an occupant protection device of a vehicle according to one embodiment of the present invention.

[0032] Figure 4 According to one embodiment, Figure 3 Operation S320.

[0033] Figure 5 According to another embodiment, Figure 3 Operation S320.

[0034] Figure 6 According to yet another embodiment, Figure 3 Operation S320.

[0035] Figure 7A and Figure 7B A graph for describing a first metric and a second metric according to one embodiment of the present invention is shown.

[0036] Figure 8 is a flowchart of a method for controlling an occupant protection device of a vehicle according to another embodiment of the present invention.

[0037] Figure 9 According to one embodiment, Figure 8 Operation S820.

[0038] Figure 10 According to yet another embodiment, Figure 8 Operation S820.

[0039] Figure 11A 、 Figure 11B and Figure 11C A graph for describing the third to fifth metrics according to one embodiment of the present invention is shown.

[0040] Figure 12 is a flowchart of a method for controlling an occupant protection device of a vehicle according to still another embodiment of the present invention. DETAILED DESCRIPTION

[0041] Although the present invention is open to various modifications and alternative embodiments, specific embodiments thereof will be described and shown by way of example in the accompanying drawings. However, it should be understood that there is no intention to limit the present invention to the specific embodiments disclosed, but rather that the present invention is intended to cover all modifications, equivalents, and alternatives that fall within the spirit and scope of the present invention.

[0042] It should be understood that although terms including ordinal numbers such as "first" and "second" may be used herein to describe various elements, these elements are not limited by these terms. These terms are used solely for the purpose of distinguishing one element from another. For example, a second element may be referred to as a first element, and similarly, a first element may be referred to as a second element without departing from the scope of the present invention. The term "and / or" includes any or all combinations of the plurality of associated items listed.

[0043] When a component is described as being “connected” or “linked” to another component, the component may be directly connected or linked to the corresponding component, or other components may exist between them. On the other hand, when a component is described as being “directly connected” or “directly linked” to another component, it should be understood that no other components exist between them.

[0044] It should be understood that the terminology used herein is for the purpose of describing particular embodiments and is not intended to be limiting. Unless the context clearly indicates otherwise, singular expressions include plural expressions. It will be further understood that the term "comprising" when used in this specification specifies the presence of the referenced features, integers, steps, operations, elements, components, and / or groups thereof, but does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0045] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with their meaning in the context of the prior art and should not be interpreted as idealized or overly formal meanings, unless otherwise explicitly defined herein.

[0046] Hereinafter, the embodiments will be described in detail with reference to the accompanying drawings, and the same or corresponding elements will be given the same reference numerals throughout the drawings, and redundant descriptions will be omitted.

[0047] Figure 1 is a view illustrating a system for controlling an occupant protection device of a vehicle according to one embodiment of the present invention.

[0048] According to an embodiment of the present invention, a system for controlling an occupant protection device of a vehicle may include an occupant protection device 10 , a sensor 20 , and a control device 30 .

[0049] The occupant protection device 10 is a device used to protect the driver, occupants, etc. in a vehicle in the event of an accident, such as a collision with an external object. According to one embodiment, the occupant protection device 10 may include an airbag device arranged in front of or next to a seat in the vehicle. According to one embodiment, the occupant protection device 10 may include a seat belt occupant protection device 10 arranged in the seat, etc. The occupant protection device 10 may be referred to as an occupant restraint device, etc.

[0050] The sensor 20 may be an acceleration sensor. The sensor 20 may be an acceleration sensor that outputs two-axis values, the x-axis and the y-axis. The sensor 20 may be arranged in a vehicle door. In one embodiment, the sensor 20 may be arranged in at least one of the driver's seat door and the passenger seat door of the vehicle. The sensor 20 may be arranged to measure acceleration signals in the left-right and front-to-back directions of the vehicle. The sensor 20 may be arranged to output the left-right acceleration signal of the vehicle as an x-axis acceleration signal. The sensor 20 may be arranged to output the front-to-back acceleration signal of the vehicle as a y-axis acceleration signal.

[0051] The control device 30 may be a device that controls the occupant protection device 10 based on the output signal of the sensor 20. The control device 30 may be a device that receives an acceleration signal from the sensor 20 disposed in the door of the vehicle and controls the driving of the occupant protection device 10 based on the acceleration signal. The control device 30 may determine whether a collision has occurred on the side surface of the vehicle based on the received acceleration signal and may control the occupant protection device 10 based on the determination result. The control device 30 may determine the type of collision that has occurred on the side surface of the vehicle based on the received acceleration signal and may control the occupant protection device 10 based on the determined collision type.

[0052] When a high-speed collision occurs on the side surface of the vehicle, the pressure sensor 20 can be used to deploy the occupant protection device 10 such as an airbag at an appropriate time. However, as described above, in the present invention, when a side collision occurs, the acceleration sensor 20 can be used to control the occupant protection device 10. Therefore, in the present invention, a method of deploying the occupant protection device 10 at an appropriate time using an acceleration signal will be described in detail below.

[0053] Figure 2 FIG. 1 is a configuration diagram showing in detail a control device for controlling an occupant protection device of a vehicle according to one embodiment of the present invention.

[0054] refer to Figure 2 The control device 30 for controlling the occupant protection device according to the embodiment of the present invention includes an input unit 310 , a determination unit 320 , and a control unit 330 .

[0055] Input unit 310 can receive signal output from a sensor. Input unit 310 can receive a first acceleration signal in a first axis direction and a second acceleration signal in a second axis direction, generated by an acceleration sensor disposed in a side door of the vehicle. Here, the first axis can be an axis in the x-axis direction, which is the left-right direction of the vehicle, and the second axis can be an axis in the y-axis direction, which is the front-back direction of the vehicle.

[0056] Determination unit 320 may determine whether a collision has occurred in the side door based on the input acceleration signal. Determination unit 320 may use at least one of the first acceleration signal and the second acceleration signal to determine whether a collision has occurred in the side door of the vehicle. To this end, determination unit 320 may generate a metric using multiple pieces of deformation information calculated based on the first acceleration signal and the second acceleration signal. The multiple pieces of deformation information may include at least one of displacement information, velocity information, and velocity shift sum information. Determination unit 320 may compare the metric with a threshold value set in response to the metric to determine whether a collision has occurred in the side door. When a first metric generated based on the first acceleration signal is greater than or equal to a first threshold value, and a second metric generated based on the second acceleration signal is greater than or equal to the first threshold value, determination unit 320 may determine that a collision has occurred in the side door. When a second metric generated based on the second acceleration signal is greater than or equal to a second threshold value, determination unit 320 may determine that a collision has occurred in the side door. In this case, the second threshold value may be greater than the first threshold value. Each of the first and second metrics may be generated using a first variable corresponding to the displacement information and a second variable corresponding to the velocity information.

[0057] The determination unit 320 can determine whether a collision has occurred in the side door based on the input acceleration signal. The determination unit 320 can use the first acceleration signal and the second acceleration signal to determine the type of collision between the vehicle and the external object. According to one embodiment, when a third metric generated based on the first acceleration signal and the second acceleration signal is greater than or equal to a third threshold, the determination unit 320 can determine the collision type as the first collision type. When the third metric is less than the third threshold, the determination unit 320 can determine the collision type as the second collision type. According to one embodiment, the determination unit 320 can use first stiffness information generated based on the first acceleration signal and multiple pieces of deformation information to generate a fourth metric. The determination unit 320 can use second stiffness information generated based on the second acceleration signal and multiple pieces of deformation information to generate a fifth metric. When the fourth metric is greater than or equal to a preset fourth threshold and the fifth metric is greater than or equal to a preset fifth threshold, the determination unit 320 can determine the collision type as the first collision type. When the fourth metric is less than the fourth threshold or the fifth metric is less than the fifth threshold, the determination unit 320 can determine the collision type as the second collision type. The first collision type may be a pillar collision, and the second collision type may be a movable deformable barrier (MDB) collision.

[0058] The control unit 330 may control the occupant protection device disposed near the side door of the vehicle based on the result of determining whether the collision occurs. In addition, the control unit 330 may control the occupant protection device disposed near the side door of the vehicle based on the result of determining the collision type.

[0059] Figure 3 is a flowchart of a method of controlling an occupant protection device of a vehicle according to one embodiment of the present invention.

[0060] refer to Figure 3 First, the input unit 310 may receive a first acceleration signal in a first axis direction and a second acceleration signal in a second axis direction (S310), which are generated by an acceleration sensor disposed in a side door of the vehicle.

[0061] Next, the determination unit 320 may determine whether a collision occurs in a side door of the vehicle using at least one of the first acceleration signal and the second acceleration signal ( S320 ).

[0062] Specifically, determination unit 320 may generate a metric using multiple pieces of deformation information calculated based on the first acceleration signal and the second acceleration signal. The multiple pieces of deformation information may include at least one of displacement information, velocity information, and velocity movement sum information. Determination unit 320 may compare the metric with a threshold value set in response to the metric to determine whether a collision has occurred in the side door.

[0063] Then, the control unit 330 may control an occupant protection device disposed near a side door of the vehicle based on the result of determining whether a collision has occurred ( S330 ).

[0064] Figure 4 According to one embodiment, Figure 3 Operation S320.

[0065] refer to Figure 4 , the determination unit 320 may generate a first metric based on the first acceleration signal ( S410 ).

[0066] The determination unit 320 may generate a second metric based on the second acceleration signal ( S420 ).

[0067] Then, the determination unit 320 may compare the first metric with a preset first threshold ( S430 ).

[0068] The determination unit 320 may compare the second metric with a preset first threshold ( S440 ).

[0069] Next, the determination unit 320 may determine whether both the first metric and the second metric are greater than or equal to a first threshold value ( S450 ).

[0070] Then, when the first metric generated based on the first acceleration signal is greater than or equal to the first threshold and the second metric generated based on the second acceleration signal is greater than or equal to the first threshold, the determination unit 320 may determine that a collision occurs in the side door (S460).

[0071] On the other hand, when the first metric generated based on the first acceleration signal is less than the first threshold or the second metric generated based on the second acceleration signal is less than the first threshold, the determination unit 320 may determine that no collision occurs in the side door (S470).

[0072] Figure 5 According to another embodiment, Figure 3 Operation S320.

[0073] refer to Figure 5 , the determination unit 320 may generate a second metric based on the second acceleration signal ( S510 ).

[0074] Next, the determination unit 320 may compare the second metric with a preset second threshold ( S520 ).

[0075] When the second metric generated based on the second acceleration signal is greater than or equal to the second threshold, the determination unit 320 may determine that a collision has occurred in the side door ( S530 ).

[0076] On the other hand, when the second metric generated based on the second acceleration signal is less than the second threshold, the determination unit 320 may determine that no collision occurs in the side door (S540).

[0077] Figure 6 According to yet another embodiment, Figure 3 Operation S320.

[0078] refer to Figure 6 , the determination unit 320 may generate a first metric based on the first acceleration signal (S610).

[0079] The determination unit 320 may generate a second metric based on the second acceleration signal ( S620 ).

[0080] Then, the determination unit 320 may compare the first metric and the second metric with a preset first threshold ( S630 ).

[0081] The determination unit 320 may compare the second metric with a preset second threshold ( S640 ).

[0082] Then, the determination unit 320 may determine whether a collision occurs based on a size comparison result between the first metric and the second metric and the first threshold, and a size comparison result between the second metric and the second threshold ( S650 ).

[0083] When the first metric generated based on the first acceleration signal is greater than or equal to the first threshold and the second metric generated based on the second acceleration signal is greater than or equal to the first threshold, the determination unit 320 may determine that a collision has occurred in the side door. Alternatively, when the second metric generated based on the second acceleration signal is greater than or equal to the second threshold, the determination unit 320 may determine that a collision has occurred in the side door (S660).

[0084] On the other hand, when the first metric generated based on the first acceleration signal is less than the first threshold, the second metric generated based on the second acceleration signal is less than the first threshold, and the second metric generated based on the second acceleration signal is less than the second threshold, the determination unit 320 can determine that no collision occurs in the side door (S670).

[0085] That is, whether a collision has occurred in the side door is determined by each of a first condition of comparing the first metric and the second metric with a first threshold and a second condition of comparing the second metric with a second threshold, thereby providing a result of determining whether a collision has occurred with high accuracy.

[0086] Figure 7A and Figure 7B A graph is shown for describing a first metric and a second metric according to one embodiment of the present invention.

[0087] According to one embodiment of the present invention, the determination unit 320 may generate a metric using deformation information of the acceleration signal. The deformation information may be a signal generated by integrating the acceleration signal or filtering the acceleration signal through a filter. For example, the deformation information may include at least one of displacement information, velocity information, and velocity movement sum information generated by integrating the acceleration signal.

[0088] The determination unit 320 may generate a two-dimensional metric using two pieces of information in the deformation information as variables.

[0089] In one embodiment, Figure 7A As shown in , the determination unit 320 may generate the first metric using displacement information generated based on the first acceleration signal on the x-axis as a variable and using velocity information generated based on the first acceleration signal on the y-axis as a variable.

[0090] In another embodiment, Figure 7B As shown in , the determination unit 320 may generate the second metric using displacement information generated based on the second acceleration signal on the x-axis as a variable and using velocity information generated based on the second acceleration signal on the y-axis as a variable.

[0091] refer to Figure 7A and Figure 7B, the threshold value for comparison with the first metric and the second metric may have a two-dimensional value. As an example, Figure 7A and Figure 7B As shown in , the first threshold value and the second threshold value may have straight line (with a certain slope) values. Figure 7A As shown in , when the values ​​of all metrics are less than the threshold value having a straight line value, the determination unit 320 may determine that the value of the corresponding metric is less than the threshold value. On the other hand, when the values ​​of at least some metrics are greater than or equal to the threshold value having a straight line value, the determination unit 320 may determine that the value of the corresponding metric is greater than or equal to the threshold value. Although Figure 7A and Figure 7B The threshold value is described in the form of a straight line value in , but the present invention is not limited thereto, and various types of threshold values ​​having two-dimensional values ​​may be set.

[0092] At the same time, if Figure 7B As shown in , the second threshold TH2 can have a larger value than the first threshold TH1. That is, the second threshold TH2, which is compared only with the second metric, can be set to be greater than the first threshold TH1, which is compared with both the first and second metrics. This allows the deployment of the occupant protection device to be controlled at a more appropriate time.

[0093] Figure 8 is a flowchart of a method of controlling an occupant protection device of a vehicle according to another embodiment of the present invention.

[0094] refer to Figure 8 First, the input unit 310 may receive a first acceleration signal in a first axis direction and a second acceleration signal in a second axis direction (S810), which are generated by an acceleration sensor disposed in a side door of the vehicle.

[0095] The determination unit 320 may use the first acceleration signal and the second acceleration signal to determine the type of collision between the vehicle and the external object (S820). Specifically, the determination unit 320 may use multiple pieces of deformation information calculated based on the first acceleration signal and the second acceleration signal to generate a metric. The multiple pieces of deformation information may include at least one of displacement information, velocity information, and velocity movement sum information. The multiple pieces of information may include stiffness information. The determination unit 320 may compare the metric with a threshold value set in response to the metric to determine the type of collision of the side door.

[0096] The control unit 330 may control an occupant protection device disposed near a side door of the vehicle based on a result of determining the collision type ( S830 ).

[0097] Figure 9 According to one embodiment, Figure 8 Operation S820.

[0098] refer to Figure 9 , first, the determination unit 320 may generate a third metric based on the first acceleration signal and the second acceleration signal (S910).

[0099] Next, the determination unit 320 may compare the third metric with a preset third threshold ( S920 ).

[0100] When the third metric is greater than or equal to the third threshold, the determination unit 320 may determine that the collision type is a first collision type (S930). The first collision type may be a pillar collision.

[0101] When the third metric is less than the third threshold, the determining unit 320 may determine that the collision type is a second collision type (S940). The second collision type may be an MDB collision.

[0102] Figure 10 According to yet another embodiment, Figure 8 Operation S820.

[0103] refer to Figure 10 First, the determination unit 320 may generate a fourth metric using first stiffness information generated based on the first acceleration signal and deformation information ( S1010 ).

[0104] The determination unit 320 may generate a fifth metric using the second stiffness information generated based on the second acceleration signal and the deformation information ( S1020 ).

[0105] Next, the determination unit 320 may compare the fourth metric with a preset fourth threshold ( S1030 ).

[0106] The determination unit 320 may compare the fifth metric with a preset fifth threshold ( S1040 ).

[0107] The determination unit may determine whether the fourth metric is greater than or equal to a fourth threshold and whether the fifth metric is greater than or equal to a fifth threshold ( S1050 ).

[0108] When the fourth metric is greater than or equal to the fourth threshold and the fifth metric is greater than or equal to the fifth threshold, the determination unit 320 may determine that the collision type is a first collision type (S1060). The first collision type may be a pillar collision.

[0109] On the other hand, when the fourth metric is less than the fourth threshold and the fifth metric is less than the fifth threshold, the determination unit 320 may determine that the collision type is a second collision type (S1070). The second collision type may be an MDB collision.

[0110] Figure 11A 、 Figure 11B and Figure 11C A graph for describing the third to fifth metrics according to one embodiment of the present invention is shown.

[0111] According to one embodiment of the present invention, the determination unit 320 may generate a metric using deformation information of the acceleration signal. The deformation information may be a signal generated by integrating the acceleration signal or filtering the acceleration signal through a filter. For example, the deformation information may include at least one of displacement information, velocity information, and velocity-shift sum information generated by integrating the acceleration signal. Furthermore, the deformation information may include stiffness information generated by passing the acceleration signal through a bandpass filter.

[0112] The determination unit 320 may generate a two-dimensional metric by using two pieces of information in the deformation information as variables.

[0113] In one embodiment, Figure 11A As shown in , the determination unit 320 may generate a third metric using displacement information generated based on the second acceleration signal on the x-axis as a variable and using velocity information generated based on the second acceleration signal on the y-axis as a variable.

[0114] In one embodiment, Figure 11B As shown in , the determination unit 320 may generate the fourth metric using displacement information generated based on the first acceleration signal on the x-axis as a variable and using stiffness information generated based on the first acceleration signal on the y-axis as a variable.

[0115] In one embodiment, Figure 11C As shown in , the determination unit 320 may generate the fifth metric using displacement information generated based on the second acceleration signal on the x-axis as a variable and stiffness information generated based on the second acceleration signal on the y-axis as a variable.

[0116] refer to Figure 11A 、 Figure 11B and Figure 11C , the third to fifth thresholds for comparison with the third to fifth metrics may have two-dimensional values. As an embodiment, Figures 11A to 11C As shown in , the first and second thresholds may have straight line (with a certain slope) values. When the values ​​of all metrics are less than the thresholds having straight line values, the determination unit 320 may determine that the values ​​of the corresponding metrics are less than the thresholds. On the other hand, when the values ​​of at least some metrics are greater than or equal to the thresholds having straight line values, the determination unit 320 may determine that the values ​​of the corresponding metrics are greater than or equal to the thresholds. Although Figure 11A 、 Figure 11B and Figure 11C The threshold value is described in the form of a straight line value in , but the present invention is not limited thereto, and various types of threshold values ​​having two-dimensional values ​​may be set.

[0117] Figure 12 is a flowchart of a method for controlling an occupant protection device of a vehicle according to still another embodiment of the present invention.

[0118] refer to Figure 12 First, the input unit 310 may receive a first acceleration signal in a first axis direction and a second acceleration signal in a second axis direction, which are generated by an acceleration sensor arranged in a side door of the vehicle (S1210).

[0119] Next, the determination unit 320 may determine whether a collision has occurred in the side door of the vehicle using at least one of the first acceleration signal and the second acceleration signal (S1220). Since the corresponding operation has been described above with reference to the drawings, its detailed description will be omitted.

[0120] The determination unit 320 may determine the type of collision between the vehicle and the external object using the first acceleration signal and the second acceleration signal (S1230). Since the corresponding operation has been described above with reference to the drawings, a detailed description thereof will be omitted.

[0121] The control unit 330 may control an occupant protection device disposed near a side door of the vehicle based on the result of determining whether a collision occurs and the result of determining the type of collision ( S1240 ).

[0122] According to the embodiment, since the occupant protection device can be deployed at an appropriate time, there is an advantage that the occupant protection function can be improved.

[0123] According to the embodiment, since an acceleration sensor is used instead of a pressure sensor, there is an advantage that cost and manufacturing difficulty can be reduced.

[0124] According to the embodiment, since the collision type is identified and an appropriate occupant protection device is driven according to the identified collision type, there is an advantage that the occupant protection function can be improved.

[0125] Various useful advantages and effects of the embodiment are not limited to the above-mentioned effects and can be more easily understood according to the description of the specific embodiment of the present invention.

[0126] The term "unit" used in this embodiment refers to a software or hardware component (such as a field programmable gate array (FPGA) or an application specific integrated circuit (ASIC)) that performs certain tasks. However, the term "unit" is not limited to software or hardware components. A "unit" can be configured to reside in an addressable storage medium and be configured to operate one or more processors. Therefore, for example, a "unit" can include software components, object-oriented software components, class components and task components, processes, functions, attributes, programs, subroutines, program code segments, drivers, firmware, microcodes, circuits, data, databases, database structures, tables, arrays, and parameters. The functions provided in components and "units" can be merged into fewer components and "units," or further separated into more components and units. In addition, components and units can be implemented to make one or more central processing units (CPUs) in components and "unit" operating devices or secure multimedia cards.

[0127] The present invention has been described based on the embodiments, but the embodiments are illustrative and do not limit the present invention. Those skilled in the art will understand that various modifications and applications not illustrated in the above description are possible without departing from the scope of the basic features of the present embodiments. For example, each component described in detail in the embodiments may be modified. In addition, differences related to modifications and applications should be understood to be included within the scope of the present invention as defined in the appended claims.

[0128] CROSS-REFERENCE TO RELATED APPLICATIONS

[0129] This application claims priority to and the benefit of Korean Patent Application No. 10-2021-0163360, filed on November 24, 2021, the disclosure of which is incorporated herein by reference in its entirety.

Claims

1. A control device for controlling an occupant protection device of a vehicle, the control device comprising: an input unit configured to receive a first acceleration signal in a first axis direction and a second acceleration signal in a second axis direction generated by an acceleration sensor arranged in a side door of the vehicle; a determination unit configured to determine whether a collision has occurred at the side door of the vehicle using at least one of the first acceleration signal and the second acceleration signal, and to determine a type of collision between the vehicle and an external object using the first acceleration signal and the second acceleration signal; as well as a control unit configured to control the occupant protection device disposed near the side door of the vehicle based on a result of determining whether a collision has occurred and based on the determined type of collision, wherein the determining unit is configured to generate a metric using deformation information calculated based on the first acceleration signal and the second acceleration signal, and compare the metric with a threshold value set in response to the metric to determine whether a collision has occurred at the side door, and Wherein, the determining unit is configured to: generating a fourth metric using first stiffness information generated based on the first acceleration signal and the deformation information; generating a fifth metric using second stiffness information generated based on the second acceleration signal and the deformation information; When the fourth metric is greater than or equal to a preset fourth threshold and the fifth metric is greater than or equal to a preset fifth threshold, determining that the collision type is a first collision type; and When the fourth metric is smaller than the fourth threshold or the fifth metric is smaller than the fifth threshold, the collision type is determined to be the second collision type.

2. The control device according to claim 1, wherein: When a first metric generated based on the first acceleration signal is greater than or equal to a first threshold and a second metric generated based on the second acceleration signal is greater than or equal to the first threshold, the determination unit is configured to determine that a collision has occurred at the side door.

3. The control device according to claim 2, wherein: When the second metric is greater than or equal to a second threshold, the determination unit is configured to determine that a collision has occurred at the side door.

4. The control device according to claim 3, wherein: The second threshold value is greater than the first threshold value.

5. The control device according to claim 3, wherein: Each of the first metric and the second metric is generated using a first variable corresponding to displacement information and a second variable corresponding to velocity information.

6. The control device according to claim 1, wherein The first collision type is a column collision; and The second collision type is a movable deformable barrier collision.

7. A method for controlling an occupant protection device of a vehicle, the method comprising the following steps: receiving a first acceleration signal in a first axis direction and a second acceleration signal in a second axis direction generated by an acceleration sensor disposed in a side door of the vehicle; determining whether a collision has occurred at the side door of the vehicle using at least one of the first acceleration signal and the second acceleration signal, and determining a type of collision between the vehicle and an external object using the first acceleration signal and the second acceleration signal, wherein the step of determining whether a collision has occurred comprises the following steps: generating a metric using deformation information calculated from the first acceleration signal and the second acceleration signal; and comparing the metric to a threshold value set in response to the metric to determine whether a collision has occurred at the side door; and controlling the occupant protection device disposed near the side door of the vehicle based on a result of determining whether a collision has occurred and based on the determined type of collision, The step of determining the collision type includes the following steps: generating a fourth metric using first stiffness information generated based on the first acceleration signal and the deformation information; generating a fifth metric using second stiffness information generated based on the second acceleration signal and the deformation information; When the fourth metric is greater than or equal to a preset fourth threshold and the fifth metric is greater than or equal to a preset fifth threshold, determining that the collision type is a first collision type; and When the fourth metric is smaller than the fourth threshold or the fifth metric is smaller than the fifth threshold, the collision type is determined to be the second collision type.

8. The method according to claim 7, wherein: The step of determining whether a collision has occurred further includes the following steps: when a first metric generated based on the first acceleration signal is greater than or equal to a first threshold and a second metric generated based on the second acceleration signal is greater than or equal to the first threshold, determining that a collision has occurred at the side door.

9. The method according to claim 8, wherein The step of determining whether a collision has occurred includes the following steps: when the second metric is greater than or equal to a second threshold, determining that a collision has occurred at the side door.

10. The method according to claim 9, wherein: The second threshold value is greater than the first threshold value.

11. The method according to claim 9, wherein Each of the first metric and the second metric is generated using a first variable corresponding to displacement information and a second variable corresponding to velocity information.

12. The method according to claim 7, wherein: The first collision type is a column collision; and The second collision type is a movable deformable barrier collision.

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