Conflict pattern discrimination device

Abstract

To provide a collision form discrimination device which can appropriately discriminate a collision form of a vehicle.SOLUTION: A collision form discrimination device 100 arranged in a vehicle 1 with a cabin 10 and a pair of right and left frames 20 comprises: frame lateral acceleration sensors 110 which are respectively arranged at right and left frames to detect lateral acceleration Gyl.Gyr; a cabin acceleration sensor 120 which is arranged in the cabin to detect longitudinal acceleration Gxc; and a collision form discrimination unit 130 which discriminates collision form of the vehicle based on output of the frame lateral acceleration sensors and the cabin acceleration sensor. The collision form discrimination unit discriminates the collision form as an oblique collision when the right and left frame lateral acceleration sensors detect lateral acceleration which is in the same direction and more than a prescribed value and when acceleration detected by the cabin acceleration sensor or integral value of longitudinal acceleration is an oblique collision discrimination value or more.SELECTED DRAWING: Figure 3

Description

Technical Field

[0004]

[0001] The present invention relates to a collision mode determination device that determines the collision mode of vehicles such as automobiles.

Background Art

[0002] As a technology related to collision detection in vehicles such as automobiles, for example, in Patent Document 1, in order to accurately determine whether the collision mode of the vehicle is a head-on collision, when it is a head-on collision, the time integral value of the deceleration detected by the floor sensor is normalized with respect to time, and the trajectory is accurately approximated by a quadratic curve. In the case of a symmetric collision but other than a head-on collision, the normalized trajectory deviates greatly from the quadratic curve, and the collision mode is determined using this fact. In Patent Document 2, in order to more accurately determine the collision mode, the activation control device of the occupant protection device includes left and right front sensors and an activation control unit, and determines which of the regions predetermined for each collision mode the point determined by the movement amount in the vehicle width direction of the left and right front sensors belongs to, thereby specifying the collision mode.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] For example, in order to more appropriately control the control of an occupant protection device such as an airbag device, it is desired to improve the collision sensing ability. It is difficult to sense a collision in a collision mode in which an impact in the vehicle width direction (lateral direction) occurs in addition to the impact in the front-rear direction (a collision mode accompanied by a yawing behavior of the vehicle body). In particular, it is difficult to distinguish between small overlap collisions (collisions outside the front side frame) and oblique collisions (collisions from the front at an angle, with the collision occurring at less than half the vehicle's width), as the collision patterns are similar except for the extent to which the object overlaps the vehicle's width. One possible solution is to increase the number of acceleration sensors and other sensors installed in various parts of the vehicle body, but this would lead to increased complexity of the device configuration and higher costs. In view of the above-mentioned problems, the object of the present invention is to provide a collision mode determination device capable of appropriately determining the collision mode of a vehicle. [Means for solving the problem]

[0005] To solve the above-mentioned problems, a collision mode determination device according to one aspect of the present invention is a collision mode determination device provided on a vehicle having a passenger compartment and a pair of left and right frames protruding forward from the front end of the passenger compartment, comprising: frame lateral acceleration sensors provided on the left and right frames respectively for detecting lateral acceleration; passenger compartment acceleration sensors provided in the passenger compartment for detecting longitudinal acceleration; and a collision mode determination unit for determining the collision mode of the vehicle based on the outputs of the frame lateral acceleration sensors and the passenger compartment acceleration sensors, wherein the collision mode determination unit determines that the collision mode is an oblique collision when the left and right frame lateral acceleration sensors detect lateral acceleration in the same direction and above a predetermined level, and the longitudinal acceleration detected by the passenger compartment acceleration sensor or the integral value of said longitudinal acceleration is above a predetermined oblique collision determination value. According to this method, oblique collisions can be appropriately identified by detecting the lateral acceleration in the same direction of the left and right frames, as well as the large longitudinal acceleration in the passenger compartment.

[0006] In the present invention, the collision mode determination unit can be configured to determine that the collision mode is a small overlap offset collision when the left and right frame lateral acceleration sensors detect lateral acceleration of a predetermined value or higher in the same direction, and the longitudinal acceleration detected by the cabin acceleration sensor or the integral value of said longitudinal acceleration is less than a predetermined small overlap offset collision determination value. Furthermore, another aspect of the present invention relates to a collision mode determination device, which is provided on a vehicle having a passenger compartment and a pair of left and right frames protruding forward from the front end of the passenger compartment. The collision mode determination device comprises: frame lateral acceleration sensors provided on the left and right frames respectively for detecting lateral acceleration; passenger compartment acceleration sensors provided in the passenger compartment for detecting longitudinal acceleration; and a collision mode determination unit that determines the collision mode of the vehicle based on the outputs of the frame lateral acceleration sensors and the passenger compartment acceleration sensors. The collision mode determination unit is characterized in that it determines the collision mode is a small overlap offset collision when the left and right frame lateral acceleration sensors detect lateral acceleration in the same direction and above a predetermined level, and the longitudinal acceleration detected by the passenger compartment acceleration sensor or the integral value of the longitudinal acceleration is less than a predetermined small overlap offset collision determination value. According to this method, small overlap offset collisions can be appropriately identified by detecting the lateral acceleration in the same direction of the left and right frames, and the relatively small longitudinal acceleration in the passenger compartment. The above inventions enable accurate differentiation between oblique collisions and small overlap offset collisions.

[0007] In the present invention, the collision mode determination unit can be configured to determine that the collision mode is a full-wrap collision when the left and right frame lateral acceleration sensors detect lateral acceleration in opposite directions and outward in the vehicle width direction. According to this method, a full-wrap collision can be appropriately identified by detecting the lateral acceleration in the outward-opening direction of the left and right frames.

[0008] In the present invention, the frame longitudinal acceleration sensors are provided on the left and right frames respectively to detect longitudinal acceleration, and the collision type determination unit can be configured to determine that the collision type is an offset collision when the deviation of the longitudinal acceleration detected by the left and right frame longitudinal acceleration sensors is greater than or equal to a predetermined value. According to this method, offset collisions can be appropriately identified by detecting a large difference in longitudinal acceleration between the left and right frames. Here, if the deviation of the longitudinal acceleration detected by the left and right frame longitudinal acceleration sensors exceeds a predetermined value, this includes cases where the longitudinal acceleration of one of the sensors is small or undetectable. [Effects of the Invention]

[0009] As described above, the present invention provides a collision mode determination device capable of appropriately determining the collision mode of a vehicle. [Brief explanation of the drawing]

[0010] [Figure 1] This figure schematically shows the front body structure of a vehicle having an embodiment of a collision mode determination device to which the present invention is applied. [Figure 2] This is a flowchart showing the operation of the collision mode determination device according to the embodiment. [Figure 3] This figure shows the state of the vehicle in the embodiment when an oblique collision occurs. [Figure 4] This figure shows the state of the vehicle in the embodiment when a small overlap offset collision occurs. [Figure 5] This figure shows the state of the vehicle in the embodiment when an offset collision occurs. [Figure 6] This figure shows the state of the vehicle in the embodiment when a full-wrap collision occurs. [Figure 7] This figure shows an example of the correlation between collision time, acceleration data, and the integral value of the acceleration data. [Modes for carrying out the invention]

[0011] Hereinafter, an embodiment of a collision form determination device to which the present invention is applied will be described. The collision form determination device of the embodiment is provided in, for example, an automobile such as a passenger car, and is used for controlling an occupant protection device (occupant restraint device) such as an airbag device as an example. FIG. 1 is a diagram schematically showing the front body structure of a vehicle having the collision form determination device of the embodiment. The vehicle 1 has a passenger compartment 10, front side frames 20, a bumper beam 30, and the like.

[0012] The passenger compartment 10 is a part having a space portion in which, for example, an occupant or the like is accommodated. At the front end portion of the passenger compartment 10, a turbo board 11 is provided, which is a partition wall with an engine compartment that is a space portion for accommodating a power unit (not shown). Further, a floor panel 12 that protrudes from the lower end portion of the turbo board 11 toward the rear side of the vehicle and constitutes the floor surface portion of the passenger compartment 10 is provided.

[0013] The front side frame 20 is a beam-shaped member that protrudes from the front end portion of the passenger compartment 10 toward the front side of the vehicle. The front side frame 20 extends along the vehicle front-rear direction with the engine compartment interposed therebetween. The cross-sectional shape of the front side frame 20 when viewed in a plane orthogonal to the vehicle front-rear direction is configured as, for example, a rectangular closed cross-section. The front side frame 20 serves as, for example, a suspension cross member that is a vehicle body side attachment portion of the front suspension, and a base portion to which a strut tower is attached. Mounts for supporting a power unit such as an engine are provided on the suspension cross member.

[0014] The front end portion 21 of the front side frame 20 is disposed so as to protrude forward of the vehicle with respect to the turbo board 11. The rear end of the front side frame 20 passes below the lower end of the toe board 11 and is positioned along the underside of the floor panel 12. The left and right front wheels (FW) are positioned on the outer side in the vehicle width direction of the middle section of the front side frame 20.

[0015] The passenger compartment 10 and front side frame 20 are constructed as part of the white body (unfitted vehicle body) by assembling panels made by press-forming steel plates such as general steel and high-tensile steel, and joining them together by methods such as spot welding and laser welding.

[0016] The bumper beam 30 is a beam-shaped member that extends in the vehicle width direction and is attached to the front end 21 of the left and right front side frames 20 via the bumper beam stay 31. The bumper beam 30 is formed with a curved shape that, when viewed from above the vehicle, is, for example, convex towards the front.

[0017] The intermediate portion of the bumper beam 30 in the vehicle width direction is provided between the front ends 21 of the left and right front side frames 20. The side ends of the bumper beam 30 protrude outward in the vehicle width direction relative to the left and right front side frames 20. The side ends of the bumper beam 30 are positioned in front of the front wheel FW.

[0018] A bumper face (not shown) is provided on the front side of the bumper beam 30. The bumper face is an exterior component formed from, for example, a resin-based material, and is also a design component that constitutes part of the outer surface of the vehicle body. During a frontal collision, the bumper beam 30 receives a load from the object O (see Figure 3, etc.) via the bumper face. The bumper beam 30 is constructed, for example, by assembling panels made by pressing steel plates and joining them by welding, or by using extruded aluminum alloy material.

[0019] The collision mode determination device 100 of this embodiment includes a frame sensor 110, an ECU sensor 120, an airbag ECU 130, and the like. The frame sensors 110 are acceleration sensors provided on the left and right front side frames 20, respectively. The frame sensor 110 is positioned in the longitudinal direction of the vehicle, for example, directly behind the front end 21 of the front side frame 20. The frame sensor 110 has the function of detecting accelerations in the longitudinal direction Gxl (left side) and Gxr (right side), and accelerations in the vehicle width direction (left-right direction) Gyl (left side) and Gyr (right side). The frame sensor 110 functions as a frame lateral acceleration sensor and a frame longitudinal acceleration sensor according to the present invention.

[0020] The ECU sensor 120 is an acceleration sensor built into the ECU sensor 130. The ECU sensor 120 has the function of detecting longitudinal acceleration Gxc acting on the vehicle interior 10. The ECU sensor 120 functions as the vehicle cabin acceleration sensor of the present invention.

[0021] The airbag ECU130 (airbag control unit) is a control device that controls the deployment of each airbag in an airbag system (not shown) that restrains and protects occupants during a collision. The airbag ECU 130 is mounted, for example, on the upper central part of the floor panel 12 within the passenger compartment 10. Each airbag system includes an airbag made of a base fabric panel, such as a nylon fiber base, and a gas generator that supplies deployment gas to the airbag. During normal vehicle use, the airbags are stored in a folded state within the interior components. The gas generator starts generating deployment gas in response to a command from the airbag ECU 130, deploying the airbag within the vehicle compartment 10 to restrain occupants (not shown). The airbag ECU130 is configured to include, for example, an information processing unit such as a CPU, a storage unit such as RAM or ROM, an input / output interface, and a bus connecting these components. The airbag ECU130 incorporates the aforementioned ECU sensor 120.

[0022] The airbag ECU130 has the function of a collision mode determination unit according to the present invention. Figure 2 is a flowchart showing the operation of the collision mode determination device according to the embodiment. The following explains each step in order.

[0023] <Step S01: Frame sensor lateral acceleration determination> The airbag ECU 130 determines whether the frame sensor 110 has detected a lateral acceleration Gyl,Gyr that is equal to or greater than a predetermined value (threshold). This predetermined value is a threshold that triggers the collision sensing logic, and is set to be greater than, for example, the acceleration Gyl, Gyr that may occur during normal vehicle operation. If at least one of the left or right frame sensors 110 detects a lateral acceleration Gyl,Gyr that is greater than or equal to a predetermined value, the process proceeds to step S02; otherwise, the series of processes is terminated (return).

[0024] <Step S02: Start of calculation of the G integral value before and after> The airbag ECU 130 starts integrating the detected value of the longitudinal acceleration Gxc detected by the ECU sensor 120. This is because, since the airbag ECU 130 is located inside the passenger compartment 10, the instantaneous value of acceleration becomes low due to effects such as energy absorption (EA) from the collapse of the front side frame 20, making collision detection difficult based on acceleration alone. Therefore, integral values ​​are used for collision detection and determination of the collision type. Then, proceed to step S03.

[0025] <Step S03: Side frame lateral G judgment> The airbag ECU 130 determines whether the lateral acceleration Gyl detected by the left frame sensor 110 and the lateral acceleration Gyr detected by the right frame sensor 110 are in the same direction. If the lateral accelerations Gyl and Gyr are in the same direction, an oblique collision or a small overlap offset collision is suspected, and the process proceeds to step S04; otherwise, the process proceeds to step S05.

[0026] <Step S04: Determining the integrated value of G before and after> After starting calculations in step S02, the airbag ECU 130 compares the integral value of the longitudinal acceleration Gxc up to a predetermined time with a pre-set threshold value, which is the oblique collision discrimination value (here, this also serves as the small overlap offset collision discrimination value). If the integral value of the longitudinal acceleration is greater than or equal to the oblique collision discrimination value, proceed to step S07. If the integral value of longitudinal acceleration is less than the oblique collision discrimination value (small overlap offset collision discrimination value), proceed to step S08.

[0027] <Step S05: Judgment of G-force difference between left and right front and rear> The airbag ECU 130 compares the longitudinal acceleration Gxl detected by the left frame sensor 110 with the longitudinal acceleration Gxr detected by the right frame sensor 110, and determines whether there is a difference between them that exceeds a preset threshold. If there is a difference of more than a threshold between the longitudinal accelerations Gxl and Gxr (including cases where either Gxl or Gxr is small or virtually zero), proceed to step S09; otherwise, proceed to step S06.

[0028] <Step S06: Determining Lateral Acceleration> The airbag ECU 130 determines whether the lateral acceleration Gyl detected by the left frame sensor 110 and the lateral acceleration Gyr detected by the right frame sensor 110 are in opposite directions (outward in the vehicle width direction / outward opening direction). Then, if the lateral accelerations Gyl and Gyr are in the opposite direction to the outward opening and are both greater than or equal to predetermined values, the process proceeds to step S10. Otherwise, it is considered highly likely that the collision is a collision type other than those that can be determined by the logic, and the series of processes is terminated.

[0029] <Step S07: Oblique collision detection successful> The airbag ECU130 establishes an oblique collision detection. Figure 3 shows the state of the vehicle in the embodiment when an oblique collision occurs. An oblique collision is a type of collision in which an object O, such as another vehicle, collides with the front of a vehicle from an oblique angle, with an overlap ratio of less than half the width of the vehicle. Here, the object O to be hit is positioned in the vehicle's width direction so that it overlaps with at least one of the front side frames 20. In this case, the left and right frame sensors 110 detect lateral accelerations Gyl and Gyr in the same direction (usually the opposite side from the side that received the collision). Furthermore, the integrated value of the longitudinal acceleration Gxc detected by the ECU sensor 120 is larger than that in the case of a small overlap offset collision, which will be described later. Then proceed to step S11.

[0030] <Step S08: Small overlap offset collision detection successful> The airbag ECU130 enables the detection of a small overlap offset collision. Figure 4 shows the state of the vehicle in the embodiment when a small overlap offset collision occurs. A small overlap offset collision is a type of collision in which the vehicle is struck from the front side in a localized area that is wider than the front side frame 20 in the vehicle width direction. In this case, the left and right frame sensors 110 detect lateral accelerations Gyl and Gyr in the same direction (usually the opposite side from the side that received the collision). Furthermore, the integral value of the longitudinal acceleration Gxc detected by the ECU sensor 120 is relatively smaller compared to the case of the oblique collision described above. Then proceed to step S11.

[0031] <Step S09: Offset collision detection successful> The airbag ECU130 establishes an offset collision (non-small overlap) determination. Figure 5 shows the state of the vehicle in the embodiment when an offset collision occurs. An offset collision is a type of collision in which the object O that is colliding with the vehicle overlaps with one of the front side frames 20 on the left or right side in the vehicle width direction, and the collision occurs from the front side of the vehicle. In this case, the frame sensor 110 on the side that was hit (the left side in this case) detects a large longitudinal acceleration Gxl, while the longitudinal acceleration Gxr detected by the frame sensor 110 on the side that was not hit is negligible. The ECU sensor 120 also detects longitudinal acceleration Gxc. Then proceed to step S11.

[0032] <Step S10: Full-wrap collision determined> The airbag ECU130 enables the detection of a full-wrap collision. Figure 6 shows the state of the vehicle in the embodiment when a full-wrap collision occurs. A full-wrap collision is a type of collision in which the object O that is hit overlaps with both the left and right front side frames 20 in the vehicle width direction, and the collision occurs from the front of the vehicle. In this case, the left and right frame sensors 110 detect lateral accelerations Gyl and Glx in opposite directions (outward in the vehicle width direction) on the left and right sides, as well as longitudinal accelerations Gxl and Gxr. Furthermore, the ECU sensor 120 detects a relatively large longitudinal acceleration Gxc. Then proceed to step S11.

[0033] <Step S11: Compare the longitudinal acceleration integral value with the gate value> The airbag ECU120 compares the integral value of the longitudinal acceleration Gxc, which was calculated in step S02, with a preset integral value sensing gate (threshold). Figure 7 shows an example of the correlation between collision time, acceleration data, and the integral value of the acceleration data. In Figure 7, the horizontal axis represents the time elapsed since the collision occurred, and the vertical axis represents the longitudinal acceleration detected by the ECU sensor 120, its integral value, and the integral value sensing gate, which is a threshold value set for the integral value. As shown in Figure 7, longitudinal acceleration fluctuates significantly due to factors such as which part of the vehicle body is experiencing crushing (energy absorption), and the detected values ​​themselves are relatively small. Therefore, the integral value of the longitudinal acceleration is compared with an integral value sensing gate to perform collision sensing. The integral value sensing gate can be configured to increase in stages, for example, in response to the increase in elapsed time since the collision occurred. If the integral value exceeds the integral value sensing gate, proceed to step S12; otherwise, repeat step S11.

[0034] <Step S12: Sensing determination successful> The airbag ECU130 establishes a collision sensing determination (determination that airbag deployment is required) and outputs a deployment command to the airbag device in the area corresponding to the determined collision type at a predetermined sensing time (airbag deployment start time). This activates the gas generator that supplies deployment gas to the airbag, causing the airbag to deploy. After that, the series of processes will be terminated.

[0035] According to the embodiments described above, the following effects can be obtained. (1) By detecting lateral accelerations Gyl,Gyr of the left and right front side frames 20 that are above a predetermined level and in the same direction, and longitudinal acceleration Gxc in the passenger compartment 10 that is above an oblique collision threshold, oblique collisions, which are difficult to distinguish from small overlap offset collisions, can be appropriately identified. (2) By detecting lateral accelerations Gyl,Gyr of the left and right front side frames 20 that are greater than or equal to a predetermined value and in the same direction, and longitudinal acceleration Gxc in the passenger compartment 10 that is less than the small overlap offset collision discrimination value, a small overlap offset collision, which is difficult to distinguish from an oblique collision, can be appropriately identified. (3) By detecting the lateral accelerations Gyl and Gyr in the outward opening direction (outward in the vehicle width direction) of the left and right front side frames 20, a full-wrap collision can be appropriately identified. (4) Offset collisions can be appropriately identified by determining when there is a large difference between the longitudinal accelerations Gxl and Gxr of the left and right front side frames 20 (typically when one is small).

[0036] (modified version) The present invention is not limited to the embodiments described above, and various modifications and changes are possible, all of which fall within the technical scope of the present invention. (1) The collision type determination device and the vehicle configuration are not limited to the embodiments described above and can be modified as appropriate. (2) The vehicle body structure and arrangement of sensors are examples and can be changed as appropriate. The vehicle may also have a configuration that includes additional vehicle body structural members and sensors other than those described in the embodiment. (3) In this embodiment, acceleration detection in the passenger compartment is performed by an ECU sensor built into the airbag ECU, but acceleration detection in the passenger compartment may also be performed using a sensor provided independently of the ECU, etc. Furthermore, the location where such a sensor is installed is not particularly limited as long as it is a part that constitutes the passenger compartment. (4) In the embodiment, the collision type is determined using the integral value of the acceleration inside the vehicle, but the present invention is not limited to this, and the collision type may be determined using the instantaneous value of the acceleration inside the vehicle (for example, the maximum value). (5) In this embodiment, a single frame sensor is used to detect lateral acceleration and longitudinal acceleration, but these sensors may be provided independently. [Explanation of symbols]

[0037] 1 vehicle, 10 compartments 11 Toe board 12 Floor panel 20 Front side frame 21 Tip 30 Bumper beam 31 Bumper beam stay 100 Collision type discrimination device 110 Frame sensor 120 ECU sensor 130 Airbag ECU FW Front wheel O Object of collision

Claims

1. A collision mode determination device provided in a vehicle having a passenger compartment and a pair of left and right frames protruding forward from the front end of the passenger compartment, A frame lateral acceleration sensor is provided on each of the left and right frames to detect lateral acceleration, A vehicle cabin acceleration sensor provided in the vehicle cabin for detecting longitudinal acceleration, The system includes a collision mode determination unit that determines the collision mode of the vehicle based on the outputs of the frame lateral acceleration sensor and the vehicle interior acceleration sensor. The collision type determination unit determines that the collision type is an oblique collision when the left and right frame lateral acceleration sensors detect lateral acceleration of a predetermined value or higher in the same direction, and the longitudinal acceleration detected by the cabin acceleration sensor or the integral value of said longitudinal acceleration is greater than or equal to a predetermined oblique collision determination value. A collision mode discrimination device characterized by the following.

2. The collision type determination unit determines that the collision type is a small overlap offset collision when the left and right frame lateral acceleration sensors detect lateral acceleration in the same direction and above a predetermined level, and the longitudinal acceleration detected by the cabin acceleration sensor or the integral value of said longitudinal acceleration is less than a predetermined small overlap offset collision determination value. The collision mode determination device according to claim 1, characterized by the following:

3. A collision mode determination device provided in a vehicle having a passenger compartment and a pair of left and right frames protruding forward from the front end of the passenger compartment, A frame lateral acceleration sensor is provided on each of the left and right frames to detect lateral acceleration, A vehicle cabin acceleration sensor provided in the vehicle cabin for detecting longitudinal acceleration, The system includes a collision mode determination unit that determines the collision mode of the vehicle based on the outputs of the frame lateral acceleration sensor and the vehicle interior acceleration sensor. The collision type determination unit determines that the collision type is a small overlap offset collision when the left and right frame lateral acceleration sensors detect lateral acceleration in the same direction and above a predetermined level, and the longitudinal acceleration detected by the cabin acceleration sensor or the integral value of said longitudinal acceleration is less than a predetermined small overlap offset collision determination value. A collision mode discrimination device characterized by the following.

4. The collision type determination unit determines that the collision type is a full-wrap collision when the left and right frame lateral acceleration sensors detect lateral acceleration in opposite directions and outward in the vehicle width direction. A collision mode determination device according to any one of claims 1 to 3, characterized by the above.

5. Each of the left and right frames is equipped with a frame longitudinal acceleration sensor that detects longitudinal acceleration, The collision type determination unit determines that the collision type is an offset collision when the deviation of the longitudinal acceleration detected by the left and right frame longitudinal acceleration sensors is greater than or equal to a predetermined value. A collision mode determination device according to any one of claims 1 to 3, characterized by the above.

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