Processing device and processing method

Abstract

The present invention diagnoses deformation of a vehicle. This processing device comprises a processing unit that diagnoses deformation of a vehicle 10 on the basis of the result of a comparison between first detection data detected in the past by at least one sensor 150, 600, 610 provided to the vehicle 10 to detect the behavior of the vehicle 10 and second detection data detected in the present by the at least one sensor 150, 600, 610.

Description

[0001] [Document name] Statement

[0002] [Title of invention] Processing device and processing method

[0003] [Technical Field]

[0004]

[001] The present invention relates to a processing device and a processing method.

[0005] [Background technology]

[0006]

[002] Conventionally, vehicles are equipped with protective devices (e.g., airbags, etc.) for protecting vehicle occupants or pedestrians, and activation of the protective devices is controlled by a processing device. For example, as disclosed in Patent Document 1, the processing device is connected to an external sensor (e.g., an acceleration sensor for detecting an impact to the vehicle) used to determine whether to activate the protective device. The processing device detects an impact to the vehicle using a sensor built into the processing device or an external sensor, and inflates the protective device (e.g., airbags, etc.) at an appropriate time to mitigate the impact on occupants inside the vehicle or pedestrians outside the vehicle.

[0007] [Prior art documents]

[0008] [Patent documents]

[0009]

〇 0 0 3

[0010] [Patent Document 1] Japanese Patent Application Laid-Open No. 2012-126383

[0011] Summary of the Invention

[0012] [Problem to be solved by the invention]

[0013]

[0004] As described above, the control system for the protective device uses the detection results of the sensors installed in the vehicle. Here, the detection results of the sensors may depend on the mounting position and mounting posture of the sensors. Therefore, if the vehicle is deformed due to an accident or the like, it may be difficult for the sensors to obtain the desired detection results.

[0014]

[0005] In view of these problems, the present invention aims to provide a processing device and a processing method capable of diagnosing deformation of a vehicle.

[0015] [Means for solving the problem]

[0016]

[0006] In order to solve the above problem, the processing device has a processing unit that diagnoses deformation of the vehicle based on the comparison result between first detection data detected in the past by at least one sensor installed on the vehicle and detecting the behavior of the vehicle, and second detection data detected currently by at least one sensor.

[0017]

[0007] In order to solve the above problem, the processing method is a vehicle processing method in which a processing unit of a processing device diagnoses deformation of the vehicle based on a comparison result between first detection data detected in the past by at least one sensor provided on the vehicle and detecting the behavior of the vehicle, and second detection data detected currently by at least one sensor.

[0018] [Effects of the Invention]

[0019]

[0008] According to the present invention, it is possible to diagnose deformation of a vehicle.

[0020] [Brief explanation of the drawings]

[0021]

〇 0 0 9

[0022] [Figure 1] A diagram showing the configuration of an airbag control system for an embodiment of the present invention.

[0023] [Figure 2] Schematic diagram showing the general configuration of a vehicle according to an embodiment of the present invention.

[0024] [Figure 3] A block diagram showing an example of the functional configuration of an airbag ECU according to an embodiment of the present invention.

[0025] [Figure 4] A flowchart showing an example of the processing flow performed by the airbag ECU according to an embodiment of the present invention.

[0026] [Figure 5] A side view schematic diagram showing a first example of when deformation occurs in a vehicle relating to an embodiment of the present invention.

[0027] [Figure 6] A front view schematic diagram showing a second example of when deformation occurs in a vehicle relating to an embodiment of the present invention.

[0028] [Figure 7] A diagram showing the functional blocks of a pedestrian protection control system.

[0029] DETAILED DESCRIPTION OF THE INVENTION

[0030]

[0010] Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The dimensions, materials, and other specific values ​​shown in the embodiments are merely examples to facilitate understanding of the invention, and do not limit the present invention unless otherwise specified. In this specification and drawings, elements having substantially the same functions and configurations are designated by the same reference numerals to avoid redundant explanation, and elements not directly related to the present invention are not shown.

[0031]

[0011] <Configuration of airbag control system> With reference to FIG. 1, the configuration of an airbag control system 1000 according to an embodiment of the present invention will be described.

[0032]

[0012] Figure 1 is a diagram showing the configuration of an airbag control system 1000. The airbag control system 1000 monitors sensing data detected by various sensors installed in a vehicle, and if it determines that the vehicle has collided, it improves the safety of vehicle occupants or pedestrians by deploying airbags in various locations such as the driver's seat and passenger seat or by lifting the vehicle hood. In the following explanation, a protective device that deploys airbags in various locations such as the driver's seat and passenger seat will be used as an example.

[0033]

[0013] As shown in FIG. 1, the airbag control system 1000 includes an airbag ECU 100, a passenger seat occupant detection ECU 200, a meter ECU 300, a battery power supply 400, and an ignition switch 410.

[0034]

[0014] As shown in Fig. 2, the airbag ECU 100 is preferably located near a central axis passing through the center position in the vehicle's left-right direction, and when detecting the yaw rate of the vehicle 10, is located near the turning axis of the vehicle 10, or near a central axis passing through the center position in the vehicle's front-rear direction, in terms of its position in the vehicle's front-rear direction. In other words, the airbag ECU 100 is located near the center of gravity of the vehicle 10 or near the turning axis (yaw moment axis) of the vehicle 10. In this way, by mounting the processing device according to the present invention as described above, when deformation of the vehicle 10 occurs due to an impact to the vehicle 10, deformation of the processing device can be suppressed, and the survivability of the processing device can be improved.

[0035]

[0015] The airbag control system 1000 also includes a driver's side airbag squib 500, a passenger side airbag squib 51〇, a right side airbag squib 52〇, a left side airbag squib 53〇, a right curtain airbag squib 54〇, and a left curtain airbag squib 55〇.

[0036]

[0016] The airbag control system 1000 also includes external sensors: a front right acceleration sensor 600, a front left acceleration sensor 610, a right side acceleration sensor 620, a left side acceleration sensor 630, a right side pressure sensor 640, and a left side pressure sensor 650. The locations and number of external sensors are not limited to those described in this embodiment and are arbitrary. The airbag control system 1000 also includes a fault diagnosis device (diagtester) 700 and an airbag warning lamp 800. Each part of the airbag control system 1000 will be described below.

[0037]

[0017] Battery power supply 400 is a storage battery such as a lead-acid battery installed in the vehicle. The negative electrode of battery power supply 400 is connected to ground line 403. Battery power supply 400 directly supplies power to meter ECU 300 via power supply line 405, and also directly supplies power to various other vehicle components via power supply line 405.

[0038]

[0018] The ignition switch 410 is a switch that starts and stops the vehicle engine. When the vehicle engine is turned off, the ignition switch 410 is "OFF." From this state, the user can turn the key or perform other operations to turn the ignition switch 410 "ON." When the ignition switch 410 is turned "ON," power is supplied from the battery power supply 400 to the meter ECU 300, passenger seat occupancy detection ECU 200, and airbag ECU 100 via the power line 407.

[0039]

[0019] The meter ECU 300 is a control device that detects and records the vehicle speed and transmits the recorded vehicle speed to the airbag ECU 100 or other vehicle components. The meter ECU 300 transmits the recorded vehicle speed to the airbag ECU 100 via the CAN communication line 430. This enables the airbag ECU 100 to detect the state in which the vehicle is being driven, for example, the state of the vehicle's brakes.

[0040]

[0020] The passenger seat occupant detection ECU 200 detects the weight on the passenger seat of the vehicle and determines the status of the passenger in the passenger seat. For example, the passenger seat occupant detection ECU 200 determines whether the passenger is an adult male, a small female, a child, or an empty seat. The passenger seat occupant detection ECU 200 transmits the determined passenger seat occupant status to the airbag ECU 100 via the communication line 440. For example, by monitoring the passenger seat occupant status, the airbag ECU 100 can suppress the deployment of the passenger seat airbag (not shown) in the event of a frontal collision of the vehicle if the passenger in the passenger seat is a child, for example.

[0041]

[0021] The airbag ECU 100 includes a voltage detector 101, a boost circuit 102, a voltage detector 103, a capacitor 104, a voltage detection I / F (Inter Face) 105, a DC-DC converter 106, a voltage detection I / F 107, a CAN (Controller Area Network) communication transceiver 108, and a K-1 line communication driver 110. The airbag ECU 100 also includes an MCU (Micro Controller Unit) 120, an ASIC (Application Specific Integrated Circuit) 140, an acceleration sensor 150, a nonvolatile memory 160, and a lamp drive circuit 180. The airbag ECU 100 may further include other sensors such as a gyro sensor.

[0042]

[0022] The voltage detector 101 detects the voltage of the power supplied from the battery power supply 400 to the airbag ECU 100 via the ignition switch 410. In other words, the voltage detector 101 detects the voltage of the power supplied to the passenger seat occupancy detection ECU 200 and the meter ECU 300.

[0043]

[0023] The voltage detection I / F 105 is an interface for outputting the voltage signal detected by the voltage detector 101 to the MCU 120. The voltage signal detected by the voltage detector 101 is output to the MCU 120 via the voltage detection I / F 105.

[0044]

[0024] The boost circuit 102 is a circuit that boosts the voltage of the power supplied from the battery power supply 400 to the airbag ECU 100 via the ignition switch 410. The boost circuit 102 boosts, for example, a voltage from 9 V to 16 V to about 24 V. The boost circuit 102

[0045] The DC-DC converter 106 is a converter that converts (steps down) the voltage of the power supplied from the boost circuit 102 to a voltage (for example, 5 V) used by the MCU 120. The DC-DC converter 106 supplies the stepped-down power to the MCU 120.

[0046] [ 0 0 2 9 ]

[0047] The CAN communication transceiver 108 is an interface that transmits and receives data to and from the meter ECU 300 and other ECUs in the vehicle (not shown) via the CAN communication line 430 in accordance with the CAN standard. The data received by the CAN communication transceiver 108 is transmitted to the MCU 120.

[0048] [ 0 0 3 0 ]

[0049] The K-1 ine communication driver 11 〇 is connected to the passenger seat detection ECU via the communication line 440.

[0050] 2. It is an interface that sends and receives data between the MCU 120 and the K-line communication driver 110. The K-line communication driver 110 converts the voltage level of the communication signal. For example, the K-line communication driver 110 converts the 5V signal level that the MCU 120 can handle into the K-line voltage level (12V).

[0051] [ 0 0 3 1 ]

[0052] The MCU 120 includes an A / D (An Analog Digital Converter) 121, a CPU (Center Processing Unit) 122, a ROM (Read Only Memory) 124, a RAM (ROM Access Memory) 126, and a CAN communication controller 128. The MCU 120 also includes an SCI (Serial Communication Interface) 132, an SPI (Serial Peripheral Interface) 134, an SPI 1136, an SPI 138, and an IO port (Input Output Port) 139.

[0053] 3. Equipped with 9.

[0054] [ 0 0 3 2 ]

[0055] The A / D 121, CPU 122, ROM 124, RAM 126, CAN communication controller 128, SCI 132, SPI 134, SPI 136, SPI 138 and IOP ort 139 are connected to each other via an internal bus 170 of the MCU 120.

[0056] The CPU 122 is an arithmetic processing unit that executes various programs stored in the ROM 124 or RAM 126. The CPU 122 executes various functions of the airbag ECU 1XX by executing the various programs stored in the ROM 124 or RAM 126. The various functions of the airbag ECU 1XX will be described in detail later.

[0057] [ 0 0 3 5 ]

[0058] ROM 124 is a memory that stores data for executing the various functions of airbag ECU 100 and various programs for executing the various functions of airbag ECU 100.

[0036] RAM 126 is a relatively small-capacity, high-speed accessible memory that stores the calculation results of programs executed by CPU 122 among the various programs stored in ROM 124.

[0059] [ 0 0 3 7 ]

[0060] The CAN communication controller 128 is a controller that communicates with the meter ECU 300 or other parts of the vehicle via the CAN communication transceiver 108.

[0061] [ 0 0 3 8 ]

[0062] SCI132 is an asynchronous serial communication interface that interfaces between the K-1 line communication driver 110 and each device in MCU120.

[0063] [ 0 0 3 9 ]

[0064] SPI 134 is a clock-synchronized serial communication interface that serves as an interface between the ASIC 140 and each device in the MCU 120. SPI 136 serves as an interface between the acceleration sensor 150 and each device in the MCU 120. SPI 138 serves as an interface between the non-volatile memory 160 and each device in the MCU 120. IOP ortl 39 serves as an interface between the lamp drive circuit 180 and each device in the MCU 120.

[0065]

[0040] Acceleration sensor 150 is a sensor that detects acceleration at the location where airbag ECU 100 is installed. Acceleration sensor 150 outputs the detected acceleration to MCU 120 via SPI 136.

[0066]

[0041] Nonvolatile memory 160 is a memory that retains data even without power, such as an EEPROM (Electrically Erasable Programmable Read Only Memory). Nonvolatile memory 160 records data output from MCU 120 via SPI 138, for example.

[0067] [ 0 0 4 2 ]

[0068] The ASIC 140 is an integrated circuit that combines multiple functional circuits into one. The ASIC 140 includes a squib 1 / F 142 and a sensor 1 / F 144.

[0069]

[0043] Squib 1 / F142 is an interface that transmits airbag deployment signals to driver's side airbag squib 500, passenger side airbag squib 51〇, right side airbag squib 52〇, left side airbag squib 530, right curtain airbag squib 54〇, and left curtain airbag squib 550.

[0070]

[0044] Sensor 1 / F144 also serves as an interface for receiving acceleration signals and pressure signals transmitted from the front right acceleration sensor 600, the front left acceleration sensor 610, the right side acceleration sensor 620, the left side acceleration sensor 630, the right side pressure sensor 640, and the left side pressure sensor 650.

[0071]

[0045] The lamp drive circuit 180 is a circuit that warns the driver of an unreplaced defective sensor in the airbag ECU 1xx via the airbag warning lamp 8xx.

[0072]

[0046] Based on the deployment signal sent from MCU120 via squib1 / F142, driver's side airbag squib 500 sends an electric current to the driver's side ignition device (squib), igniting the gas generant to generate high-pressure gas, instantly inflating the airbag.

[0073]

[0047] Also, a passenger-side airbag squib 510, a right-side airbag squib 520, a left-side airbag squib 530, a right-curtain airbag squib 540, and a left-side airbag squib 550. 〇

[0074]

[0049] Similarly, a front left acceleration sensor 610, a right side acceleration sensor 620, and a left side acceleration sensor 630 are also arranged at various locations on the vehicle, and detect the acceleration at each location on the vehicle and send it to MCU 120. The fault diagnosis device 700 is capable of communicating with each ECU on the vehicle's communication network via the CAN communication line 430. Each ECU monitors its own faults. The fault diagnosis device 700 is used on vehicle assembly lines, at vehicle dealerships and repair shops, to identify the faulty parts of each ECU.

[0075]

[0053] The airbag warning lamp 8 XX is a lamp that is driven by the lamp drive circuit 180 to warn the user when the airbag ECU 1 XX performs a self-diagnosis of the components that make up the airbag ECU 1 XX and detects an abnormality (for example, when a sensor equipped in the airbag ECU 1 XX is determined to be abnormal).

[0076]

[0054] <Vehicle Configuration> The configuration of the vehicle 10 according to the embodiment of the present invention will be described with reference to Figs. 2 and 3.

[0077]

[0055] Figure 2 is a schematic diagram showing the general configuration of a vehicle 10. In Figure 2, the forward, backward, left, and right directions of the vehicle 10 are indicated by arrows Fr, Re, Le, and Ri, respectively. Figure 2 corresponds to a schematic top view of the vehicle 10.

[0078]

[0056] The vehicle 10 is equipped with the airbag control system 1000 described above. However, in FIG. 2, only some of the components of the airbag control system 1000 are shown, and other components are not shown.

[0079]

[0057] As shown in Fig. 2, the vehicle 10 is provided with five acceleration sensors: a front right acceleration sensor 600, a front left acceleration sensor 610, a right side acceleration sensor 620, a left side acceleration sensor 630, and an acceleration sensor 150. The vehicle 10 also includes an airbag ECU 100. The airbag ECU 100 corresponds to an example of a processing device according to the present invention. However, the processing device according to the present invention can also be applied to systems other than the airbag control system 1000 that have sensors similar to those used in this embodiment.

[0080]

[0058] In the following, with reference to Figure 2, an example of the arrangement of acceleration sensors in vehicle 10 and the information detected by each acceleration sensor will be described. However, the example described below is merely an example, and as will be described later, the number and arrangement of acceleration sensors in vehicle 10, and the information detected by each acceleration sensor may be different from the example below.

[0081]

[0059] The front right acceleration sensor 6 〇〇 is an acceleration sensor located on the front right side of the vehicle 1 〇 and detects acceleration on the front right side of the vehicle 1 〇.

[0082]

[0060] The front left acceleration sensor 61〇 is an acceleration sensor located on the front left side of the vehicle 1〇, and detects acceleration on the front left side of the vehicle 1〇.

[0083]

[0061] The right side acceleration sensor 620 is an acceleration sensor located inside the door on the right side of the vehicle 10, and detects acceleration on the right side of the vehicle 10.

[0084]

[0062] The left side acceleration sensor 630 is an acceleration sensor located inside the door on the left side of the vehicle 10, and detects acceleration on the left side of the vehicle 10.

[0085]

[0063] The acceleration sensor 150 is an acceleration sensor arranged inside the airbag ECU 100, and detects acceleration at the bottom of the vehicle 10 near the center in the longitudinal and lateral directions of the vehicle.

[0086]

[0064] In the example of Figure 2, each acceleration sensor detects acceleration components in two mutually perpendicular axial directions.

[0087]

[0065] Specifically, the front right acceleration sensor 600, the front left acceleration sensor 610, and the acceleration sensor 150 detect the acceleration component in the Ax-axis direction and the acceleration component in the Az-axis direction. The Ax-axis and the Az-axis are perpendicular to each other. The Ax-axis is an axis that runs along the front-to-rear direction of the vehicle 10 when shipped. In the example of FIG. 2, the positive direction of the Ax-axis coincides with the forward direction of the vehicle when shipped. The Az-axis is an axis that runs along the up-down direction of the vehicle when shipped. In the example of FIG. 2, the positive direction of the Az-axis coincides with the downward direction of the vehicle when shipped. In other words, when the vehicle 10 is shipped, the front right acceleration sensor 600, the front left acceleration sensor 610, and the acceleration sensor 150 are attached to the vehicle 10 so that the A x axis is aligned along the fore-and-aft direction of the vehicle and the A z axis is aligned along the up-and-down direction of the vehicle.

[0088]

[0066] The right side acceleration sensor 620 and the left side acceleration sensor 630 detect the acceleration component in the Ax-axis direction and the acceleration component in the Ay-axis direction. The Ax-axis and the Ay-axis are perpendicular to each other. As described above, the Ax-axis is an axis that runs along the longitudinal direction of the vehicle 10 when the vehicle 10 is shipped. The Ay-axis is an axis that runs along the lateral direction of the vehicle when the vehicle 10 is shipped. In the example of FIG. 2, the positive direction of the Ay-axis coincides with the direction that faces outward from the vehicle 10 in the lateral direction of the vehicle when the vehicle 10 is shipped. In other words, when the vehicle 10 is shipped, the right side acceleration sensor 620 and the left side acceleration sensor 630 are attached to the vehicle 10 so that the Ax-axis runs along the longitudinal direction of the vehicle and the Ay-axis runs along the lateral direction of the vehicle.

[0089]

[0067] Figure 3 is a block diagram showing an example of the functional configuration of an airbag ECU 100. As shown in Figure 3, the airbag ECU 100 includes, for example, an acquisition unit 100a, a processing unit 100b, and a storage unit 100c. The functions of the acquisition unit 100a and the processing unit 100b are realized by, for example, a CPU 122. The function of the storage unit 100c is realized by, for example, a non-volatile memory 160.

[0090]

[0068] The acquisition unit 100a acquires information from each device in the vehicle 10. For example, the acquisition unit 100a acquires information from the front right acceleration sensor 600, the front left acceleration sensor 610, the right side acceleration sensor 620, the left side acceleration sensor 630, and the acceleration sensor 150. The acquisition unit 100a can also acquire information from devices not shown in FIG. 2 (for example, the right side pressure sensor 640 and the left side pressure sensor 650). In this specification, the acquisition of information can include the extraction or generation of information (for example, calculation).

[0091]

[0069] The processing unit 100b performs various processes related to the airbag control system 1000. Specifically, the processing unit 100b detects an impact on the vehicle 10 using the detection results of various sensors in the airbag control system 1000. When the processing unit 100b detects an impact on the vehicle 10, it activates various squibs and inflates the airbags. This makes it possible to mitigate the impact on vehicle occupants. As described above, when the processing unit 100b detects an impact on the vehicle 10, it may also mitigate the impact on pedestrians by lifting the hood of the vehicle 10.

[0092]

[0070] The memory unit 100c stores various types of information. In particular, the memory unit 100c stores information used to diagnose deformation of the vehicle 10, which will be described later. Details of the process related to diagnosing deformation of the vehicle 10 will be described later.

[0093]

[0071] <Operation of Airbag ECU> With reference to Figs. 4 to 6, the operation of the airbag ECU ! XXX according to the embodiment of the present invention will be described.

[0094]

[0072] As described above, the airbag ECU 100 detects an impact to the vehicle 100 using the detection results of various sensors in the airbag control system 1000. When an impact to the vehicle 100 is detected, the processing unit 100b can improve the safety of occupants or pedestrians in the vehicle 100 by deploying airbags in various locations such as the driver's seat and passenger seat or by lifting the hood of the vehicle 100.

[0095]

[0073] As described above, the airbag control system 1000 utilizes the detection results of the sensors provided in the vehicle 10. Here, the detection results of the sensors may depend on the mounting position and mounting posture of the sensors. Therefore, if deformation of the vehicle 10 occurs due to an accident or the like, it may be difficult for the sensors to obtain the desired detection results. Therefore, in this embodiment, the airbag ECU 100 performs processing to diagnose deformation of the vehicle 10. An example of the processing performed by the airbag ECU 100 will be described in detail below.

[0096]

[0074] Fig. 4 is a flowchart showing an example of the flow of processing performed by the airbag ECU 100. Step S101 in Fig. 4 corresponds to the start of the processing flow shown in Fig. 4. Step S107 in Fig. 4 corresponds to the end of the processing flow shown in Fig. 4.

[0097]

[0075] The processing flow shown in FIG. 4 starts when the ignition switch 410 of the vehicle 10 is turned "ON." Note that when the ignition switch 410 is turned "ON," the vehicle 10 is basically stopped. Therefore, the processing flow shown in FIG. 4 is basically performed when the vehicle 10 is stopped. However, the airbag ECU 100 may start the processing flow shown in FIG. 4 when it determines that the vehicle 10 is stopped based on the vehicle speed, etc. of the vehicle 10.

[0098]

[0076] As will be described later, in the processing flow shown in FIG. 4, the deformation of the vehicle 10 is diagnosed using the first detection data detected by each acceleration sensor at the time of shipment of the vehicle 10. Here, at the time of shipment of the vehicle 10, sensing is performed in advance by each acceleration sensor with each acceleration sensor attached to the vehicle 10, and the data detected by each acceleration sensor is stored in advance in the memory unit 100c as the first detection data. Note that the detection of the first detection data is performed when the vehicle 10 is stopped. Specifically, the detection of the first detection data is performed when the vehicle 10 is stopped on flat ground and the up-down direction of the vehicle is along the vertical direction.

[0099]

[0077] When the processing flow shown in FIG. 4 starts, in step S102, the acquisition unit 100a acquires the second detection data currently detected by each acceleration sensor.

[0100]

[0078] Next, in step S103, the processing unit 100b diagnoses the deformation of the vehicle 10. Details of the process for diagnosing the deformation of the vehicle 10 in step S103 will be described later, but this process diagnoses whether or not deformation has occurred in the vehicle 10.

[0101]

[0079] After step S103 in FIG. 4, in step S104, the processing unit 100b determines whether deformation of the vehicle 10 has occurred based on the diagnosis result of step S103.

[0102]

[0080] If it is determined that the vehicle 10 has not been deformed (step S104 / NO), the processing flow shown in Fig. 4 ends. On the other hand, if it is determined that the vehicle 10 has been deformed (step S104 / YES), the processing flow proceeds to step S105.

[0103]

[0081] If the answer is YES in step S104, in step S105, the processing unit 100b stores information regarding the deformation of the vehicle 10 in the memory unit 100c.

[0104]

[0082] For example, the processing unit 100b may store information indicating that deformation of the vehicle 10 has occurred in the memory unit 100c. Also, for example, the processing unit 100b may store information indicating the deformed location of the vehicle 10 and the manner in which the vehicle 10 has been deformed in the memory unit 100c in addition to the information indicating that deformation of the vehicle 10 has occurred.

[0105]

[0083] By storing information about the deformation of the vehicle 10 in the memory unit 100c as described above, such information can be shared with workers at repair shops and sales staff at dealerships who handle the vehicle 10 in the future. The processing unit 100b may also perform processing to transmit information indicating that deformation has occurred in the vehicle 10 to other ECUs (e.g., brake ECUs) within the vehicle 10.

[0106]

[0084] Next, in step S106, the processing unit 100b performs processing to notify the driver of information regarding the deformation of the vehicle 10, and the processing flow shown in Figure 4 ends.

[0107]

[0085] For example, the processing unit 100b may notify the driver of information indicating that deformation of the vehicle 10 has occurred using a display device or the like of the vehicle 10. Furthermore, for example, the processing unit 100b may notify the driver of information indicating the location of deformation of the vehicle 10 and the manner of deformation of the vehicle 10, in addition to the information indicating that deformation of the vehicle 10 has occurred.

[0108]

[0086] By notifying the driver of the information regarding the deformation of the vehicle 10 as described above, the driver can be prompted to transport the vehicle 10 to a repair shop. Note that, when the processing unit 100b determines that the vehicle 10 has been deformed, the processing unit 100b may perform processing to transmit the information regarding the deformation of the vehicle 10 to a repair shop or the like.

[0109]

[0087] The following describes in detail the process for diagnosing deformation of the vehicle 10 in step S103. In step S103, the processing unit 100b diagnoses deformation of the vehicle 10 based on the results of comparing the first detection data detected by each acceleration sensor in the past (specifically, when the vehicle 10 was shipped) with the second detection data detected by each acceleration sensor at the present time. Below, with reference to Figures 5 and 6, a first example and a second example are presented as examples of when deformation occurs in the vehicle 10, and the process for diagnosing deformation of the vehicle 10 in each example will be described in order. In Figures 5 and 6, the upward and downward directions of the vehicle 10 are indicated by arrows TO and BO, respectively.

[0110]

[0088] Fig. 5 is a schematic side view showing a first example of deformation of the vehicle 10. Of the five acceleration sensors, Fig. 5 only shows the front right acceleration sensor 600, the front left acceleration sensor 610, and the acceleration sensor 150, and does not show the right side acceleration sensor 620 and the left side acceleration sensor 630.

[0111]

[0089] In the first example, as shown by dashed line L1 in Fig. 5, a deformation occurs in which the front part of the bottom of the vehicle 10 moves upward relative to the surrounding parts. As a result, the orientations of the front right acceleration sensor 600, front left acceleration sensor 610, and acceleration sensor 150 change so that they rotate around a rotation axis in the left-right direction of the vehicle, as shown in Fig. 5. In Fig. 5, the orientation of each acceleration sensor at the time of shipment is shown by a two-dot chain line, and the current orientation of each acceleration sensor is shown by a solid line.

[0112]

[0090] Specifically, as the vehicle 10 deforms, the front right acceleration sensor 600 and the front left acceleration sensor 610 rotate counterclockwise when the vehicle 10 is viewed from the left side. In other words, the attitudes of the front right acceleration sensor 600 and the front left acceleration sensor 610 change so that the positive direction of the Ax axis tilts downward relative to the front of the vehicle, and the positive direction of the Az axis tilts backward relative to the bottom of the vehicle. Also, as the vehicle 10 deforms, the acceleration sensor 150 rotates clockwise when the vehicle 10 is viewed from the left side. In other words, the attitude of the acceleration sensor 150 changes so that the positive direction of the Ax axis tilts upward relative to the front of the vehicle, and the positive direction of the Az axis tilts forward relative to the bottom of the vehicle.

[0113]

[0091] In a first example, the processing unit 100b can diagnose deformation of the vehicle 10 shown in Fig. 5 by comparing the first detection data detected by each acceleration sensor at the time of shipment with the second detection data currently detected by each acceleration sensor. Here, the processing unit 100b can diagnose deformation of the vehicle 10 shown in Fig. 5 based on, for example, the change between the first detection data and the second detection data detected by the same acceleration sensor.

[0114]

[0092] For example, the processing unit 100b can determine that the attitude of the front right acceleration sensor 600 is changing in accordance with deformation of the vehicle 10, based on the change between the first detection data detected by the front right acceleration sensor 600 at the time of shipment and the second detection data currently detected by the front right acceleration sensor 600.

[0115]

[0093] At the time of shipment, the Ax axis of the front right acceleration sensor 600 is aligned with the longitudinal direction of the vehicle. Therefore, the absolute value of the Ax axis component of the first detection data detected by the front right acceleration sensor 600 when the vehicle 10 is stopped at the time of shipment is basically close to 0 m / s² or 10 m / s².

[0116]

[0094] Meanwhile, in the first example, after the deformation of the vehicle 10, the Ax axis of the front right acceleration sensor 600 is inclined with respect to the longitudinal direction of the vehicle. Therefore, the absolute value of the Ax axis component in the second detection data detected by the front right acceleration sensor 600 when the vehicle 10 is currently stopped is 0 m / s, reflecting the gravity acting on the vehicle 10. 2Specifically, the absolute value of the A x-axis component is a value obtained by multiplying the sine of the rotation angle of the front right acceleration sensor 600 relative to the time of shipment by the gravity acting on the vehicle 10

[0095] . Therefore, for example, if the absolute value of the A x-axis component in the second detection data detected by the front right acceleration sensor 600 is equal to or greater than the min value, the processing unit 100b determines that the attitude of the front right acceleration sensor 600 has changed in accordance with deformation of the vehicle 10. The min value is a value large enough to determine that the absolute value of the A x-axis component has increased due to a change in the attitude of the front right acceleration sensor 600, for example. In the first example, the processing unit ioob can determine that a change in the attitude of the front right acceleration sensor 600 has occurred by comparing the absolute value and the absolute value of the A x-axis component in the second detection data as described above.

[0117]

[0096] The processing unit 100b can also determine the direction of change in the attitude of the front right acceleration sensor 600 depending on whether the Ax-axis component in the second detection data detected by the front right acceleration sensor 600 is a positive value. In the first example, since the Ax-axis component in the second detection data detected by the front right acceleration sensor 600 is a positive value, the processing unit 100b can also determine that the front right acceleration sensor 600 is rotating counterclockwise when the vehicle 10 is viewed from the left side.

[0118]

[0097] Furthermore, at the time of shipment, the Az-axis of the front right acceleration sensor 600 is aligned with the vertical direction of the vehicle. Therefore, the Az-axis component of the first detection data detected by the front right acceleration sensor 600 when the vehicle 10 is stopped at the time of shipment substantially coincides with the magnitude of gravity acting on the vehicle 10.

[0119]

[0098] Meanwhile, in the first example, after the deformation of the vehicle 10, the Az-axis of the front right acceleration sensor 600 is now inclined relative to the vertical direction of the vehicle. Therefore, the Az-axis component in the second detection data detected by the front right acceleration sensor 600 when the vehicle 10 is currently stopped is smaller than the magnitude of gravity acting on the vehicle 10. Specifically, the absolute value of the Az-axis component is obtained by multiplying the cosine of the rotation angle of the front right acceleration sensor 600 relative to the time of shipment by the gravity acting on the vehicle 10.

[0120] Therefore, for example, if the difference between the A z-axis component in the second detection data detected by the front right acceleration sensor 600 and the magnitude of gravity acting on the vehicle 10 is equal to or greater than the minimum value, the processing unit 100b determines that the attitude of the front right acceleration sensor 600 has changed due to deformation of the vehicle 10. The minimum value is, for example, a value large enough to determine that the A z-axis component has decreased due to a change in the attitude of the front right acceleration sensor 600. In the first example, the processing unit 100 can also determine that a change in the attitude of the front right acceleration sensor 600 has occurred by comparing the A z-axis component in the second detection data with the magnitude of gravity acting on the vehicle 10 as described above.

[0121]

[0100] In the above, in the first example, an example has been described in which it is determined that a change in the attitude of the front right acceleration sensor 600 has occurred based on the Ax-axis component in the first detection data and the second detection data, and an example has been described in which it is determined that a change in the attitude of the front right acceleration sensor 600 has occurred based on the Az-axis component in the first detection data and the second detection data. However, in the first example, the processing unit 100b may determine that a change in the attitude of the front right acceleration sensor 600 has occurred based on only one of the Ax-axis component and the Az-axis component in the first detection data and the second detection data, or may determine that a change in the attitude of the front right acceleration sensor 600 has occurred based on both the Ax-axis component and the Az-axis component in the first detection data and the second detection data.

[0122]

[0101] Furthermore, for example, the processing unit 100b can determine that the posture of the front left acceleration sensor 610 has changed due to deformation of the vehicle 10, based on the change between the first detection data detected by the front left acceleration sensor 610 at the time of shipment and the second detection data currently detected by the front left acceleration sensor 610. Note that the process for determining a change in the posture of the front left acceleration sensor 610 is similar to the process for determining a change in the posture of the front right acceleration sensor 600 described above, and therefore details will not be given here. Note that, similar to the process for determining a change in the posture of the front right acceleration sensor 600 described above, the processing unit 100b can also determine that the front left acceleration sensor 610 has rotated counterclockwise when the vehicle 10 is viewed from the left side.

[0123]

[0102] Furthermore, for example, the processing unit 100b determines a change in the attitude of the acceleration sensor 150 from the time of shipment to the present based on the change between the first detection data detected by the acceleration sensor 150 at the time of shipment and the second detection data currently detected by the acceleration sensor 150. Note that the process for determining a change in the attitude of the acceleration sensor 150 is similar to the process for determining a change in the attitude of the front right acceleration sensor 600 described above, and therefore details will not be repeated. Note that, similar to the process for determining a change in the attitude of the front right acceleration sensor 600 described above, the processing unit 100b can also determine that the acceleration sensor 150 is rotating clockwise when the vehicle 10 is viewed from the left side.

[0124]

[0103] As described above, the processing unit 100b compares the first detection data detected by each acceleration sensor at the time of shipment with the second detection data currently detected by each acceleration sensor, thereby identifying the acceleration sensor whose posture has changed due to deformation of the vehicle 10. Then, the processing unit ioob diagnoses the deformation of the vehicle 10 based on the information thus identified.

[0125]

[0104] For example, if there is at least one acceleration sensor whose posture has changed due to the deformation of the vehicle 10, the processing unit 100b diagnoses that deformation of the vehicle 10 has occurred. In the first example, as described above, the processing unit 100b can determine that the postures of the front right acceleration sensor 600, the front left acceleration sensor 610, and the acceleration sensor 150 have changed due to the deformation of the vehicle 10. Therefore, the processing unit ioob can diagnose that deformation of the vehicle 10 has occurred.

[0126]

[0105] For example, the processing unit 100b diagnoses the deformation location of the vehicle 10 based on information from the acceleration sensor whose posture has changed among all five acceleration sensors. In the first example, as described above, the processing unit 100b can determine that the acceleration sensors whose posture has changed among all five acceleration sensors are the front right acceleration sensor 600, the front left acceleration sensor 610, and the acceleration sensor 150. Therefore, the processing unit 100b can diagnose that deformation has occurred on the front side of the bottom of the vehicle 10.

[0127]

[0106] The processing unit 100b may further diagnose the details of the deformation of the vehicle 10 based on the direction of change in the attitude of the acceleration sensor. For example, in the first example, as described above, the processing unit 100b can determine that the direction of change in the attitude of the front right acceleration sensor 600 and the front left acceleration sensor 610 is counterclockwise when viewed from the left side of the vehicle 10, and that the direction of change in the attitude of the acceleration sensor 150 is clockwise when viewed from the left side of the vehicle 10. Therefore, the processing unit 100b may diagnose that a deformation has occurred in which the front part of the bottom of the vehicle 10 moves upward relative to the surrounding parts, as shown by the dashed line L1 in FIG.

[0128]

[0107] In the above, an example has been described in which the processing unit 100b identifies a change in the attitude of the acceleration sensor based on the change between the first detection data and the second detection data detected by the same acceleration sensor, and diagnoses deformation of the vehicle 10. Here, if the road surface on which the vehicle 10 is currently stopped is inclined, the detection result of the acceleration sensor will change even if the attitude of the acceleration sensor relative to the vehicle 10 has not changed from the time of shipment to the present.

[0129] Therefore, it is preferable that the processing unit 100b takes into account the gradient of the road surface to identify a change in the attitude of the acceleration sensor and diagnose deformation of the vehicle 10. For example, it is preferable that the processing unit 100b removes the influence of the gradient of the road surface from the second detection data, generates detection data obtained when the vehicle 10 is currently stopped on flat ground, and compares such detection data with the first detection data to identify a change in the attitude of the acceleration sensor and diagnose deformation of the vehicle 10. Note that the acquisition unit 100a can acquire information about the gradient of the road surface based on the detection results of an inertial measurement unit (IMU) provided on the vehicle 10 and equipped with a three-axis gyro sensor (for example, a gyro sensor provided in the airbag ECU 100) and a three-direction acceleration sensor.

[0130] As described above, in the above method, it is preferable to take into account the gradient of the road surface in order to accurately diagnose the deformation of the vehicle 10. Here, as a method for accurately diagnosing the deformation of the vehicle 10 without taking into account the gradient of the road surface, the processing unit 100b may diagnose the deformation of the vehicle 10 based on a change between the relationship between the acceleration sensors of the first detection data detected by each of the multiple acceleration sensors and the relationship between the acceleration sensors of the second detection data detected by each of the multiple acceleration sensors.

[0131]

[0110] For example, the processing unit 100b diagnoses deformation of the vehicle 10 based on a change in the relationship between the acceleration sensors of the first detection data detected by each of the five acceleration sensors and the relationship between the acceleration sensors of the second detection data detected by each of the five acceleration sensors.

[0132]

[0111] At the time of shipment, the Ax axes of all five acceleration sensors are aligned along the longitudinal direction of the vehicle. In other words, the Ax-axis components of the first detection data detected by all five acceleration sensors at the time of shipment are approximately equal between the acceleration sensors. The processing unit 100b, for example, determines whether the Ax-axis components of the second detection data currently detected by all five acceleration sensors are within a predetermined range. The predetermined range is, for example, a range large enough to determine that the Ax-axis components are approximately equal.

[0133]

[0112] For example, if the Ax-axis components of the second detection data currently detected by all five acceleration sensors are not within a predetermined range, the processing unit 100b determines that the attitude of one of the acceleration sensors has changed due to the deformation of the vehicle 10, and diagnoses that deformation of the vehicle 10 has occurred. In the first example, the attitudes of the front right acceleration sensor 600, the front left acceleration sensor 610, and the acceleration sensor 150 have changed due to the deformation of the vehicle 10, so the Ax-axis components of the second detection data currently detected by all five acceleration sensors are no longer within the predetermined range. Therefore, the processing unit 100b can diagnose that deformation of the vehicle 10 has occurred.

[0134]

[0113] As described above, if the road surface on which the vehicle 10 is currently parked is inclined, the detection results of the acceleration sensors will change even if the attitude of the acceleration sensors relative to the vehicle 10 has not changed since shipment. However, the effect of the road surface gradient on the detection data detected by the acceleration sensors is basically the same for all five acceleration sensors. Therefore, if there is no deformation of the vehicle 10, the relationship between the detection data detected by all five acceleration sensors will basically not change from shipment to the present. Therefore, according to the above method, deformation of the vehicle 10 can be accurately diagnosed without taking into account the gradient of the road surface.

[0135] [〇 114] Fig. 6 is a schematic top view showing a second example of deformation of the vehicle 10. Of the five acceleration sensors, Fig. 6 only shows the front right acceleration sensor 600, the front left acceleration sensor 610, the right side acceleration sensor 62〇, and the left side acceleration sensor 63〇, and does not show the acceleration sensor 15〇.

[0136]

[0115] In the second example, as shown by dashed line L2 in Fig. 6, the right side of the vehicle 10 is twisted counterclockwise when viewed from the front. As a result, the orientations of the front right acceleration sensor 600 and the right side acceleration sensor 620 change so that they rotate around a rotation axis in the fore-and-aft direction of the vehicle, as shown in Fig. 6. In Fig. 6, the orientation of each acceleration sensor at the time of shipment is shown by a two-dot chain line, and the current orientation of each acceleration sensor is shown by a solid line.

[0137]

[0116] Specifically, due to the deformation of the vehicle i0, the front right acceleration sensor 600 and the right side acceleration sensor 620 rotate counterclockwise when viewed from the front of the vehicle i0. In other words, the attitude of the front right acceleration sensor 600 changes so that the positive direction of the Az axis is tilted leftward relative to the downward direction of the vehicle. Also, the attitude of the right side acceleration sensor 620 changes so that the positive direction of the Ay axis is tilted downward relative to the right of the vehicle.

[0138]

[0117] In the second example, similar to the first example described above, the processing unit 100b can diagnose the deformation of the vehicle 10 shown in Fig. 6 by comparing the first detection data detected by each acceleration sensor at the time of shipment with the second detection data currently detected by each acceleration sensor. Here, the processing unit ioob can diagnose the deformation of the vehicle 10 shown in Fig. 6 based on, for example, the change between the first detection data and the second detection data detected by the same acceleration sensor.

[0139]

[0118] For example, the processing unit 100b can determine that the attitude of the front right acceleration sensor 600 is changing in accordance with deformation of the vehicle 10, based on the change between the first detection data detected by the front right acceleration sensor 600 at the time of shipment and the second detection data currently detected by the front right acceleration sensor 600.

[0140]

[0119] At the time of shipment, the Az axis of the front right acceleration sensor 600 is aligned with the vertical direction of the vehicle. Therefore, the Az axis component of the first detection data detected by the front right acceleration sensor 600 when the vehicle 10 is stopped at the time of shipment roughly corresponds to the magnitude of gravity acting on the vehicle 10.

[0141] [0 1 2 0] Meanwhile, in the second example, after the deformation of the vehicle 10, the Az axis of the front right acceleration sensor 600 is tilted relative to the vertical direction of the vehicle. Therefore, the Az axis component in the second detection data detected by the front right acceleration sensor 600 when the vehicle 10 is currently stopped is smaller than the magnitude of gravity acting on the vehicle 10. Specifically, the absolute value of the Az axis component is obtained by multiplying the cosine of the rotation angle of the front right acceleration sensor 600 relative to the time of shipment by the gravity acting on the vehicle 10.

[0142]

[0121] Therefore, for example, if the difference between the A z-axis component in the second detection data detected by the front right acceleration sensor 600 and the magnitude of gravity acting on the vehicle 10 is equal to or greater than the minimum value, the processing unit 100b determines that the attitude of the front right acceleration sensor 600 has changed due to deformation of the vehicle 10. The minimum value is, for example, a value large enough to determine that the A z-axis component has decreased due to a change in the attitude of the front right acceleration sensor 600. In the second example, the processing unit 100b can determine that a change in the attitude of the front right acceleration sensor 600 has occurred by comparing the A z-axis component in the second detection data with the magnitude of gravity acting on the vehicle 10 as described above.

[0143]

[0122] Here, as will be described later, the front right acceleration sensor 600 may detect acceleration in three axes. In that case, the front right acceleration sensor 600 can also detect the acceleration component of the Ay-axis, which is an axis along the left-right direction of the vehicle 10 at the time of shipment. In that case, the Ay-axis of the front right acceleration sensor 600 (an axis perpendicular to the Ax-axis and Az-axis, although not shown in FIG. 6) is along the left-right direction of the vehicle at the time of shipment. Therefore, the absolute value of the Ay-axis component in the first detection data detected by the front right acceleration sensor 600 when the vehicle 10 is stopped at the time of shipment is basically a value close to 0 m / s² or 0 m / s².

[0144]

[0123] Meanwhile, in the second example, after the deformation of the vehicle 10, the Ay-axis of the front right acceleration sensor 600 is tilted relative to the left-right direction of the vehicle. Therefore, the absolute value of the Ay-axis component in the second detection data detected by the front right acceleration sensor 600 when the vehicle 10 is currently stopped is greater than 0 m / s², reflecting the gravity acting on the vehicle 10. Specifically, the absolute value of the Ay-axis component is a value obtained by multiplying the sine of the rotation angle of the front right acceleration sensor 600 relative to the time of shipment by the gravity acting on the vehicle 10.

[0145]

[0124] Therefore, for example, if the absolute value of the Ay-axis component in the second detection data detected by the front right acceleration sensor 600 is equal to or greater than the min value, the processing unit 100b determines that the attitude of the front right acceleration sensor 600 has changed in conjunction with deformation of the vehicle 10. The min value is a value large enough to determine that the absolute value of the Ay-axis component has increased due to a change in the attitude of the front right acceleration sensor 600. In the second example, the processing unit 100b can also determine that a change in the attitude of the front right acceleration sensor 600 has occurred by comparing the absolute value of the Ay-axis component in the second detection data with the min value as described above.

[0146]

[0125] In the above, in the second example, an example has been described in which it is determined that a change in the attitude of the front right acceleration sensor 600 has occurred based on the Az-axis component in the first detection data and the second detection data, and an example has been described in which it is determined that a change in the attitude of the front right acceleration sensor 600 has occurred based on the Ay-axis component in the first detection data and the second detection data. However, in the second example, the processing unit 100b may determine that a change in the attitude of the front right acceleration sensor 600 has occurred based on only one of the Az-axis component and the Ay-axis component in the first detection data and the second detection data, or may determine that a change in the attitude of the front right acceleration sensor 600 has occurred based on both the Az-axis component and the Ay-axis component in the first detection data and the second detection data.

[0147]

[0126] Furthermore, for example, the processing unit 100b can determine that the attitude of the right side acceleration sensor 620 is changing in accordance with deformation of the vehicle 10, based on the change between the first detection data detected by the right side acceleration sensor 620 at the time of shipment and the second detection data currently detected by the right side acceleration sensor 620.

[0148]

[0127] At the time of shipment, the Ay-axis of the right side acceleration sensor 620 is aligned with the left-right direction of the vehicle. Therefore, the absolute value of the Ay-axis component of the first detection data detected by the right side acceleration sensor 620 when the vehicle 1 is stopped at the time of shipment is basically 0.05 m / s² or a value close to 0.05 m / s².

[0149]

[0128] Meanwhile, in the second example, after the deformation of the vehicle 10, the Ay-axis of the right side acceleration sensor 620 is tilted relative to the left-right direction of the vehicle. Therefore, the absolute value of the Ay-axis component in the second detection data detected by the right side acceleration sensor 620 when the vehicle 10 is currently stopped is greater than 0 m / s², reflecting the gravity acting on the vehicle 10. Specifically, the absolute value of the Ay-axis component is a value obtained by multiplying the sine of the rotation angle of the right side acceleration sensor 620 relative to the time of shipment by the gravity acting on the vehicle 10.

[0150]

[0129] Therefore, for example, if the absolute value of the Ay-axis component in the second detection data detected by the right side acceleration sensor 620 is equal to or greater than the min value, the processing unit 100b determines that the attitude of the right side acceleration sensor 620 has changed due to deformation of the vehicle 10. The min value is, for example, a value large enough to determine that the absolute value of the Ay-axis component has increased due to a change in the attitude of the right side acceleration sensor 620. In the second example, the processing unit 100b can determine that a change in the attitude of the right side acceleration sensor 620 has occurred by comparing the absolute value of the Ay-axis component in the second detection data with the min value as described above.

[0151]

[0130] The processing unit 100b can also determine the direction of change in the posture of the right side acceleration sensor 620 depending on whether the Ay-axis component of the second detection data detected by the right side acceleration sensor 620 is a positive value. In the second example, since the Ay-axis component of the second detection data detected by the right side acceleration sensor 620 is a positive value, the processing unit 100b can also determine that the right side acceleration sensor 620 is rotating counterclockwise when the vehicle 10 is viewed from the front.

[0152]

[0131] Here, as will be described later, the right side acceleration sensor 620 may detect acceleration in three axes. In that case, the right side acceleration sensor 620 can also detect the acceleration component of the Az axis, which is an axis along the vertical direction of the vehicle 10 at the time of shipment. In that case, the Az axis of the right side acceleration sensor 620 is along the vertical direction of the vehicle at the time of shipment. Therefore, the Az axis component in the first detection data detected by the right side acceleration sensor 620 when the vehicle 10 is stopped at the time of shipment approximately matches the magnitude of gravity acting on the vehicle 10.

[0153]

[0132] Meanwhile, in the second example, after the deformation of the vehicle 10, the Az-axis of the right side acceleration sensor 620 is tilted relative to the vertical direction of the vehicle. Therefore, the Az-axis component in the second detection data detected by the right side acceleration sensor 620 when the vehicle 10 is currently stopped is smaller than the magnitude of gravity acting on the vehicle 10. Specifically, the absolute value of the Az-axis component is calculated by multiplying the cosine of the rotation angle of the right side acceleration sensor 620 relative to the time of shipment by the gravity acting on the vehicle 10.

[0154]

[0133] Therefore, for example, if the difference between the Az-axis component in the second detection data detected by the right side acceleration sensor 620 and the magnitude of gravity acting on the vehicle 10 is equal to or greater than the minimum value, the processing unit 100b determines that the attitude of the right side acceleration sensor 620 has changed due to deformation of the vehicle 10. The minimum value is, for example, a value large enough to determine that the Az-axis component has decreased due to a change in the attitude of the right side acceleration sensor 620. In the second example, the processing unit 100b can also determine that a change in the attitude of the right side acceleration sensor 620 has occurred by comparing the Az-axis component in the second detection data with the magnitude of gravity acting on the vehicle 10 as described above.

[0155]

[0134] In the above, in the second example, an example has been described in which a change in the attitude of the right side acceleration sensor 620 is determined based on the Ay-axis component in the first detection data and the second detection data, and an example has been described in which a change in the attitude of the right side acceleration sensor 620 is determined based on the Az-axis component in the first detection data and the second detection data. However, in the second example, the processing unit 100b may determine that a change in the attitude of the right side acceleration sensor 620 has occurred based on only one of the Ay-axis component and the Az-axis component in the first detection data and the second detection data, or may determine that a change in the attitude of the right side acceleration sensor 620 has occurred based on both the Ay-axis component and the Az-axis component in the first detection data and the second detection data.

[0156]

[0135] As described above, the processing unit 100b compares the first detection data detected by each acceleration sensor at the time of shipment with the second detection data currently detected by each acceleration sensor, thereby identifying the acceleration sensor whose posture has changed due to deformation of the vehicle 10. Then, the processing unit 100b diagnoses the deformation of the vehicle 10 based on the information thus identified.

[0157]

[0136] For example, if there is at least one acceleration sensor whose attitude has changed due to the deformation of the vehicle 10, the processing unit 100b diagnoses that the vehicle 10 has been deformed. In the second example, as described above, the processing unit 100b can determine that the attitudes of the front right acceleration sensor 600 and the right side acceleration sensor 620 have changed due to the deformation of the vehicle 10. Therefore, the processing unit 100b can diagnose that the vehicle 10 has been deformed.

[0158]

[0137] For example, the processing unit 100b diagnoses the deformation location of the vehicle 10 based on information from the acceleration sensor whose posture has changed among all five acceleration sensors. In the second example, as described above, the processing unit 100b can determine that the acceleration sensors whose posture has changed among all five acceleration sensors are the front right acceleration sensor 600 and the right side acceleration sensor 620. Therefore, the processing unit ioob can diagnose that deformation has occurred on the right side of the vehicle 10.

[0159]

[0138] The processing unit 100b may further diagnose the details of the deformation of the vehicle 10 based on the direction of change in the attitude of the acceleration sensor. For example, in the second example, as described above, the processing unit 100 may determine that the direction of change in the attitude of the right side acceleration sensor 620 is counterclockwise when viewed from the front of the vehicle 10. Therefore, the processing unit 100b may diagnose that the right side of the vehicle 10 has been twisted counterclockwise when viewed from the front, as shown by the dashed line L2 in Fig. 6.

[0160]

[0139] In the above method, similar to the first example described above, it is preferable to take into account the gradient of the road surface in order to accurately diagnose the deformation of the vehicle 10. Also, in the second example, similar to the first example described above, as a method for accurately diagnosing the deformation of the vehicle 10 without taking into account the gradient of the road surface, the processing unit ioob may diagnose the deformation of the vehicle 10 based on the change between the relationship between the acceleration sensors of the first detection data detected by each of the multiple acceleration sensors and the relationship between the acceleration sensors of the second detection data detected by each of the multiple acceleration sensors.

[0161]

[0140] For example, the processing unit 100b may diagnose deformation of the vehicle 100 based on a change in the relationship between the acceleration sensors of the first detection data detected by the three acceleration sensors, i.e., the front right acceleration sensor 600, the front left acceleration sensor 610, and the acceleration sensor 150, and the relationship between the acceleration sensors of the second detection data detected by the three acceleration sensors.

[0162]

[0141] At the time of shipment, the Az axes of the three acceleration sensors are aligned in the vertical direction of the vehicle. In other words, the Az-axis components of the first detection data detected by the three acceleration sensors at the time of shipment are approximately equal between the acceleration sensors. The processing unit 100b, for example, determines whether the Az-axis components of the second detection data currently detected by the three acceleration sensors are within a predetermined range. The predetermined range is, for example, a range large enough to determine that the Az-axis components are approximately equal.

[0163]

[0142] For example, if the Az-axis components of the second detection data currently detected by the three acceleration sensors are not within a predetermined range, the processing unit 100b determines that the attitude of one of the acceleration sensors has changed due to the deformation of the vehicle 10, and diagnoses that deformation of the vehicle 10 has occurred. In the second example, the attitude of the front right acceleration sensor 600 has changed due to the deformation of the vehicle 10, so the Az-axis components of the second detection data currently detected by the three acceleration sensors are no longer within the predetermined range. Therefore, the processing unit 100b can diagnose that deformation of the vehicle 10 has occurred.

[0164]

[0143] For example, the processing unit 100b may diagnose deformation of the vehicle 100 based on a change in the relationship between the acceleration sensors of the first detection data detected by the two acceleration sensors, the right side acceleration sensor 620 and the left side acceleration sensor 630, and the relationship between the acceleration sensors of the second detection data detected by the two acceleration sensors.

[0165]

[0144] At the time of shipment, the Ay axes of the two acceleration sensors are aligned with the left-right direction of the vehicle. In other words, the Ay-axis components of the first detection data detected by the two acceleration sensors at the time of shipment are approximately equal between the acceleration sensors. The processing unit 100b, for example, determines whether the Ay-axis components of the second detection data currently detected by the two acceleration sensors are within a predetermined range. The predetermined range is, for example, a range large enough to determine that the Ay-axis components are approximately equal.

[0166]

[0145] For example, if the Ay-axis components of the second detection data currently detected by the two acceleration sensors are not within a predetermined range, the processing unit 100b determines that the attitude of one of the acceleration sensors has changed due to the deformation of the vehicle 10, and diagnoses that deformation of the vehicle 10 has occurred. In the second example, the attitude of the right side acceleration sensor 620 has changed due to the deformation of the vehicle 10, so the Ay-axis components of the second detection data currently detected by the two acceleration sensors are no longer within the predetermined range. Therefore, the processing unit ioob can diagnose that deformation of the vehicle 10 has occurred.

[0167]

[0146] The processing unit 100b can also perform a correction process to correct the detection data of the acceleration sensor so that the orientation of each axis of the acceleration sensor matches the orientation at the time of shipment. This correction process is also called offset cancellation, for example. This correction process is used, for example, to prevent the axes from shifting due to aging or other reasons of the acceleration sensor. Here, in step S102 of FIG. 4, data detected by the acceleration sensor in a state where the above correction has not been performed is acquired as second detection data, and in step S103 of FIG. 4, the deformation of the vehicle 10 is diagnosed using the second detection data obtained in this way.

[0168]

[0147] As described above, the airbag ECU 100 includes a processing unit ioob that diagnoses deformation of the vehicle 10 based on a comparison result between first detection data detected in the past by at least one sensor (in the above example, the acceleration sensor 150, the front right acceleration sensor 600, the front left acceleration sensor 610, the right side acceleration sensor 620, and the left side acceleration sensor 630) that is provided on the vehicle 10 and detects the behavior of the vehicle 10, and second detection data detected currently by at least one sensor. This makes it possible to diagnose deformation of the vehicle 10 by focusing on changes in the detection data detected by the sensors from the past to the present.

[0169]

[0148] The above describes an example of the processing performed by the airbag ECU 100. However, the processing performed by the airbag ECU 100 is not limited to the above example, and may be, for example, a processing obtained by appropriately modifying the above example. Furthermore, the configuration of the vehicle 10 in which the airbag ECU 100 is installed is not limited to the above example.

[0170]

[0149] For example, in the above example, the first detection data is detected at the time of shipment of the vehicle 10. However, the first detection data may be detected in the past and may be detected at a timing other than the time of shipment of the vehicle 10. For example, after the time of shipment of the vehicle 10, if the processing unit 100b executes the processing flow shown in Fig. 4 and determines that no deformation of the vehicle 10 has occurred, the processing unit 100b may store the second detection data used to diagnose the deformation of the vehicle 10 in the memory unit 100c, and the next time the processing flow shown in Fig. 4 is performed, the second detection data stored as described above may be used as the first detection data.

[0171]

[0150] For example, in the above, with reference to FIG. 2, an example of the number and arrangement of acceleration sensors in vehicle 10 and the information detected by each acceleration sensor has been described. However, the number and arrangement of acceleration sensors in vehicle 10 and the information detected by each acceleration sensor may be different from the above example. For example, in the above example, an example in which each acceleration sensor detects acceleration on two axes has been described, but at least some of the acceleration sensors may detect acceleration on only one axis, or may detect acceleration on three axes. Also, for example, some acceleration sensors may be omitted from the example in FIG. 2. However, from the viewpoint of accurately diagnosing deformation of vehicle 10, it is preferable that more acceleration sensors be used in the process of diagnosing deformation of vehicle 10. For example, in the example of FIG. 6, the processing unit 100b may determine that deformation of the vehicle 10 has occurred without using the detection data of the right side acceleration sensor 620. However, by using the detection data of the right side acceleration sensor 620 in addition to the detection data of the front right acceleration sensor 600, deformation of the vehicle 10 can be diagnosed with high accuracy.

[0172]

[0151] In the above description, an example has been described in which an acceleration sensor is used as a sensor provided on the vehicle 10 to detect the behavior of the vehicle 10. However, an angular velocity sensor may be used as the sensor. In this case, for example, when the vehicle 10 is shipped, the angular velocity sensor is attached to the vehicle 10, and sensing is performed in advance using the angular velocity sensor while the vehicle 10 is rotated using a rotating bed or the like, and the data detected by the angular velocity sensor is stored in advance in the memory unit 100c as the first detection data. Then, in the process of acquiring the second detection data, similar to the acquisition of the first detection data, while the vehicle 10 is rotated using a rotating bed or the like, the detection data currently detected by the angular velocity sensor is acquired as the second detection data. By performing processing similar to that described above, the processing unit 10 ob can diagnose deformation of the vehicle 10 based on the comparison results between the first detection data and the second detection data detected by the angular velocity sensor.

[0173]

[0152] <Effects of the Airbag ECU> The effects of the airbag ECU 1 XX according to the embodiment of the present invention will be described.

[0174]

[0153] The airbag ECU 100 includes a processing unit ioob that diagnoses deformation of the vehicle 10 based on a comparison result between first detection data detected in the past by at least one sensor (in the above example, the acceleration sensor 150, the front right acceleration sensor 600, the front left acceleration sensor 610, the right side acceleration sensor 620, and the left side acceleration sensor 630) that is provided on the vehicle 10 and detects the behavior of the vehicle 10, and second detection data detected currently by at least one sensor. This makes it possible to diagnose deformation of the vehicle 10 by focusing on changes in the detection data detected by the sensors from the past to the present.

[0175]

[0154] Preferably, in the airbag ECU 100, the processing unit 100b diagnoses the deformation of the vehicle 10 based on the change between the first detection data and the second detection data detected by the same sensor (in the above example, the acceleration sensor 150, the front right acceleration sensor 600, the front left acceleration sensor 610, the right side acceleration sensor 620, or the left side acceleration sensor 630). This allows the deformation of the vehicle 10 to be appropriately diagnosed by focusing on the change from the past to the present in the detection data detected by the sensors.

[0176]

[0155] Preferably, in the airbag ECU 100, the vehicle 10 is provided with a plurality of sensors (in the above example, the acceleration sensor 150, the front right acceleration sensor 600, the front left acceleration sensor 610, the right side acceleration sensor 620, and the left side acceleration sensor 630), and the processing unit ioob diagnoses the deformation of the vehicle 10 based on the change between the relationship between the first detection data detected by the plurality of sensors and the relationship between the second detection data detected by the plurality of sensors. This makes it possible to accurately diagnose the deformation of the vehicle 10 without taking into account the gradient of the road surface.

[0177]

[0156] Preferably, in the airbag ECU 1XX, the first detection data is detected at the time of shipment of the vehicle 1XX. This makes it possible to diagnose deformation of the vehicle 1XX by comparing the detection data at the time of shipment, when there is basically no possibility of deformation of the vehicle 1XX, with the current detection data. Therefore, deformation of the vehicle 1XX can be diagnosed with higher accuracy. Furthermore, it is possible to reduce the effort required to obtain the first detection data after shipment.

[0178]

[0157] Preferably, in the airbag ECU 100, the sensors (in the above example, the acceleration sensor 150, the front right acceleration sensor 600, the front left acceleration sensor 610, the right side acceleration sensor 620, and the left side acceleration sensor 630) are acceleration sensors that detect acceleration. This makes it possible to effectively utilize the acceleration sensors provided in the airbag control system 1000 and appropriately diagnose deformation of the vehicle 10.

[0179]

[0158] Although the preferred embodiments of the present invention have been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to the above-described embodiments, and that various modifications and alterations within the scope of the claims also fall within the technical scope of the present invention.

[0180]

[0159] For example, the processes described herein using flowcharts do not necessarily have to be performed in the order shown in the flowcharts. Some process steps may be performed in parallel. Additional process steps may also be employed, and some process steps may be omitted.

[0181]

[0160] For example, the series of processes performed by the processing device described above (in the example, the airbag ECU 100) may be realized using software, hardware, or a combination of software and hardware. The program constituting the software is stored in advance in a storage medium provided inside or outside the information processing device.

[0182]

[0161] In the above description, a protection device that deploys airbags in each location, such as the driver's seat and the passenger seat, has been used as an example, but the processing device according to the present invention can also be applied to a control system for protecting pedestrians, as described below. When the processing device according to the present invention is applied to the control system of Fig. 7, the right bumper acceleration sensor 910, center bumper acceleration sensor 920, and left bumper acceleration sensor 930, which will be described later, can correspond to the sensors according to the present invention.

[0183]

[0162] Fig. 7 is a functional block diagram of a pedestrian protection control system. As shown in Fig. 7, the pedestrian protection control system includes a pedestrian protection ECU 900, a right bumper acceleration sensor 910, a center bumper acceleration sensor 920, a left bumper acceleration sensor 930, a first actuator 940, and a second actuator 950.

[0184]

[0163] The right bumper acceleration sensor 91〇, center bumper acceleration sensor 92〇, and left bumper acceleration sensor 930 acquire the acceleration when the vehicle collides with a pedestrian and send it to the pedestrian protection ECU 90〇.

[0185]

[0164] The pedestrian protection ECU 900 estimates the type of collision object based on data received from the right bumper acceleration sensor 910, the center bumper acceleration sensor 920, and the left bumper acceleration sensor 930, and activates the first actuator 940 and the second actuator 950 if it determines that the object is a pedestrian.

[0186]

[0165] For example, in a vehicle with little clearance between the hood and the engine, the pedestrian protection ECU 900 reduces the pedestrian injury value by increasing the clearance (distance) between the hood and the engine located directly below it by lifting the hood using the first actuator 940 and the second actuator 950. The pedestrian protection ECU 900 also has the function of covering the wipers and A-pillars with airbags that deploy outward to prevent an increase in the injury value caused by a pedestrian colliding with the protrusions at the base of the wipers or the A-pillars.

[0187]

[0166] The pedestrian protection ECU 900, for example, energizes a squib to ignite an inflator, generating gas, which then activates a piston, thereby activating the first actuator 940 and the second actuator 950. If there is sufficient microcomputer processing capacity and memory capacity, the airbag ECU ! XXX and the pedestrian protection ECU 900 can be integrated into one unit.

[0188]

[0167] In the above example, the driving source of the vehicle 10 (i.e., the driving source included in the airbag control system 1000) is an engine. However, instead of or in addition to an engine, an electric motor may be used as the driving source of the vehicle 10.

[0189] [Explanation of symbols]

[0190] [ 0 1 6 8 ]

[0191] 1. Vehicle

[0192] 1 0 0 Airbag ECU (processing unit)

[0193] 1 0 0 a Acquisition part

[0194] 1 0 0 b Processing section

[0195] 1 0 0 c storage section

[0196] 1 5〇 Acceleration sensor (sensor)

[0197] 2 0 0 Passenger seat occupant detection ECU

[0198] 3.0 Meter ECU

[0199] 4.0 Battery Power

[0200] 5.0 Driver's Side Air Bag Squib

[0201] 5 1 〇 Passenger side airbag squib

[0202] 5 2 0 Right side airbag squib

[0203] 5 3 0 Left side airbag squib

[0204] 5 4 0 Right curtain airbag squib

[0205] 5 5 0 Left curtain airbag squib

[0206] 6.0 Front right acceleration sensor (sensor)

[0207] 6 1 0 Front left acceleration sensor (sensor)

[0208] 6 2 0 Right side acceleration sensor (sensor)

[0209] 6 3 0 Left side acceleration sensor (sensor)

[0210] 6 4 0 Right side pressure sensor

[0211] 6 5 0 Left side pressure sensor

[0212] 7 0 0 fault diagnosis device

[0213] 8 0 0 Airbag warning light

[0214] 9 0 0 Pedestrian protection ECU

[0215] 9 1 0 Right bumper acceleration sensor (sensor)

[0216] 9 2 0 Center bumper acceleration sensor (sensor)

[0217] 9 3 0 Left bumper acceleration sensor (sensor)

[0218] 9 4 0 First actuator

[0219] 9 5 0 Second Actuator 1 0 0 0 Airbag Control System

Claims

twenty three [Document name] Scope of claims

1. A processing device comprising a processing unit (100b) that diagnoses deformation of a vehicle (10) based on a comparison result between first detection data detected in the past by at least one sensor (150, 600, 610, 620, 630) provided in the vehicle (10) for detecting the behavior of the vehicle (10) and second detection data detected currently by the at least one sensor (150, 600, 610, 620, 630).

2. The processing device according to Claim 1, wherein the processing unit (100b) diagnoses deformation of the vehicle (10) based on a change between the first detection data and the second detection data detected by the same one of the sensors (150, 600, 610, 620, 630).

3. The vehicle (10) is provided with a plurality of the sensors (150, 600, 610, 620, 630), and the processing unit (100b) diagnoses deformation of the vehicle (IO) based on a change between the relationship between the sensors of the first detection data respectively detected by the plurality of sensors (150, 600, 610, 620, 6 30) and the relationship between the sensors of the second detection data respectively detected by the plurality of sensors (15, 600, 610, 620, 630). The processing device according to Claim 1.

4. The processing device according to Claim 1, wherein the first detection data is detected at the time of shipment of the vehicle (io).

5. The processing device according to any one of Claims 1 to 4, wherein the sensors (150, 600,

5. The processing device according to any one of Claims 1 to 4, wherein the sensors (150, 600, 610, 620, 630) are acceleration sensors that detect acceleration.

6. A processing method for a vehicle (io), wherein a processing unit (100b) of a processing device (100) diagnoses deformation of the vehicle (10) based on a comparison result between first detection data detected in the past by at least one sensor (150, 600, 610, 620, 630) provided on the vehicle (10) and detecting a behavior of the vehicle (10), and second detection data detected currently by the at least one sensor (150, 600, 610, 620, 630).

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