JP2000019055A - Method of determining rigidity of vehicle collision target - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To provide a method for determining the rigidity of a vehicle collision object that can accurately determine the rigidity of the collision object when a vehicle collides. SOLUTION: An impact applied to the vehicle is detected by a floor sensor 32 disposed at a predetermined position in the vehicle, and C is detected.
The PU 22 calculates a moving average of the short-period component and a moving average of the long-period component based on the detected value, and calculates an initial curve of the moving average of the short-period component and an initial curve of the moving average of the long-period component. Is used to determine the rigidity of the collision object with which the vehicle has collided.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for judging the rigidity of a collision object of a vehicle when the collision of the vehicle occurs.

[0002]

2. Description of the Related Art Conventionally, in an activation control device for controlling activation of an occupant protection device, an impact applied to a vehicle is usually detected as a deceleration by an acceleration sensor installed on a floor tunnel, and based on the detected acceleration. This controls the activation of the occupant protection device. An apparatus for controlling the activation of such an occupant protection apparatus is disclosed in Japanese Unexamined Patent Publication No. 5-343.
There is an apparatus disclosed in US Pat. In this device, it is determined whether a collision is a heavy collision in a plastic deformation region or a light collision in an elastic deformation region based on a change in an acceleration signal, and activation control of the occupant protection device is performed at an appropriate timing.

[0003]

By the way, in the above-mentioned activation control device, it is determined whether the collision is a heavy collision in the plastic deformation region or a light collision in the elastic deformation region. However, the activation control of the occupant protection device is performed. In order to perform the operation more appropriately, it is necessary to determine the rigidity of the collision object.

It is an object of the present invention to provide a method for determining the rigidity of a collision object of a vehicle, which can accurately determine the rigidity of the collision object when the vehicle collides.

[0005]

According to a first aspect of the present invention, there is provided a method for determining the rigidity of a vehicle collision object, wherein a sensor disposed at a predetermined position in the vehicle detects an impact applied to the vehicle, and detects the detected value. Calculating a first moving average of a first section width and a second moving average of a second section width based on
The stiffness of the collision object with which the vehicle has collided is determined based on the initial curve of the first moving average and the initial curve of the second moving average.

According to this method, a first moving average, for example, a moving average of a short-period component and a second moving average, for example, a moving average of a long-period component, are calculated. Then, since the value of the ratio between the moving average of the short-period component and the moving average of the long-period component is different depending on whether the collision target is hard or soft, the rigidity of the collision target can be determined based on this. .

According to a second aspect of the present invention, there is provided a method for determining the rigidity of a vehicle collision object, wherein a sensor disposed at a predetermined position in the vehicle detects an impact applied to the vehicle and moves based on the detected value. An average and a difference are calculated, and the rigidity of the collision object with which the vehicle has collided is determined based on the moving average and the increase / decrease tendency of the difference.
According to the method for determining the rigidity of a collision object of a vehicle according to the second aspect, when the moving average and the difference are calculated based on the detected value, when the collision object is hard, the moving average and the difference have substantially the same increasing and decreasing tendency. On the other hand, when the collision target is soft, the moving average and the difference show different increase / decrease trends, so that the rigidity of the collision target can be determined based on this.

According to a third aspect of the present invention, there is provided a method for determining the rigidity of a vehicle collision object, wherein an impact applied to the vehicle is detected by a sensor disposed at a predetermined position in the vehicle. A value obtained by performing a wavelet transform using a wavelet scale corresponding to a predetermined frequency and a value obtained by performing a wavelet transform using a wavelet scale obtained by slightly changing the wavelet scale are combined, and based on the combined value, The rigidity of the collision object with which the vehicle has collided is determined.

According to the third aspect of the present invention, the value obtained by performing the wavelet transform on the detected value using the wavelet scale corresponding to the predetermined frequency is slightly different from the value obtained by the wavelet scale. By synthesizing the value obtained by performing the wavelet transform using the changed wavelet scale, high-frequency components such as noise included in the detection value can be removed, and only the low-frequency component can be accurately extracted. Can be accurately determined.

According to a fourth aspect of the present invention, there is provided a method for determining the rigidity of a vehicle collision object, wherein a sensor disposed at a predetermined position in the vehicle detects an impact applied to the vehicle, and the collision is determined based on the detected value. The collision energy and the repulsion energy in the initial stage are calculated, and the rigidity of the collision object with which the vehicle has collided is determined based on the magnitude of the collision energy and the repulsion energy.

According to the method for determining the rigidity of a vehicle collision object according to the present invention, when the collision energy and the repulsion energy are calculated based on the detected values, when the collision object is hard, the collision energy and the collision energy at the initial stage of the collision are calculated. While the repulsion energy shows substantially the same magnitude, when the collision object is soft, the collision energy shows a larger value than the repulsion energy, so the rigidity of the collision object is determined based on this. be able to.

According to a fifth aspect of the present invention, there is provided a method for determining the rigidity of a vehicle collision object, wherein a sensor disposed at a predetermined position in the vehicle detects an impact applied to the vehicle, and the collision is determined based on the detected value. An average value of the detection values and an autocorrelation value of the detection values in an initial predetermined section are calculated, and the rigidity of the collision object with which the vehicle has collided is determined based on the average value and the autocorrelation value. And

According to the method for determining the rigidity of a collision object of a vehicle according to the fifth aspect, the average value and the autocorrelation value of the detection values calculated based on the detection values are stored in advance. The rigidity of the collision object is determined by comparing the average value and the autocorrelation value in the case or the average value and the autocorrelation value when the collision object is soft.

According to a sixth aspect of the present invention, there is provided a method for determining the rigidity of a vehicle collision object, wherein a sensor provided at a predetermined position in the vehicle detects an impact applied to the vehicle, and a triangular high frequency is applied to the detected value. The rigidity of the collision object with which the vehicle has collided is determined based on the temporal transition of the sign of the extreme value of the waveform on which the triangular high frequency is superimposed.

According to the method for determining the rigidity of a collision object of a vehicle according to the sixth aspect, by superimposing a triangular high frequency on the detection value, noise contained in the detection value can be removed with high accuracy. The rigidity of the object can be accurately determined.

According to a seventh aspect of the present invention, there is provided a method for determining the rigidity of a vehicle collision object, wherein an impact applied to the vehicle is detected by a sensor disposed at a predetermined position in the vehicle, and a collision is performed based on the detected value. The cross-correlation between the detected value in the initial predetermined section and the detected value detected in the corresponding collision test is determined, and the rigidity of the collision object with which the vehicle collided is determined based on a change in the cross-correlation value. It is characterized by the following.

According to the method for determining the rigidity of a collision object of a vehicle according to the present invention, when a cross-correlation between a detection value and a detection value detected in a collision test corresponding to the detection value is obtained, when the collision object is hard, Is because the period during which the value of the cross-correlation is larger than the predetermined value is long, while the period during which the value of the cross-correlation is larger than the predetermined value is short when the collision target is soft. The rigidity of the collision target can be determined based on this.

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a block diagram showing an activation control device of an occupant protection device using a method for determining the rigidity of a vehicle collision object according to an embodiment of the present invention.

The activation control device for the occupant protection device is a device for controlling the activation of an airbag device 36 which is a kind of the occupant protection device. As shown in FIG. A drive circuit 34 is provided.

The floor sensor 32 is a so-called acceleration sensor for detecting an impact applied to the vehicle. More specifically, the floor sensor 32 detects a deceleration applied to the vehicle in the front-rear direction as needed. The value is output as a detection signal.

The control circuit 20 includes a central processing unit (CPU)
22, an input / output circuit (I / O circuit) 24, a read only memory (ROM) 26, a random access memory (RAM) 28, and the like, and each component is connected by a bus. Among them, the CPU 22 performs various processes such as the rigidity determination of the collision determination object and the activation control of the airbag device in accordance with a program or the like stored in the ROM 26.
The RAM 28 is a memory for storing data obtained by signals from the floor sensor 32, results calculated by the CPU 22 based on the data, and the like. The I / O circuit 24 is a circuit for inputting a signal from the floor sensor 32 and outputting a start signal to the drive circuit 34.

The drive circuit 34 operates the squib 3 in the airbag device 36 in response to a start signal from the control circuit 20.
A circuit for energizing and igniting 8. On the other hand, the airbag device 36 includes a squib 38 serving as an ignition device, a gas generating agent (not shown) ignited by the squib 38, a bag (not shown) that is inflated by the generated gas, and the like. . Among these components, the control circuit 20, the floor sensor 32, and the drive circuit 34 are housed in an ECU (Electronic Control Unit) and mounted on a floor tunnel substantially in the center of the vehicle.

Next, a description will be given of the determination of the rigidity of the collision object and the activation control of the airbag device in the event of a vehicle collision. The floor sensor 32 detects a deceleration G (t) applied to the vehicle in the front-rear direction at any time, and detects the detected value G (t).
To the control circuit 20 as a detection signal (see FIG. 2).

The CPU 22 of the control circuit 20 determines that the deceleration (detected value) G (t) output from the floor sensor 32 is I
When input through the / O circuit 24, the moving average V ₁₀ for the short-period component and the moving average V ₃₀ for the long-period component (see FIG. 4) based on the detection value G (t). ). Next, a regression straight line between the collision start point T ₀ and the peak point T ₁ of the initial curve of moving average V _10. Moreover, obtaining a regression line between the collision start point T ₀ and the peak point T ₂ of the initial curve of moving average V _30. Then, the moving average V ₃₀ the slope K _S of the regression line of the moving average V ₁₀
Based on the value of the slope K _L of the regression line, by referring to the determination map shown in FIG. 9, the object struck hard collision,
That is, an ORB collision or a collision with a soft
It is determined whether it is a DB collision.

FIG. 5 shows a case where the collision object is hard, that is, OR
Is a graph showing the moving average V ₁₀ in the case of B collision, FIG. 6
Is a graph showing the moving average V ₃₀ in the case of ORB collision. FIG. 7 shows a case where the collision target is soft, that is, OD
Is a graph showing the moving average V ₁₀ in the case of B collision, FIG. 8
Is a graph showing the moving average V ₃₀ in the case of ODB collision.

Here, K _L , shown by FIGS. 5 and 6,
When K _S is plotted on the map shown in FIG. 9, it is plotted in the ODB region, so that it is determined that the collision target is soft, that is, it is an ODB collision. On the other hand, if K _L and K _S shown in FIGS. 7 and 8 are plotted on the map shown in FIG. 9, they are plotted in the ODB area.
When the collision target is hard, that is, it is determined that the collision is an ORB collision.

When the collision object is determined to be hard, the CPU 22 outputs an activation signal to the drive circuit 34 at an earlier timing than when the collision object is determined to be soft. As a result, the drive circuit 34 energizes the squib 38 to activate the airbag device 36, and ignites the gas generating agent (not shown) with the squib 38.

Therefore, according to the method for determining the rigidity of a vehicle collision object according to this embodiment, it is possible to accurately determine the rigidity of an object that has collided with a vehicle. The activation timing of the airbag device can be changed, and the occupant can be reliably restrained by the airbag.

Next, a method of determining the rigidity of a vehicle collision object according to a second embodiment of the present invention will be described with reference to FIGS. The method for determining the rigidity of the vehicle collision target is performed by the activation control device (see FIG. 1) of the occupant protection device that is the same as the activation control device of the occupant protection device according to the first embodiment.

The floor sensor 32 detects a deceleration (detected value) G (t) applied to the vehicle in the front-rear direction as needed.
The detection value G (t) is output to the control circuit 20 as a detection signal (see FIG. 10). CPU 2 of control circuit 20
2 is the deceleration G output by the floor sensor 32
When (t) is input via the I / O circuit 24, the sampling interval of the moving average is set to T based on the detection value G (t).
Obtaining the difference dG (t) / dt of the sampling interval was T _D for the moving average V (t) and smoothing of the difference was _V. That is, a moving average V (t) is obtained based on Equation 1 (see FIG. 11), and a difference dG (t) / d is obtained based on Equation 2.
Find t (see FIG. 12).

[0031]

(Equation 1)

[0032]

(Equation 2)

Next, the moving average V (t) and the difference dG (t)
The rigidity of the vehicle collision target is determined based on the increase / decrease tendency with respect to / dt. That is, as shown in FIGS. 13 and 14, when the moving average V (t) and the difference dG (t) / dt have substantially the same increasing / decreasing tendency, it is determined that the collision target is hard, that is, an ORB collision. When the moving average V (t) and the difference dG (t) / dt have different increasing / decreasing tendencies as shown in FIGS. 15 and 16, it is determined that the collision target is soft, that is, an ODB collision.

When determining that the collision target is hard, the CPU 22 outputs a start signal to the drive circuit 34 at an earlier timing than when determining that the collision target is soft. As a result, the drive circuit 34 energizes the squib 38 to activate the airbag device 36, and ignites the gas generating agent (not shown) with the squib 38.

According to the method for determining the rigidity of an object colliding with a vehicle according to this embodiment, the rigidity of the object colliding with the vehicle can be accurately determined. The activation timing of the device can be changed, and the occupant can be reliably restrained by the airbag.

Next, a method of determining the rigidity of a vehicle collision object according to a third embodiment of the present invention will be described with reference to FIGS. The method for determining the rigidity of the vehicle collision target is performed by the activation control device (see FIG. 1) of the occupant protection device that is the same as the activation control device of the occupant protection device according to the first embodiment.

First, Mo used in the third embodiment will be described.
The wavelet transform of rlet (Morley) will be described. In the wavelet transform used in the third embodiment, when only the low frequency component of f [Hz] is extracted from the waveform g (x) of the measured value shown in FIG.
Using a that is the Morlet wavelet scale corresponding to [Hz], wavelet transform is performed on g (x) to obtain Ca (t) (see FIG. 18). Further, the wavelet transform is performed on g (x) using the wavelet scale a + △ a (に 対 し て a << a), and C _{a +}
△ seek _a (t) (see FIG. 19). Further, using the wavelet scale a- △ a (△ a << a), g (x)
Request performs wavelet transform C _a- △ _a (t) with respect to (see FIG. 20).

Next, D (t) is obtained by Expression 3 (see FIG. 21).

[0039]

(Equation 3)

As described above, by synthesizing the waveform obtained by performing the wavelet transformation by swinging the wavelet scale back and forth, the waveform becomes a smooth waveform from which the high-frequency component has been removed, and the low-frequency component of about 30 Hz to 150 Hz can be accurately detected. Can be detected. Therefore, this wavelet conversion is performed using the deceleration G (t) detected by the floor sensor 32.
, The low-frequency component alone is accurately extracted from the deceleration G (t) to determine the rigidity of the collision object.

That is, the floor sensor 32 detects the deceleration G (t) applied to the vehicle in the front-rear direction as needed, and outputs the detected value G (t) to the control circuit 20 as a detection signal ( See FIG. 22). CPU 22 of control circuit 20
Is the deceleration G (t) output from the floor sensor 32
Is input via the I / O circuit 24, the detection value G
In order to extract a low frequency component from (t), the value of the scale a is increased, and using this scale a, a wavelet transform is performed on G (t) to obtain Ca (t).
Wavelet transform is performed on G (t) using the wavelet scale a + （a (△ a << a), and C _{a +} Δ
_a (t) is obtained, and the wavelet scale a- △
using a (△ a "a), obtains a G performs wavelet transform on _{(t) C a- △ a (} t), obtains the V _L obtained by combining the three waveforms.

Further, the value of the scale a is reduced to extract high-frequency components from the detected value G (t), and the wavelet transform is performed on G (t) using this scale a to perform Ca (t) And the wavelet scale a
Using + △ a (△ a << a), a wavelet transform is performed on G (t) to obtain Ca ₊ △ _a (t), and further, a wavelet scale a− △ a (△ a << a) is calculated. Using G
Wavelet transformation is performed on (t) and C _a- △
seeking _a (t), we obtain the V _S obtained by synthesizing the three waveforms.

Here, it is determined whether the collision object is a hard collision, that is, an ORB collision, or the collision object is a soft collision, that is, an ODB collision, based on the slopes of the initial curves of V _L and V _S. That, CPU 22, as shown in FIGS. 23 and 24, when the inclination of the initial curve slope and V _S of the initial curve of V _L determined based on the detection value G (t) is substantially equal to the collision target It is determined that the object is a hard collision, that is, an ORB collision. On the other hand, FIG.
5 and FIG. 26, if the initial curve slope and V _S of the initial curve of V _L determined based on the detection value G (t) is different from, the object struck soft collision, i.e. the ODB crash to decide.

When the collision object is determined to be hard, the CPU 22 outputs an activation signal to the drive circuit 34 at an earlier timing than when the collision object is determined to be soft. As a result, the drive circuit 34 energizes the squib 38 to activate the airbag device 36, and ignites the gas generating agent (not shown) with the squib 38.

According to the method for determining the rigidity of a vehicle collision object according to this embodiment, high-frequency components such as noise can be removed from detected values and only low-frequency components can be accurately extracted. The rigidity of the target object can be accurately determined. Therefore, the activation timing of the airbag device can be changed according to the hardness of the collision target, and the occupant can be reliably restrained by the airbag.

Next, a method of determining the rigidity of a vehicle collision object according to a fourth embodiment of the present invention will be described with reference to FIGS. The method for determining the rigidity of the vehicle collision target is performed by the activation control device (see FIG. 1) of the occupant protection device that is the same as the activation control device of the occupant protection device according to the first embodiment.

The floor sensor 32 detects a deceleration G (t) applied to the vehicle in the front-rear direction as needed, and outputs the detected value G (t) to the control circuit 20 as a detection signal (FIG. 27). reference). The CPU 22 of the control circuit 20 determines whether the deceleration G (t) output from the floor sensor 32 is I / O.
When input via the circuit 24, a random vibration component (high-frequency component) of the detection value G (t) is removed. That is, by using a low-pass filter, the detected value G (t) can be
G _P (t) is obtained by extracting only low-frequency components of 0 Hz or less (see FIG. 28).

Next, the differential value dG _P of _{G P (t) (t)} / d
seeking t (see FIG. _{29), dG P (t)} / positive component G _P of dt '(t) (see FIG. 30) and the negative component -
G _M 'finding (t) (see FIG. 31). Next, G _P '(t)
With obtaining the collision energy by obtaining the integral value determining the repulsive energy by obtaining the integral value of the negative component -G _M '(t). Then, the composite waveform ΔGP _* (t) is obtained (see FIG. 32).

Since the collision energy and the repulsion energy appear alternately in the composite wave, the rigidity of the collision object is determined based on the magnitude of the first collision energy and the magnitude of the next repulsion energy. That is, as shown in FIG. 33, when the H _R / H _S is greater than a predetermined threshold, the object struck hard collision, that is, determines that the ORB collision. Also,
As shown in FIG. 34, when the H _R / H _S is smaller than the predetermined threshold, the object struck soft collision, that is, determines that the ODB crash.

When the collision object is determined to be hard, the CPU 22 outputs an activation signal to the drive circuit 34 at an earlier timing than when the collision object is determined to be soft. As a result, the drive circuit 34 energizes the squib 38 to activate the airbag device 36, and ignites the gas generating agent (not shown) with the squib 38.

According to the method for determining the rigidity of a vehicle collision object according to this embodiment, it is possible to accurately determine the rigidity of the vehicle collision object. Further, the rigidity of the collision object can be more accurately determined by combining with the rigidity determination method of the vehicle collision object according to the above-described first to third embodiments. Therefore, the activation timing of the airbag device can be changed according to the hardness of the collision target, and the occupant can be reliably restrained by the airbag.

Next, a method for determining the rigidity of a vehicle collision target according to a fifth embodiment of the present invention will be described with reference to FIG. The method for determining the rigidity of the vehicle collision target is as follows.
The operation is performed by the same activation control device (see FIG. 1) of the occupant protection device as the activation control device of the occupant protection device according to the first embodiment.

The floor sensor 32 detects a deceleration G (t) applied to the vehicle in the front-rear direction as needed, and outputs the detected value G (t) to the control circuit 20 as a detection signal (FIG. 35). reference). The CPU 22 of the control circuit 20 determines whether the deceleration G (t) output from the floor sensor 32 is I / O.
When input via the circuit 24, an average value is calculated based on the equation (4) and an autocorrelation value is calculated based on the equation (5).

[0054]

(Equation 4)

[0055]

(Equation 5)

By comparing the average value obtained based on the equation (4) and the autocorrelation value obtained based on the equation (5) with an average value and an autocorrelation value in the case of an ORB collision or an ODB collision stored in advance. The rigidity of the collision object is determined. That is, the rigidity of the collision target is determined by using the ergodic property, which is a method of determining the reproducibility of a certain time-series signal. Note that the average value calculated based on Expression 4 indicates the size of the waveform, and the autocorrelation value calculated based on Expression 5 indicates the shape of the waveform.

Here, the ergodic property means that when the average value and the autocorrelation value match, it is determined that the signals are the same time-series signal. If the obtained autocorrelation value matches an average value and an autocorrelation value in the case of an ORB collision stored in advance, it is determined that the collision target is hard, that is, an ORB collision. In addition, the average value obtained based on Expression 4 and the autocorrelation value obtained based on Expression 5 are stored in the OD stored in advance.
When the average value and the autocorrelation value in the case of the collision B coincide with each other, it is determined that the collision target is soft, that is, an ODB collision.

When the collision object is determined to be hard, the CPU 22 outputs an activation signal to the drive circuit 34 at an earlier timing than when the collision object is determined to be soft. As a result, the drive circuit 34 energizes the squib 38 to activate the airbag device 36, and ignites the gas generating agent (not shown) with the squib 38.

According to the method for determining the rigidity of a vehicle collision object according to this embodiment, it is possible to determine the rigidity of a vehicle collision object. The method of determining the rigidity of a vehicle collision object according to this embodiment is accurate in determining the rigidity of the collision object determined by the rigidity determination method of the vehicle collision object according to the first to third embodiments. It has a particularly large effect when used to check the properties. Therefore, the activation timing of the airbag device can be changed according to the hardness of the collision target, and the occupant can be reliably restrained by the airbag.

Next, a method for determining the rigidity of a vehicle collision object according to a sixth embodiment of the present invention will be described with reference to FIGS. The method for determining the rigidity of the vehicle collision target is performed by the activation control device (see FIG. 1) of the occupant protection device that is the same as the activation control device of the occupant protection device according to the first embodiment.

The floor sensor 32 detects the deceleration G (t) applied to the vehicle in the front-rear direction as needed, and outputs the detected value G (t) to the control circuit 20 as a detection signal (FIG. 36). reference). The CPU 22 of the control circuit 20 determines whether the deceleration G (t) output from the floor sensor 32 is I / O.
When input through the circuit 24, the triangular high frequency n (t) (see FIG. 37) is superimposed on the waveform of the detection value G (t) to obtain G
(T) + n (t) is obtained (see FIG. 38).

Next, the number of local minima is determined from the waveform of G (t) + n (t), and r (t) :( the number of positive local minima) / (the number of all local minima) is obtained (see FIG. 39). . That is, a temporal transition of the positive minimum value is obtained. Incidentally, in this FIG. 39, the area of the portion indicated by hatching indicates the H _S. Also, s (t): (number of negative maximum values) / (number of all local maximum values) is obtained (see FIG. 40). That is, a temporal transition of the negative maximum value is obtained. In FIG. 40, the area of the hatched portion is H _R
Is shown.

Next, the rigidity of the collision object is determined based on H _S and H _R. That is, when H _R / H _S is larger than the predetermined threshold value, it is determined that the collision target is a hard collision, that is, an ORB collision. Further, as shown in FIG. 34, when the H _R / H _S is smaller than the predetermined threshold, the object struck soft collision, that is, determines that the ODB crash.

When the collision object is determined to be hard, the CPU 22 outputs an activation signal to the drive circuit 34 at an earlier timing than when the collision object is determined to be soft. As a result, the drive circuit 34 energizes the squib 38 to activate the airbag device 36, and ignites the gas generating agent (not shown) with the squib 38.

According to the method for determining the rigidity of a vehicle collision object according to this embodiment, a random noise component can be removed from the waveform of G (t), so that the rigidity of the vehicle collision object can be accurately determined. Can be determined. Therefore, the activation timing of the airbag device can be changed according to the hardness of the collision target, and the occupant can be reliably restrained by the airbag.

Next, a method for determining the rigidity of a vehicle collision object according to a seventh embodiment of the present invention will be described with reference to FIGS. The method for determining the rigidity of the vehicle collision target is performed by the activation control device (see FIG. 1) of the occupant protection device that is the same as the activation control device of the occupant protection device according to the first embodiment.

The floor sensor 32 detects a deceleration G (t) applied to the vehicle in the front-rear direction as needed, and outputs the detected value G (t) to the control circuit 20 as a detection signal (FIG. 41). reference). The CPU 22 of the control circuit 20 determines whether the deceleration G (t) output from the floor sensor 32 is I / O.
When input via the circuit 24, the cross-correlation between the waveform of the deceleration G (t) and the waveform of the deceleration G (t) (experiment) detected by a collision experiment stored in advance (see FIG. 42). Ask for.

That is, since the ROM 26 stores the waveform of the deceleration G (t) (experiment) detected by the experiment for the ORB collision at a low speed and the ODB collision at a high speed, the floor sensor The cross-correlation between the waveform of the deceleration G (t) outputted by the step 32 and the waveform of the deceleration G (t) (experiment) detected by an experiment stored in advance is obtained.

Then, the waveform of the deceleration G (t) and the deceleration G (t) detected by an experiment stored in advance (experiment)
43, and when the section where the cross-correlation value exceeds Rth is long as shown in FIG. 43, the deceleration G (t) (experiment) for which the cross-correlation was calculated is in the same manner as in the collision. When it is determined that a collision has occurred and the section where the cross-correlation value exceeds Rth is short as shown in FIG. 44, a collision different from the collision method of the deceleration G (t) (experiment) for which the cross-correlation was obtained is obtained. Judge that it has occurred. Therefore, the waveform of the deceleration G (t) and the deceleration G (t) detected by an experiment stored in advance
The cross-correlation is obtained for the waveform of (experiment), that is, the waveform of the ORB collision when the speed is low, and the waveform of the ODB collision when the speed is high, so that the ORB collision or the speed is high when the collision is slow In this case, it is possible to determine whether the waveform is an ODB collision waveform or another collision.

The CPU 22 sets the O when the collision object is hard.
When the RB collision is determined, the activation signal is not output to the drive circuit 34, and when the ODB collision is determined when the speed is high, the activation signal is output to the drive circuit 34. As a result, the drive circuit 34 energizes the squib 38 to activate the airbag device 36, and ignites the gas generating agent (not shown) with the squib 38.

According to the method for determining the rigidity of an object colliding with a vehicle according to this embodiment, the rigidity of the object colliding with a vehicle can be accurately determined. Therefore, the activation control of the airbag device can be accurately performed according to the hardness of the collision target.

[0072]

According to the present invention, since the rigidity of the object colliding with the vehicle can be accurately determined, the activation timing of the airbag device can be changed in accordance with the hardness of the collision object. The occupant can be reliably restrained by the airbag.

[Brief description of the drawings]

FIG. 1 is a block diagram showing an activation control device of an occupant protection device according to a first embodiment.

FIG. 2 is a graph showing a deceleration waveform output by a floor sensor of the activation control device of the occupant protection device according to the first embodiment.

FIG. 3 is a graph showing a moving average of a short-period component obtained based on a detection value G (t) of the floor sensor according to the first embodiment.

FIG. 4 is a graph showing a moving average of a long-period component obtained based on a detection value G (t) of the floor sensor according to the first embodiment.

FIG. 5 is a short-period component (ORB) according to the first embodiment;
9 is a graph showing a moving average for the case of a collision).

FIG. 6 is a diagram illustrating a long-period component (ORB) according to the first embodiment;
9 is a graph showing a moving average for the case of a collision).

FIG. 7 shows a short-period component (ODB) according to the first embodiment;
9 is a graph showing a moving average for the case of a collision).

FIG. 8 is a diagram illustrating a long-period component (ODB) according to the first embodiment;
9 is a graph showing a moving average for the case of a collision).

FIG. 9 illustrates ORB collision and ODB according to the first embodiment.
It is a figure showing a collision judgment map.

FIG. 10 is a graph showing a deceleration waveform output by a floor sensor of the activation control device of the occupant protection device according to the second embodiment.

FIG. 11 is a graph showing a moving average obtained based on a detection value G (t) of a floor sensor according to the second embodiment.

FIG. 12 is a graph showing a difference obtained based on a detection value G (t) of the floor sensor according to the second embodiment.

FIG. 13 shows a moving average (ORB) according to the second embodiment.
9 is a graph showing a case of a collision).

FIG. 14 is a graph showing a difference (in the case of an ORB collision) according to the second embodiment.

FIG. 15 shows a moving average (ODB) according to the second embodiment.
9 is a graph showing a case of a collision).

FIG. 16 is a graph showing a difference (in the case of an ODB collision) according to the second embodiment.

FIG. 17 is a graph for explaining a wavelet transform used in the third embodiment.

FIG. 18 is a graph for explaining a wavelet transform used in the third embodiment.

FIG. 19 is a graph for explaining a wavelet transform used in the third embodiment.

FIG. 20 is a graph for explaining a wavelet transform used in the third embodiment.

FIG. 21 is a graph for explaining a wavelet transform used in the third embodiment.

FIG. 22 is a graph showing a deceleration waveform output by a floor sensor of the activation control device of the occupant protection device according to the third embodiment.

FIG. 23 is a graph showing a waveform (in the case of an ORB collision) when a wavelet transform is performed on the deceleration according to the third embodiment.

FIG. 24 is a graph showing a waveform (in the case of an ORB collision) when a wavelet transform is performed on the deceleration according to the third embodiment.

FIG. 25 is a graph showing a waveform (in the case of an ODB collision) when a wavelet transform is performed on the deceleration according to the third embodiment.

FIG. 26 is a graph showing a waveform (in the case of an ODB collision) when a wavelet transform is performed on the deceleration according to the third embodiment.

FIG. 27 is a graph showing a deceleration waveform output by a floor sensor of the activation control device of the occupant protection device according to the fourth embodiment.

FIG. 28 is a graph showing a waveform after a low frequency component is extracted from the deceleration according to the fourth embodiment.

FIG. 29 is a graph showing a waveform of a differential value of a value obtained by extracting a low-frequency component from deceleration according to the fourth embodiment.

FIG. 30 is a graph showing a waveform of a positive component of a differential value of a value obtained by extracting a low frequency component from deceleration according to the fourth embodiment.

FIG. 31 is a graph showing a waveform of a negative component of a differential value of a value obtained by extracting a low frequency component from deceleration according to the fourth embodiment.

FIG. 32 is a graph showing collision energy and repulsion energy obtained from low frequency components of deceleration according to the fourth embodiment.

FIG. 33 is a graph showing collision energy and repulsion energy obtained from low frequency components of deceleration (ORB collision) according to the fourth embodiment.

FIG. 34 is a graph showing collision energy and repulsion energy obtained from low frequency components of deceleration (ODB collision) according to the fourth embodiment.

FIG. 35 is a graph showing a deceleration waveform output by a floor sensor of the activation control device of the occupant protection device according to the fifth embodiment.

FIG. 36 is a graph showing a deceleration waveform output by a floor sensor of the activation control device of the occupant protection device according to the sixth embodiment.

FIG. 37 is a graph showing a triangular high frequency superimposed on the deceleration waveform output by the floor sensor according to the sixth embodiment.

FIG. 38 is a graph showing a waveform in which a triangular high frequency is superimposed on the deceleration waveform according to the sixth embodiment.

FIG. 39 is a graph showing a temporal transition of a local maximum value according to the sixth embodiment.

FIG. 40 is a graph showing a temporal transition of a local maximum value according to the sixth embodiment.

FIG. 41 is a graph showing a deceleration waveform output by a floor sensor of the activation control device of the occupant protection device according to the seventh embodiment.

FIG. 42 is a graph showing waveforms of experimental values of deceleration according to the seventh embodiment.

FIG. 43 is a graph showing a state of a cross-correlation between the waveform of the deceleration output from the floor sensor and the waveform of the experimental value according to the seventh embodiment.

FIG. 44 is a graph showing a state of a change in a cross-correlation value between the waveform of the deceleration output from the floor sensor according to the seventh embodiment and the waveform of the experimental value.

[Explanation of symbols]

Reference numeral 20: control circuit, 22: CPU, 24: I / O circuit, 2
6 ROM, 28 RAM, 32 Floor sensor, 34
... drive circuit, 36 ... airbag device, 38 ... squib.

Claims (7)

[Claims] An impact applied to a vehicle is detected by a sensor disposed at a predetermined position in the vehicle, a first moving average of a first section width is calculated based on the detected value, and a first moving average is calculated. A second moving average having a section width of 2 is calculated, and the rigidity of the collision object with which the vehicle has collided is determined based on the initial curve of the first moving average and the initial curve of the second moving average. A method for determining the rigidity of a vehicle collision object. 2. A sensor arranged at a predetermined position in a vehicle detects an impact applied to the vehicle, calculates a moving average based on the detected value, calculates a difference, and calculates the moving average and the difference. A stiffness determination method for a vehicle collision object, wherein the stiffness of the collision object with which the vehicle collides is determined based on the increase / decrease tendency of the difference. 3. A sensor disposed at a predetermined position in a vehicle detects an impact applied to the vehicle, and performs a wavelet transform on the detected value using a wavelet scale corresponding to a predetermined frequency. The combined value and the value obtained by performing the wavelet transform using the wavelet scale obtained by slightly changing the wavelet scale are combined, and the rigidity of the collision object with which the vehicle has collided is determined based on the combined value. A method for determining the rigidity of a vehicle collision object. 4. A sensor disposed at a predetermined position in a vehicle detects an impact applied to the vehicle, calculates a collision energy and a repulsion energy at an initial stage of the collision based on the detected value, and calculates the collision energy and the repulsion energy. A stiffness determination method for a vehicle collision object, wherein the stiffness of the collision object colliding with the vehicle is determined based on the magnitude of the repulsion energy. 5. An impact applied to the vehicle is detected by a sensor disposed at a predetermined position in the vehicle, and an average value and the detection value of the detection values in a predetermined section at an early stage of the collision are determined based on the detection values. And calculating the rigidity of the collision object with which the vehicle has collided based on the average value and the autocorrelation. 6. A sensor disposed at a predetermined position in a vehicle detects an impact applied to the vehicle, superimposes a triangular high frequency on the detected value, and calculates an extreme value of a waveform in which the triangular high frequency is superimposed. A stiffness determination method for a vehicle colliding object, wherein the stiffness of the collision object colliding with the vehicle is determined based on a temporal change of a code. 7. A sensor disposed at a predetermined position in a vehicle detects an impact applied to the vehicle, and based on the detected value, detects the detected value in a predetermined section at an initial stage of a collision and a collision test corresponding thereto. Obtaining a cross-correlation with the detection value detected in step (a), and determining the rigidity of the collision object with which the vehicle has collided based on a change in the cross-correlation value.