CN102529860A - Control method for side passenger protection device - Google Patents
Control method for side passenger protection device Download PDFInfo
- Publication number
- CN102529860A CN102529860A CN2011103316731A CN201110331673A CN102529860A CN 102529860 A CN102529860 A CN 102529860A CN 2011103316731 A CN2011103316731 A CN 2011103316731A CN 201110331673 A CN201110331673 A CN 201110331673A CN 102529860 A CN102529860 A CN 102529860A
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- China
- Prior art keywords
- passenger protection
- acceleration
- mentioned
- critical value
- control method
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
- B60R21/0132—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R2021/01204—Actuation parameters of safety arrangents
- B60R2021/01252—Devices other than bags
- B60R2021/01265—Seat belts
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
- B60R21/0132—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
- B60R2021/01322—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value comprising variable thresholds, e.g. depending from other collision parameters
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
- B60R2021/0206—Self-supporting restraint systems, e.g. restraining arms, plates or the like
- B60R2021/0246—Self-supporting restraint systems, e.g. restraining arms, plates or the like mounted on side walls
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Air Bags (AREA)
Abstract
A control method for a side passenger protection device comprises: a stage of calculating a first acceleration according to acceleration and deceleration sensed by a headstock crash sensor and calculating a second acceleration according to acceleration and deceleration sensed by a sideward crash sensor during front crash of an automobile; a stage of determining whether to start a front passenger protection device by comparing the first acceleration with a set value; and a stage of determining whether to start the side passenger protection device by comparing a critical value which is set according to start conditions of the front passenger protection device with the second acceleration, wherein if the front passenger protection device is not started, a first critical value is used to prevent error of motion of the side passenger protection device, and if the front passenger protection device is started, a second critical value is used to prevent the passenger from running into a side surface of an inner part of the automobile or being thrown out of the automobile in the process such as rotation of the automobile and so on after a skewing crash, a slope crash or a front crash.
Description
Technical field
The present invention relates to the control method of a kind of side device for passenger protection; Particularly; According to the startup of front device for passenger protection whether; Adjustment prevents that with the critical value that decides the side device for passenger protection to start the action of side device for passenger protection from makeing mistakes, and prevents in the processes such as rotation of the car body behind skew, inclined-plane bump or positive bump that the passenger from bumping against car body in-to-in side or be thrown out of outside the car.
Background technology
Recently; Along with the various accidents of the increase of automobile quantity occur again and again; The performance-regulated and relevant commodity and Legal Regulation increasingly stringent of the relevant automobile of bump, especially, at passenger's secure context along with the Legal Regulation of various countries and the relevant customer's of automotive safety requirement raising; Safety strap and air bag system become the indispensable device of automobile, and the performance of air bag system can also become the benchmark data of representing car dealer's moral character and technical advance.
Therefore, the ring that the automobile vendor of various countries makes as automobile, the performance of safety strap and safety air bag has been carried out a lot of researchs when improving the bump accident.Recently, for the Performance Evaluation of air bag for protection passenger aspect under the state that satisfies safety belt buckling free, exploitation and the performance of being devoted to advanced security gas-bag system (Advanced Air Bag System) improve.
For protection passenger when clashing into escapes injury, automobile can be installed various device for passenger protection (impact protector device).Relatively representative type has safety air bag, belt buckle or is used to protect the seat operation device etc. of vertebra.The control part of bump induction system judges whether to start these device for passenger protection.
But; Start frontal airbag when device for passenger protection clashes in the front, during side impact, only start the side airbag that is installed in impact site in the side airbag; So automobile can not rotate because of automobile at front bump or when vertically clashing into fixing wall, can protect the passenger well.But, impact mode or skew during impact mode on the inclined-plane, because automobile is to the opposite spin of bump, so passenger's head can clash into center pillar, the head of rear rider can clash into rear column, the extent of injury of enlarged head.
And,, when reducing the startup critical value of side airbag, under slight bump, also can start side airbag in order to tackle the car body rotation after clash in inclined-plane bump, skew bump or front.
Summary of the invention
In order to solve above-mentioned technical matters; The present invention is intended to provide; The automobile front prevents that the side device for passenger protection from starting by error when clashing into; In the processes such as rotation of skew, inclined-plane bump or positive bump aftercarriage, can prevent that the passenger from clashing into car body in-to-in side or being thrown out of the control method of the outer side device for passenger protection of car.
The control method of the side device for passenger protection that solves the problems of the technologies described above comprises; When clash in the automobile front; Acceleration-deceleration according to the induction of headstock impact microphone calculates first acceleration/accel, the stage that the acceleration-deceleration of responding to according to the side impact microphone calculates second acceleration/accel; Compare first acceleration/accel and setting value, judge whether to start the stage of front device for passenger protection; After according to the startup of front device for passenger protection whether different critical values being set, compare with second acceleration/accel, whether decision will start the stage of side device for passenger protection.
Here; The above-mentioned decision stage, when the front device for passenger protection is not activated, the stage that second acceleration/accel and first critical value set are compared and; During greater than first critical value, start the side device for passenger protection at above-mentioned second accekeration of comparison phase.
And; The above-mentioned decision stage is characterised in that, when above-mentioned front device for passenger protection starts, the stage that second acceleration/accel and second critical value set are compared and; During greater than second critical value, start the side device for passenger protection at above-mentioned second accekeration of comparison phase.
According to side of the present invention device for passenger protection control method; When the front device for passenger protection is not activated; Use first critical value can prevent that the side device for passenger protection from starting by error, when the front device for passenger protection starts, use second critical value; In the processes such as rotation of the car body behind skew, inclined-plane bump or positive bump, prevent that the passenger from clashing into car body in-to-in side or be thrown out of outside the car.
Description of drawings
Fig. 1 a is the control block diagram according to the side device for passenger protection of embodiment.
Fig. 1 b is the device for passenger protection in vehicle planar view according to embodiment.
Fig. 2 is the control block diagram according to the device for passenger protection control formation of embodiment.
Fig. 3 is the control action precedence diagram according to the side device for passenger protection of embodiment.
The specific embodiment
The objective of the invention is to, the people who lets the affiliated technical field of the present invention grasp common knowledge intactly understands category of the present invention, and scope of the present invention will be delimited through claim.Therefore, obscure, in several embodiments, will no longer specify operation stage of knowing in the industry and the technology of knowing for fear of understanding to produce when of the present invention.Reference marks identical in the whole specification sheets is represented identical inscape.
The term that uses in this specification sheets is for embodiment is described, rather than is used for limiting of the present invention.Only if special explanation is arranged, the odd number type in this specification sheets also comprises complex number type." the comprising (comprises) " of using in the specification sheets with and/or " (comprising) that comprise " inscape, stage with and/or action in do not get rid of one or above other inscapes, stage with and/or the existing or increase of action.
If there are not other definition, use in this specification sheets all terms (comprising technology and scientific terminology) will have technical field under the present invention and grasp the meaning that the people of general knowledge knows together.And the term that defines in the normally used dictionary only if special definition is arranged, can not exaggerated or Utopian explanation.
And the angle and direction that in the structure declarative procedure of side device for passenger protection, relates to is as the criterion with drawing.
Specify the control method of device for passenger protection of the present invention below in conjunction with accompanying drawing.Below, describe from the length direction (X) and the Width (Y) of automobile.
Fig. 1 a is the control block diagram of embodiment associated side device for passenger protection.Fig. 1 b is the planar view of the relevant device for passenger protection in vehicle of embodiment.
Like Fig. 1 a and shown in Figure 3, headstock impact microphone 10a, 10b can be installed in the left and right sides of front stall spare or radiator top strut member, about side plate side impact microphone 11a, 11b can be installed respectively.But, be not limited to this.
And front device for passenger protection 12 can be installed in front passenger's seat the place ahead of bearing circle or absorbing pad, at purline side device for passenger protection 13 is installed.But, be not limited to this.
During positive bump, respond to by headstock impact microphone 10a, 10b, its output signal is input to safety air bag control unit (ACU) 14 after, whether 14 decisions of safety air bag control unit will start front device for passenger protection 12.
And; When side impact takes place; Be positioned at the output signal of the side impact microphone of impact site among side impact microphone 11a about being installed in, the 11b, be input to safety air bag control unit 14, start the side device for passenger protection 13 that is positioned at impact site in the side device for passenger protection 13; And its algorithm also all is well-known, so repeat no more once more.
Side impact microphone 11a, 11b are installed in the left side or the right side of automobile, and induction acceleration-deceleration (Y direction) offers airbag control device 14.
Headstock impact microphone 10a, 10b are installed in the headstock both sides, and the acceleration-deceleration (directions X) of induction automobile offers safety air bag control unit 14.
Can revise the signal of each sensor through filter and amplifier (not shown), also can convert digital signal into, but be not limited to this through A/D converter (not shown).
Safety air bag control unit 14 calculates the first acceleration/accel (directions X according to the acceleration-deceleration that headstock impact microphone 10a, 10b and side impact microphone 11a, 11b sense; The motor vehicle length direction) and second acceleration/accel (Y direction; Vehicle width direction), according to first acceleration/accel and second acceleration/accel, whether decision will start front device for passenger protection 12 or side device for passenger protection 13.
The control block diagram that Fig. 2 constitutes for the relevant device for passenger protection control of embodiment, Fig. 3 is the precedence diagram of embodiment associated side device for passenger protection control action.
As shown in Figure 3, the control method of the side device for passenger protection of embodiment is following.
At first; The acceleration-deceleration of responding to through headstock impact microphone 10a, 10b when safety air bag control unit 14 clashes into according to automobile is positive; Calculate first acceleration/accel (directions X), the acceleration-deceleration according to side impact microphone 11a, 11b induction calculates second acceleration/accel (Y direction) S100.
That is, according to the influence value of headstock impact microphone 10a, 10b and side impact microphone 11a, 11b, safety air bag control unit 14 calculation first acceleration/accel and second acceleration/accels.
Safety air bag control part 14 can comprise; The filtering portion 141 that first, second acceleration signal is filtered, by the cycle of setting; The sampling portion 142 that first, second acceleration signal that filtering portion 141 is filtered is sampled, first, second acceleration signal of extracting according to sampling portion 142 current sample value and sample value in the past separately; Calculate first, second speed change value calculating part 143, judge whether the first speed change value DS1, the second speed change value DS2, a Y axle speed change absolute value DYS1, the 2nd Y axle speed change absolute value DYS2 and Y axle speed change absolute value DYS meet entry condition, control positive with and/or the control part 118 of side device for passenger protection 12,13.But, be not limited to this, various formations can be arranged.
And, the detailed action of explanation safety air bag control part 14 below.
That is, filtering portion 141 can be a low-pass filter (LPF, Low-Pass Filter) of removing the noise composition in first, second acceleration signal.But be not limited to this.
Here, filtering portion 141 isolates low frequency and high frequency in first, second acceleration signal.
At this moment, calculating part 143 calculates first, second speed change value based on first, second acceleration signal of sampling portion 143 outputs.But, not restriction on the method for calculating of absolute value.
That is, calculating part 143 calculates the current sample value of first acceleration signal and the difference of sample value-first speed change value before, and the current sample value of second acceleration signal and the difference of sample value-second speed change value before.
Safety air bag control unit 14 compares first acceleration/accel and setting value, judges whether to start front device for passenger protection 12, S200.In other words, safety air bag control unit 14 is according to the influence value of headstock impact microphone 10a, 10b, the speed when automobile impacting, acceleration/accel, when Impact energy satisfies setting value, starts front device for passenger protection 12.Relevant detailed description belongs to known technology, in this omission.The setting value that starts front device for passenger protection 12 usually with, more than the velocity of impact 14.4km/h of front, the acceleration-deceleration of front impact microphone is as the criterion with 17g.
Front device for passenger protection 12 comprises and being installed in the automobile, all devices of protection passenger when positive bump takes place automobile, such as, can comprise frontal airbag or buckle of safety belt, but be not limited to this.
Whether safety air bag control unit 14 is provided with different critical values according to the startup of front device for passenger protection 12, and compares with second acceleration/accel, and whether decision will start side device for passenger protection 13.
Introduce the decision stage below in detail.
In the above-mentioned decision stage, when front device for passenger protection 12 was not activated, safety air bag control unit 14 at first compared S310 with second acceleration/accel and first critical value set.
Afterwards, at above-mentioned comparison phase S310, when second accekeration surpassed first critical value, safety air bag control unit 14 can start side device for passenger protection 13.In other words; Buckles is less when being unlikely to start front device for passenger protection 12; Safety air bag control unit 14 can be provided with first critical value, when only second acceleration/accel of impact microphone 11a, 11b induction surpasses first critical value in the side, just can start side device for passenger protection 13.
And in the above-mentioned decision stage, when front device for passenger protection 12 started, safety air bag control unit 14 at first compared S320 with second acceleration/accel and second critical value set.
Afterwards, in above-mentioned comparison phase, second accekeration is during greater than second critical value, safety air bag control unit 14 startup side device for passenger protection 13.In other words; When to such an extent as to buckles needs to start front device for passenger protection 12 greatly; Safety air bag control unit 14 can be provided with second critical value, and second acceleration/accel of impact microphone 11a, the 11b induction in the side starts side device for passenger protection 13 when surpassing second critical value.
First critical value and second critical value are experiment value, can set in advance according to size of automobile etc., also can set different values.But first critical value of setting is relatively good greater than second critical value.But be not limited thereto.Promptly; Buckles is less when being unlikely to start front device for passenger protection 12; To compare greater than first critical value and second accekeration of second critical value; To such an extent as to when buckles needs to start front device for passenger protection 12 greatly, set second critical value, start side device for passenger protection 13 less than first critical value.
Therefore; When front device for passenger protection 12 is not activated; Can use first critical value to prevent that side device for passenger protection 13 from starting by error; When front device for passenger protection 12 starts, use second critical value, prevent in the rotary course of the car body behind skew, inclined-plane bump or positive bump that the passenger from being struck car body in-to-in side or be thrown out of outside the car.
The embodiment of the present invention that more than combined description of drawings of the present invention.But the practitioner of technical field is to be understood that and can also has other the specific embodiment that need not to change its technological thought or indispensable characteristics under the present invention.Therefore, embodiment of the present invention all is exemplary in all respects, and is not confined to this.Scope of the present invention delimited through claims, and the form of all changes of deriving in the meaning of claims and scope and the equivalent concepts thereof or distortion all should be understood that to belong to category of the present invention.
Claims (7)
1. the control method of a side device for passenger protection; It is characterized in that; Comprise: during the bump of automobile front, the acceleration-deceleration of responding to according to the headstock impact microphone calculates first acceleration/accel, the stage that the acceleration-deceleration of responding to according to the side impact microphone calculates second acceleration/accel;
More above-mentioned first acceleration/accel and setting value judge whether to start stage of front device for passenger protection;
Whether startup according to the front device for passenger protection is provided with different critical values, compares with the second above-mentioned acceleration/accel, and whether decision will start the stage of side device for passenger protection.
2. the control method of side according to claim 1 device for passenger protection; It is characterized in that, in the above-mentioned decision stage, when above-mentioned front device for passenger protection is not activated; First critical value that compares second acceleration/accel and set; In above-mentioned comparison phase, second accekeration starts the side device for passenger protection during greater than first critical value.
3. the control method of side according to claim 1 device for passenger protection; It is characterized in that, in the above-mentioned decision stage, when above-mentioned front device for passenger protection starts; Second critical value that compares second acceleration/accel and set; In above-mentioned comparison phase, above-mentioned second accekeration starts the side device for passenger protection during greater than second critical value.
4. according to the control method of the arbitrary described side of claim 1 to 3 device for passenger protection, it is characterized in that above-mentioned front device for passenger protection comprises frontal airbag or buckle of safety belt.
5. according to the control method of the arbitrary described side of claim 1 to 3 device for passenger protection, it is characterized in that above-mentioned side device for passenger protection comprises side airbag or buckle of safety belt.
6. according to the control method of the arbitrary described side of claim 1 to 3 device for passenger protection, it is characterized in that above-mentioned side impact microphone is installed in the one side on the left side or the right side of automobile.
7. according to the control method of the arbitrary described side of claim 1 to 3 device for passenger protection, it is characterized in that the first above-mentioned critical value is greater than second critical value.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1020100133747A KR20120071995A (en) | 2010-12-23 | 2010-12-23 | Control method for side impact passenger protecting apparatus |
| KR10-2010-0133747 | 2010-12-23 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN102529860A true CN102529860A (en) | 2012-07-04 |
Family
ID=46338271
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2011103316731A Pending CN102529860A (en) | 2010-12-23 | 2011-10-27 | Control method for side passenger protection device |
Country Status (2)
| Country | Link |
|---|---|
| KR (1) | KR20120071995A (en) |
| CN (1) | CN102529860A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107963046A (en) * | 2016-10-20 | 2018-04-27 | 本田技研工业株式会社 | Occupant protection system |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101526715B1 (en) | 2013-11-26 | 2015-06-05 | 현대자동차주식회사 | System and method for controlling curtain airbag of vehicle |
| KR102270575B1 (en) * | 2015-07-13 | 2021-06-30 | 현대모비스 주식회사 | Method for protecting vehicle passenger |
-
2010
- 2010-12-23 KR KR1020100133747A patent/KR20120071995A/en not_active Application Discontinuation
-
2011
- 2011-10-27 CN CN2011103316731A patent/CN102529860A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107963046A (en) * | 2016-10-20 | 2018-04-27 | 本田技研工业株式会社 | Occupant protection system |
| US10688949B2 (en) | 2016-10-20 | 2020-06-23 | Honda Motor Co., Ltd. | Occupant protection device |
Also Published As
| Publication number | Publication date |
|---|---|
| KR20120071995A (en) | 2012-07-03 |
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Application publication date: 20120704 |