JP4586705B2 - Collision determination system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a collision judging system capable of accurately judging a collision of a moving body. <P>SOLUTION: The HVECU 20 of this collision judging system is configured so that the outputs of collision sensor wiring failure judging parts 201-203 are added to a redundancy system formed from a safing signal for shutting off the high voltage power supply produced by the output of a semiconductor collision sensor inside an airbag ECU 30 and the output of collision sensors 50, 56, 58 for judging a head-on collision and rear-end collision of a vehicle in accordance with the given result that simultaneousness is acknowledged between wiring failure judgement and the safing signal. Also the HVECU 20 is configured so that the outputs of collision sensor wiring failure judging parts 204 and 205 are added to a redundancy system formed from the output of a lateral collision sensor 52 and the output of an auxiliary lateral collision sensor 54 for judging a lateral collision of the vehicle in accordance with the given result that simultaneousness is acknowledged between the two wiring failure judgements. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

  The present invention relates to a collision determination system, and more particularly to a collision determination system that accurately determines a collision of a moving object.

  Recently, hybrid vehicles and electric vehicles have attracted attention as environmentally friendly vehicles. A hybrid vehicle is a vehicle that uses a DC power source, an inverter, and a motor driven by the inverter as a power source in addition to a conventional engine. In other words, a power source is obtained by driving the engine, a DC voltage from a DC power source is converted into an AC voltage by an inverter, and a motor is rotated by the converted AC voltage to obtain a power source.

  An electric vehicle is a vehicle that uses a DC power source, an inverter, and a motor driven by the inverter as a power source.

  Here, as a DC power source mounted on a hybrid vehicle and an electric vehicle, a high voltage one is generally used in order to obtain a high output. When using a high-voltage DC power supply, in order to guarantee safety against high voltage, the power supply unit including the DC power supply is wired using a protective case that contains insulation coating shielded wires and high-voltage parts, and is grounded by the vehicle body. Installed to ensure electrical insulation from (Body Earth). In the event of a collision, means for immediately shutting off the high-voltage power supply system is provided in order to prevent a vehicle fire or an electric shock accident (see, for example, Patent Documents 1 to 4).

Furthermore, for the purpose of protecting vehicle occupants from impacts at the time of collision, automobiles equipped with airbags are becoming widespread (see, for example, Patent Document 5). In the case of a frontal airbag that cushions the impact at the time of a forward collision, the engine room functions as a cushion that absorbs the impact to some extent. . On the other hand, for a side collision in which an impact may cause harm to an occupant with a deformation of the door, the collision determination is required within a very short time.

  As described above, since both the interruption of the high-voltage power supply system and the deployment of the airbag are required to operate immediately after the vehicle collision occurs, it is indispensable to accurately determine the vehicle collision.

  For example, Patent Document 5 discloses an airbag detonator in which an accurate collision determination is made using an acceleration sensor and an impact sensor, and an ignition device is reliably operated using a coded command.

  Specifically, the CPU of the air bag detonator is connected to an acceleration sensor that detects an acceleration signal and an impact detection sensor that electrically closes the impact. Then, the CPU calculates an acceleration signal from the acceleration sensor using a predetermined arithmetic expression, and performs a collision determination when the calculation result exceeds a predetermined threshold value and a closing signal from the impact detection sensor exists. The airbag deployment command encoded in a predetermined code is issued.

According to this, in addition to the acceleration sensor, a semiconductor type impact detection sensor is configured to function as a safing sensor, and these sensors are directly connected to the CPU, thereby detecting acceleration and generating a collision determination signal. The response up to is accelerated. In addition, since the ignition device is driven by the ignition command obtained by decoding the coded deployment command, it is possible to reliably prevent the ignition device from malfunctioning due to external noise or CPU runaway.
JP 11-99903 A Japanese Patent Laid-Open No. 2003-9303 JP 2004-7919 A JP 2004-64626 A JP-A-10-194075

  However, according to the airbag detonator of Patent Document 5 described above, in the acceleration sensor and the impact detection sensor, the wiring provided for transmitting the acceleration signal and the closing signal to the CPU that is the collision determination means is disconnected or bitten. When a so-called connection abnormality occurs, such as a short-circuit due to an error, it becomes difficult for the CPU to accurately perform a collision determination based on these signals.

  In particular, if the connection abnormality is caused by the impact force of a collision, the collision judgment is not made despite the occurrence of the collision, so the high voltage power supply is not properly shut off or the airbag is deployed properly. There is a possibility that it will develop into a serious problem.

  Therefore, in order to ensure the safety performance of the vehicle, even if an abnormality occurs in the collision determination means, the vehicle collision must be accurately determined.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a collision determination system capable of accurately determining a collision of a moving body.

  According to this invention, the collision determination system outputs a collision confirmation signal according to the outputs of the first and second collision detection devices, each of which detects a collision of a moving body, and the first and second collision detection devices. And a control device for outputting. The control device has a predetermined first period after the first and second collision detection devices have detected a collision, or when one of the first and second collision detection devices has determined a connection abnormality. The collision confirmation signal is output in response to the other detecting the collision.

  According to the above collision determination system, in the first and second collision detection devices constituting the redundant system, the connection abnormality of one of the collision detection devices is recognized to be synchronized with the output of the other collision detection device. In this case, it is determined that the connection abnormality is caused by the collision of the moving body, and the collision is determined. Therefore, even when a connection abnormality of the collision detection device occurs, it is possible to accurately determine the collision of the moving body.

  Preferably, the first collision detection device includes a semiconductor collision sensor and outputs a safing signal in accordance with an output of the semiconductor collision sensor. The second collision detection device includes a collision detection sensor that detects a collision of the moving body independently of the semiconductor collision sensor. The control device includes a connection abnormality determination unit that determines a connection abnormality of the collision detection sensor based on an output of the collision detection sensor, the safing signal is output, and the collision detection sensor detects a collision, Or a control unit that outputs the collision confirmation signal in response to the output of the safing signal within the first period after determining a connection abnormality of the collision detection sensor.

  According to the above collision determination system, the semiconductor collision sensor outputs a safing signal by making a determination for safing, and although there is a redundant system for the collision detection sensor, the collision detection sensor wiring abnormality Therefore, it is possible to prevent such a redundant system from failing.

  Preferably, the moving body includes a power source for driving the moving body and a blocking unit that blocks output of the power source in response to the collision confirmation signal.

  According to the above-described collision determination system, it is possible to accurately determine the collision of the moving body, and thus it is possible to reliably shut off the high voltage power supply system.

  Preferably, the moving body further includes an airbag and an airbag ignition device. The first collision detection apparatus further includes a safing sensor that performs a collision detection independently of the semiconductor collision sensor, the safing sensor detects a collision, and an output of the semiconductor collision sensor is the airbag. In response to satisfying the first condition for deploying the airbag, an ignition instruction is output to the airbag ignition device, and the output of the semiconductor collision sensor does not satisfy the first condition, but some collision occurs. The safing signal is output in response to satisfying the second condition estimated to have been performed.

  According to the above-described collision determination system, the output of the semiconductor collision sensor built in the airbag ECU is used to make a determination even in the determination condition for shutting off the high voltage power supply that is different from the determination condition for airbag deployment. Since a redundant system for the sensor is configured, it is possible to reliably shut off the high voltage power supply system without adding a new sensor.

  Preferably, the first period is set to be equal to or longer than a period required for the control device to receive the safing signal.

  According to the collision determination system described above, erroneous collision determination is avoided. Therefore, it is possible to prevent malfunction of the high voltage power supply system interruption.

  Preferably, the control device detects the collision in response to the determination of the connection abnormality in the other within a predetermined second period after the connection abnormality is determined in one of the first and second collision detection devices. Further output a confirmation signal.

  According to the above-described collision determination system, in the first and second collision detection devices constituting the redundant system, even when the connection abnormality of both is recognized, the connection abnormality is caused by the collision of the moving body. It is judged that there is a collision and a collision is determined. Therefore, even when a connection abnormality of the collision detection device occurs, it is possible to accurately determine the collision of the moving body.

  Preferably, the moving body includes a power source for driving the moving body and a blocking unit that blocks output of the power source in response to the collision confirmation signal. Each of the first and second collision detection devices includes a collision detection sensor that detects a side collision of the moving body.

  According to the above collision determination system, for a side collision that requires an accurate collision determination in a very short time after the occurrence of the collision, even when all of the collision detection devices configured in the redundant system are abnormally connected. The collision of the moving object is accurately determined. As a result, the high voltage power supply system can be reliably shut off.

  Preferably, the first and second periods are set to be equal to or longer than a period required for the control device to receive the outputs of the first and second collision detection devices.

  According to the collision determination system described above, erroneous collision determination is avoided. Therefore, it is possible to prevent malfunction of the high voltage power supply system interruption.

  According to the present invention, in the first and second collision detection devices constituting the redundant system, when the connection abnormality of one of the collision detection devices is confirmed to be simultaneous with the output of the other collision detection device, It is determined that the connection abnormality is caused by the collision of the vehicle, and the collision of the moving body is determined.

  Furthermore, according to the present invention, in the first and second collision detection devices, even when both connection abnormalities are recognized simultaneously, it is determined that the connection abnormalities are caused by the collision of the moving body. A collision is determined.

  Therefore, even when a connection abnormality of the collision detection device occurs, it is possible to accurately determine the collision of the moving body.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same reference numerals indicate the same or corresponding parts.

  FIG. 1 is a schematic block diagram of a moving body to which a collision determination system according to an embodiment of the present invention is applied. In the embodiment of the present invention, an automobile is exemplified as the moving body, but the present invention can be applied to other vehicles including motorcycles, ships, and the like.

  Referring to FIG. 1, an automobile 100 is a system that connects / disconnects a DC power source B, a vehicle load 10 driven by receiving power from the DC power source B, and a power supply path from the DC power source B to the vehicle load 10. Relays SMR1 to SMR3 and a hybrid electronic control unit (hereinafter also referred to as HVECU) 20 for controlling conduction / non-conduction of system main relays SMR1 to SMR3 are provided.

  The DC power source B is composed of a high voltage battery in which a plurality of battery modules are connected in series. The high-voltage power supply system connecting the DC power supply B, which is a high-voltage battery, and the vehicle load 10 is a power supply line composed of an insulation coating shielded cable or the like so as to ensure electrical insulation from grounding (body earth) by the vehicle body. 12 is wired.

  The vehicle load 10 is, for example, a drive system that drives wheels, and the drive system includes a motor and an inverter that drives the motor.

  System main relay SMR <b> 2 is connected between the positive electrode of DC power supply B and vehicle load 10. System main relay SMR1 is connected between the positive electrode of DC power supply B and vehicle load 10 via resistor R1. System main relay SMR 3 is connected between the negative electrode of DC power supply B and vehicle load 10. System main relays SMR1 to SMR3 are turned on / off in response to a cutoff confirmation signal S-HVCUT from HVECU 20.

  The automobile 100 further includes an airbag ECU 30 for operating the airbag. When the airbag ECU 30 detects a vehicle collision, the airbag ECU 30 outputs an ignition instruction to an airbag ignition device (not shown) that performs ignition for operating the airbag. In addition to the ignition instruction, the airbag ECU 30 outputs signals (a cutoff signal and a safing signal) for controlling the conduction / cutoff of the power supply path to the HVECU 20 as will be described later.

  Automobile 100 further includes sensors dedicated to a plurality of hybrid vehicles that detect a collision that may cause damage to a high-voltage power supply system including vehicle load 10 and DC power supply B. In FIG. 1, the automobile 100 includes five collision detection sensors: a front collision detection sensor 50, a side collision detection sensor 52, a sub side collision detection sensor 54, a right rear collision detection sensor 56, and a left rear collision detection sensor 58. . Outputs of these collision detection sensors 50 to 58 are transmitted to the HVECU 20 via wirings 60 to 68 respectively coupled to the HVECU 20.

  When the HVECU 20 receives the outputs of the collision detection sensors 50 to 58 and receives a signal for controlling the interruption of the power supply path from the airbag ECU 30, the HVECU 20 controls the conduction / non-conduction of the system main relay based on these signals. A confirmation signal S-HVCUT is generated. Then, HVECU 20 outputs the generated cutoff confirmation signal S-HVCUT to the coils of system main relays SMR1 to SMR3. The system main relays SMR1 to SMR3 are turned on or off when a current corresponding to the potential of the cutoff confirmation signal S-HVCUT flows through the coil. Thereby, the power supply path is conducted or cut off.

  Note that the cutoff confirmation signal S-HVCUT in the embodiment of the present invention constitutes a “collision confirmation signal” in the collision determination system according to the present invention.

  In the automobile 100 of FIG. 1, the HVECU 20, the vehicle load 10, the front collision detection sensor 50, the side collision detection sensor 52, and the sub side collision detection sensor 54 are an engine room that is a front region of a passenger seat in the vehicle. 110. When automobile 100 is a hybrid automobile, engine room 110 further stores an engine and a generator.

  DC power supply B, system main relays SMR1 to SMR3, right rear collision detection sensor 56 and left rear collision detection sensor 58 are arranged in a trunk room which is a lower region or a rear region of the passenger seat in the vehicle.

  FIG. 2 is a circuit diagram for explaining details of a high-voltage power supply system in automobile 100 in FIG.

  Referring to FIG. 2, DC power supply B includes battery modules 1 and 3 connected in series, fuse 2 provided on a path connecting battery modules 1 and 3 in series, and service plug 4.

  The battery modules 1 and 3 are high voltage batteries, and have a configuration in which, for example, 14 battery modules each having 7.2 V are connected in series. The service plug 4 detects a state where a high voltage part is exposed during maintenance or the like, and blocks a path through which a current flows through the vehicle load 10.

  The airbag ECU 30 has a semiconductor collision sensor 36, a safing sensor 38 that detects a collision independently of the semiconductor collision sensor 36, and an airbag ignition device 40 according to the outputs of the semiconductor collision sensor 36 and the safing sensor 38. And a control unit 32 that outputs an interruption signal S-CUT and a safing signal S-SAFING to the HVECU 20 and a read-only memory (ROM) 34 that stores a program to be operated by the control unit 32.

  The safing sensor 38 is a redundant sensor provided in case of an erroneous detection of the semiconductor collision sensor 36. When two sensors detect a collision at the same time, an ignition of the airbag is instructed. Further, the read-only memory 34 may be an erasable memory such as a flash memory as well as a ROM.

  The HVECU 20 outputs the front collision detection sensor 50, the side collision detection sensor 52, the sub side collision detection sensor 54, the right rear collision detection sensor 56, and the left rear collision detection sensor 58, and the control unit 32 of the airbag ECU 30. A control unit 22 that outputs a cutoff confirmation signal S-HVCUT that controls the system main relays SMR1 to SMR3 according to the cutoff signal S-CUT and the safing signal S-SAFING, and a read that stores a program operated by the control unit 22 Dedicated memory (ROM) 24. The read-only memory 24 is not limited to the ROM, but may be an erasable memory such as a flash memory.

  When supplying a high voltage to the vehicle load 10, the HVECU 20 first sets the system main relays SMR1 and SMR3 in a conductive state, and then sets the system main relay SMR2 in a conductive state and then turns off the system main relay SMR1. To control. By this operation, the vehicle load 10 is protected from an inrush current due to a high voltage by first flowing a control current via the resistor R1.

  When the high voltage is cut off, the HVECU 20 sets the system main relays SMR2 and SMR3 in the non-conductive state in order, and confirms that the high voltage has been cut off reliably.

  FIG. 3 is a block diagram for illustrating the airbag ECU 30 and the HVECU 20 in FIG.

  Referring to FIG. 3, airbag ECU 30 corresponds to semiconductor collision sensor 36, safing sensor 38 that detects a collision independently of semiconductor collision sensor 36, and outputs from semiconductor collision sensor 36 and safing sensor 38. And a control unit 32 that outputs a cutoff signal S-CUT and a safing signal S-SAFING.

  The cutoff signal S-CUT is a signal that instructs to immediately shut off the high voltage. The safing signal S-SAFING is a signal indicating that there is some collision although the airbag is not activated.

  The control unit 32 includes a determination unit 33 that determines the output of the semiconductor collision sensor 36 under various conditions. Specifically, the airbag deployment determination unit 301 that determines whether to deploy an airbag when there is a risk of injury to an occupant, and a collision that may damage or expose the high-voltage power supply system A high-voltage power shut-off determination unit 302 and a high-voltage power shut-off front collision safe that respectively determines whether a collision that may not damage the high-voltage power supply system although the airbag is not deployed is forward or backward. Including a determination unit 303 for swinging, and a determination unit 304 for high-voltage power supply cutoff rear safing.

  The control unit 32 further includes an AND logic unit AND1 that receives the outputs of the safing sensor 38 and the airbag deployment determination unit 301, and an AND logic unit AND2 that receives the outputs of the safing sensor 38 and the high voltage power supply cutoff determination unit 302. An OR logic unit OR1 that receives the outputs of the AND logic units AND1 and AND2 and outputs a cut-off signal S-CUT, a high-voltage power cut-off front collision safing determination unit 303, and a high-voltage power cut-off rear collision safing determination An OR logic unit OR2 that receives the output of the unit 304 and outputs a safing signal S-SAFING.

  The shut-off signal S-CUT and safing signal S-SAFING respectively output from the OR logic units OR1 and OR2 are directly connected via a signal line (hereinafter also referred to as a Zika line) directly connecting the airbag ECU 30 and the HVECU 20. The signal is input to the HVECU 20 and indirectly input to the HVECU 20 via the communication line 70.

  The HVECU 20 includes, for each of the collision detection sensors 50 to 58, collision detection sensor connection abnormality determination units 201 to 205 that determine whether or not a connection abnormality due to disconnection or biting has occurred in the wirings 60 to 68 coupled to the HVECU 20. An OR logic unit OR5 that receives the outputs of the front collision detection sensor 50, the right rear collision detection sensor 56, the left rear collision detection sensor 58, and the outputs of the collision detection sensor connection abnormality determination units 201 to 203 corresponding to these collision detection sensors; An OR logic unit OR6 that receives the output of the side collision detection sensor 52 and the output of the side collision detection sensor connection abnormality determination unit 204, and the output of the sub side collision detection sensor 54 and the sub side collision detection sensor connection abnormality determination unit 205 OR logic unit OR7 that receives the output of.

  The HVECU 20 further includes an OR logic unit OR3 that receives a cutoff signal S-CUT via the Zika line and a cutoff signal S-CUT via the communication line 70, a safing signal S-SAFING and a communication line 70 via the Zika line. OR logic part OR4 which receives safing signal S-SAFING which went through.

  The HVECU 20 further determines a Zika wire connection abnormality determination unit 206 that determines whether or not a connection error has occurred in the Zika wire, and a communication line disconnection / short circuit determination unit 207 that determines whether the communication line 70 is disconnected or short-circuited. And an AND logic unit AND3 that calculates the logical product of the outputs of these two determination units 206 and 207.

  The HVECU 20 further includes an AND logic unit AND4 that calculates a logical product of outputs of the OR logic unit OR4 and the OR logic unit OR5, and an AND logic unit AND5 that calculates a logical product of outputs of the OR logic unit OR6 and the OR logic unit OR7. , An OR logic unit OR8 for receiving an output from the AND logic units AND3, AND4, AND5 and an OR logic unit OR3, OR4 and outputting a cutoff confirmation signal S-HVCUT for determining that the high voltage power supply system is to be shut down.

  The automobile 100 according to the present invention includes the HVECU 20 provided with collision detection sensor connection abnormality determination units 201 to 205 that determine connection abnormality of the collision detection sensors 50 to 58, and the collision detection sensor connection abnormality determination units 201 to 205. A characteristic configuration is that the output is used to generate the cutoff confirmation signal S-HVCUT.

  According to these configurations, it is difficult to generate the cutoff confirmation signal S-HVECU based on the cutoff signal S-CUT and the safing signal S-SAFING from the airbag ECU 30 and the outputs of the collision detection sensors 50 to 58. It is possible to execute vehicle collision determination when a connection abnormality occurs in the collision detection sensors 50 to 58. As a result, it is possible to reliably determine the collision of the vehicle and shut off the high voltage power supply system.

  Hereinafter, a vehicle collision determination method according to the present invention and a generation method of the cutoff confirmation signal S-HVCUT based thereon will be described. First, for comparison, a method for generating the cutoff confirmation signal S-HVCUT in the case where the collision detection sensor connection abnormality determination units 201 to 205 are not provided will be described.

  FIG. 4 is a diagram showing a control flow executed by the control unit 32 of the airbag ECU 30 in FIG.

  With reference to FIG. 4, first, it is determined whether or not the safing sensor 38 detects a collision and is turned on (step S01). If it is determined that the safing sensor 38 has detected a collision, it is then determined whether or not the output of the semiconductor collision sensor 36 matches the airbag deployment condition (step S02). When the safing sensor 38 has not detected a collision, the process proceeds to step S06.

  If it is determined in step S02 that the output of the semiconductor collision sensor 36 matches the airbag deployment condition, an ignition instruction is issued to the airbag (step S03). Further, the process proceeds to step S05, and a cutoff signal S-CUT is output to the HVECU 20.

  Note that, as the airbag deployment condition in step S02, a collision in which the airbag is actually deployed is obtained in advance by a collision experiment, and the output of the semiconductor collision sensor 36 corresponding thereto is used as a map to determine the airbag deployment. It is stored in 301.

  Furthermore, since the output of the semiconductor collision sensor 36 is an acceleration representing an impact, by comparing this change in acceleration with various determination conditions obtained in advance in a collision experiment, in addition to the determination for airbag deployment, It can also be used for the determination of shutting off the high voltage power supply described below and the determination that some sort of collision has occurred.

  That is, if it is determined in step S02 that the output of the semiconductor collision sensor 36 does not match the airbag deployment condition, it is determined whether or not the output of the semiconductor collision sensor 36 matches the high-voltage power supply cutoff condition. (Step S04). When it is determined in step S04 that the high voltage power supply cutoff condition is met, a cutoff signal S-CUT is output to the HVECU 20.

  On the other hand, if it is determined in step S04 that the output of the semiconductor collision sensor 36 does not match the high-voltage power supply cutoff condition, it is determined whether or not the output of the semiconductor collision sensor 36 matches the forward collision condition ( Step S06). The front collision condition refers to a collision test in which the front collision detection sensor 50 actually operates, and a corresponding output of the semiconductor collision sensor 36 is used as a map for front collision safety for shutting off the high voltage power supply. This is accumulated in the determination unit 303.

  In step S06, when it is determined that the output of the semiconductor collision sensor 36 matches the front collision condition, a safing signal S-SAFING indicating to the HVECU 20 that the airbag has not been deployed but some collision has occurred. Is output (step S08).

  On the other hand, if it is determined in step S06 that the output of the semiconductor collision sensor 36 does not match the front collision condition, the process proceeds to step S07, and whether or not the output of the semiconductor collision sensor 36 matches the rear collision condition. Is judged. The rear collision condition refers to a collision in which the right rear collision detection sensor 56 or the left rear collision sensor 58 actually operates is obtained by a collision experiment, and the corresponding output of the semiconductor collision sensor 36 is used as a map as a high voltage power source. This is stored in the blocking rear collision safing determination unit 304.

  When it is determined in step S07 that the output of the semiconductor collision sensor 36 matches the rear collision condition, a safing signal S-SAFING is output to the HVECU 20 (step S08). On the other hand, when the output of the semiconductor collision sensor 36 does not match the rear collision condition, the process ends.

  The program for performing the control shown in FIG. 4 is stored in the ROM 34 of FIG. 2 which is a recording medium, and is read and executed by the control unit 32 which is a computer.

  As shown in FIG. 4, the airbag ECU 30 determines the airbag deployment determination conditions for the semiconductor collision sensor 36 and the safing sensor 38 that are originally redundantly provided to prevent malfunction of the airbag. Applies an independent judgment condition for high power supply voltage cutoff to prevent the high voltage power supply system from being accidentally shut off.

  In addition, the output of the semiconductor collision sensor 36 is not deployed by the high-voltage power cutoff front collision safety determination unit 303 and the high-voltage power cutoff rear collision safety determination unit 304, but there is some sort of collision. By using the airbag ECU 30, the airbag ECU 30 can serve as a safing sensor for the collision detection sensors 50, 56, and 58.

  FIG. 5 is a diagram showing a control flow performed by control unit 22 of HVECU 20 in FIG. The control flow in FIG. 5 is executed by the control unit 22 when the HVECU 20 does not have the collision detection sensor connection abnormality determination units 201 to 205 in FIG. 2.

  Referring to FIG. 5, first, when the process is started, it is determined whether or not cutoff signal S-CUT is output from airbag ECU 30 (step S11). If it is determined that the shut-off signal S-CUT has been output, the process proceeds to step S17, and a shut-off confirmation signal S-HVCUT that confirms shutting off the high-voltage power supply system is output. On the other hand, if it is determined that the cutoff signal S-CUT has not been output, it is subsequently determined whether or not the safing signal S-SAFING is output from the airbag ECU 30 (step S12). At this time, if there is no output of the safing signal S-SAFING, the process ends.

  On the other hand, when the safing signal S-SAFING is output in step S12, it is determined whether any of the collision detection sensors 50 to 58 has detected a collision in accordance with steps S13 to S16. Then, when it is determined that any of the collision detection sensors 50 to 58 has detected a collision, a cutoff confirmation signal S-HVCUT is output (step S17).

  Specifically, in step S13, it is determined whether or not the front collision detection sensor 50 has detected a collision. If the front collision detection sensor 50 has detected a collision, the process proceeds to step S17.

  On the other hand, if the front collision detection sensor 50 has not detected a collision, it is determined whether or not the side collision detection sensor 52 and the sub-side collision detection sensor 54 have detected a collision (step S14). In addition, about the detection of a side collision, it is judged based on whether both of the outputs of the collision detection sensors 52 and 54 arrange | positioned doubly detected the collision. That is, with respect to a side collision in which an impact may cause damage to the occupant with the deformation of the door, the side collision detection sensor 52 and the sub side collision detection sensor 54 constitute a redundant system, This is intended to make accurate collision determination within a very short period of time. If both the side collision detection sensor 52 and the sub side collision detection sensor 54 have detected a collision in step S14, the process proceeds to step S17.

  On the other hand, when neither the side collision detection sensor 52 nor the sub side collision detection sensor 54 detects a collision, it is determined whether or not the right rear collision detection sensor 56 detects a collision ( Step S15). If the right rear collision detection sensor 56 has detected a collision, the process proceeds to step S17.

  On the other hand, if the right rear collision detection sensor 56 has not detected a collision, it is determined whether or not the left rear collision detection sensor 58 has detected a collision (step S16). If the left rear collision detection sensor 58 has detected a collision, the process proceeds to step S17. On the other hand, if the left rear collision detection sensor 58 has not detected a collision, the process ends.

  According to the control flow of FIG. 5, a safing signal S-SAFING is output by using the output of the semiconductor collision sensor 36 built in the airbag ECU 30 and performing a determination for safing, and the collision is detected. A redundant system for the detection sensors 50 to 58 is configured. This prevents the high voltage power supply system from being shut off accidentally. Therefore, it is not necessary to deploy an airbag without adding a new sensor, but when it is better to cut off the high voltage power supply, the high voltage power supply can be cut off.

  However, in the control flow shown in FIG. 5, when a connection abnormality occurs in the corresponding collision detection sensor due to disconnection of the wirings 60 to 68 disposed between the collision detection sensors 50 to 58 and the HVECU 20, a bite short circuit, or the like. In such a case, the collision detection sensor itself cannot detect the collision, and the redundant system may fail.

  Specifically, referring to FIG. 6, a collision detection sensor (for example, a front collision detection sensor 50) includes a detection unit 501 including a relay Ry whose contact is mechanically conductive / non-conductive and a relay Ry conductive. An output unit 502 that generates and outputs a signal OUT indicating that a collision has been detected based on the potential driven to the node N1 in response to non-conduction.

  When the relay Ry of the detection unit 501 receives an impact force at the time of a forward collision, the contact is instantaneously conducted. Then, in a very short period when the contact is conducted, the potential of the node N1 is lowered to a substantially ground potential.

  The comparator COM of the output unit 502 compares the change in the potential of the node N1 with a predetermined reference potential, and transitions between two values of H (logic high) and L (logic low) based on the comparison result. Generate a signal. The latch circuit LA connected to the output node of the comparator COM indicates that the falling to the L level and the rising to the H level continuously appear within the predetermined period T in the output signal of the comparator COM. In response, a signal OUT indicating collision detection is output. The output unit 502 may be provided integrally with the control unit 22 of the HVECU 20.

FIG. 7 is an output waveform of the output signal OUT of the front collision detection sensor 50 of FIG.
Referring to FIG. 7, the potential of node N1 of output unit 502 is determined by the power supply voltage (+5 V) and the voltage division ratio of the internal resistance in the normal time when the contact of relay Ry is in a non-conductive state (off state). A predetermined potential (for example, 2.7 V) is indicated.

  When a collision phenomenon occurs in which the vehicle collides forward during a period T (about 100 milliseconds) from time t1 to time t2, the contact point of the relay Ry is turned on for a period T in response to an impact force due to the collision. The As a result, the output waveform of the potential of the node N1 temporarily drops to substantially the ground potential in the period T as indicated by the straight line LN1.

  The output unit 502 indicates that the vehicle has collided forward based on the fact that the output waveform of the potential at the node N1 has fallen to a low potential and rises to a high potential during a very short period T. Detect and output H level signal OUT.

  On the other hand, when a short circuit occurs due to biting in the wiring 60 between the front collision detection sensor 50 and the HVECU 20 due to the impact force of the collision, the potential of the node N1 is the time t1 as indicated by the straight line LN2. The voltage is also fixed to the potential after the time t3 after a predetermined period T_std (about 1 second) elapses. Although illustration is omitted, when the wiring 60 is disconnected, the potential of the node N1 does not fall and is fixed to a high potential. Therefore, the front collision detection sensor 50 cannot detect a collision.

  In particular, in the automobile 100 of FIG. 1, in response to the HVECU 20 being mounted in the engine room 110 together with the vehicle load 10, the wirings 60 to 68 that connect the collision detection sensors 50 to 58 and the HVECU 20 are also provided inside the engine room 110. Will be drawn around. In general, from the viewpoint of protecting pedestrians, the engine room 110 is provided with an impact absorbing portion, a so-called crushable zone, as a space that can be deformed into a concave shape at the time of a vehicle collision and absorb the impact force of the collision. Therefore, when a part of the engine room 110 is deformed due to a vehicle collision, there is a high possibility that the wires 60 to 68 may be bitten or disconnected.

  In order to prepare for such a connection abnormality, a means for providing a protective member such as a protector is usually provided for the wirings 60 to 68. However, if a connection abnormality occurs in the event of a vehicle collision, the collision detection sensors 50 to 58 are provided. Since the shutdown confirmation signal S-HVCUT is not output due to the fact that the detection becomes impossible, the high voltage power supply system is not properly shut off.

  However, if it can be determined that the connection abnormality occurring in the wirings 60 to 68 is caused by the collision of the vehicle, it is possible to determine the collision of the vehicle based on the fact that the connection abnormality has occurred in the wirings 60 to 68. .

  Therefore, as shown in FIG. 3, the HVECU 20 according to the present invention further includes collision detection sensor connection abnormality determining units 201 to 205 that determine connection abnormality of the collision detection sensors 50 to 58, and a safing signal from the airbag ECU 30. With a redundant system composed of S-SAFING and the outputs of the collision detection sensors 50, 56, and 58, the output of the collision detection sensor connection abnormality determination units 201 to 203 is further added, so that the front collision and the rear collision of the vehicle are detected. Judgment is made.

  Further, the HVECU 20 has a configuration in which the outputs of the collision detection sensor connection abnormality determination units 204 and 205 are further added to the redundant system constituted by the output of the side collision detection sensor 52 and the output of the sub side collision detection sensor 54. A side collision of the vehicle is determined.

  FIG. 8 is a timing chart for explaining a method of shutting off the high voltage power supply according to the embodiment of the present invention.

  Referring to FIG. 8, it is assumed that a short circuit has occurred in wiring 60 due to a collision phenomenon that occurred in period T from time t1 to time t2.

  At this time, the potential of the node N1 of the front collision detection sensor 50 is fixed to a low potential (ground potential) as described above.

  The forward collision detection sensor connection abnormality determination unit 201 in FIG. 3 detects that the potential of the node N1 is low even at time t3 when a predetermined period T_std has elapsed from time t1, and determines that the wiring 60 is abnormal in connection. To do. Then, the front collision detection sensor connection abnormality determining unit 201 sets a connection abnormality flag (that is, the connection abnormality flag is changed from “0” to “1”).

  When it is determined that the safing signal S-SAFING has been output within a predetermined period T1 from time t3, the HVECU 20 determines that the vehicle has collided and outputs a cutoff confirmation signal S-HVCUT.

  Here, the predetermined period T1 is a time in which simultaneity is recognized between the connection abnormality determination and the output of the safing signal S-SAFING, and more than the time required for communication from the airbag ECU 30 to the HVECU 20 Is set to be This is because, if simultaneity is recognized between the connection abnormality determination and the output of the safing signal S-SAFING, it can be determined that the connection abnormality is caused by the collision and the collision can be determined. Note that the predetermined period T1 is set to about 5 seconds in consideration of communication delay or processing delay of the safing signal S-SAFING.

  FIG. 9 is a timing chart for explaining another method of shutting off the high voltage power supply according to the embodiment of the present invention.

  Referring to FIG. 9, it is assumed that a short circuit has occurred in wiring 64 connecting sub-side collision detection sensor 54 and HVECU 20 due to a collision phenomenon that occurred in period T from time t1 to time t2. In addition, regarding the side collision detection sensor 52 provided redundantly with the sub side collision detection sensor 54, it is assumed that no wiring abnormality has occurred in the wiring 62.

  In this case, the potential of the node N1 of the sub side collision detection sensor 54 is fixed at a low potential (ground potential) as described above. The sub-side collision detection sensor connection abnormality determination unit 205 in FIG. 3 detects that the potential of the node N1 is low even at a time t3 when a predetermined period T_std has elapsed from the time t1, and the wiring 64 is abnormal in connection. Is determined. Then, the front collision detection sensor connection abnormality determination unit 201 sets the connection abnormality flag to “1”.

  On the other hand, the potential of the node N1 of the side collision detection sensor 52 in which no connection abnormality has occurred falls and rises during the period T according to the impact force of the collision. The side collision detection sensor 52 detects a change in the potential of the node N1 and outputs a signal OUT indicating that a collision has been detected.

  The HVECU 20 receives the output from the side collision detection sensor 52, and determines that the connection abnormality determination flag of the sub side collision detection sensor 54 is “1” within a predetermined period T2 from time t3. Then, it is determined that the vehicle has collided, and a cutoff confirmation signal S-HVCUT is output.

  Here, the predetermined period T2 is a time in which simultaneity is recognized between the output of the side collision detection sensor 52 and the connection abnormality determination of the sub side collision detection sensor 54, and the sub side collision. The time is set to be longer than the time required for communication from the detection sensor 54 to the HVECU 20. If there is a synchronism between the determination of the connection abnormality of one collision detection sensor and the output of the other collision detection sensor constituting the redundant system, it is determined that the connection abnormality is caused by the collision. It depends on being able to judge. The predetermined period T2 is set to about 200 milliseconds in consideration of communication delay, processing delay, and the like.

  Furthermore, as shown in FIG. 9, it is not limited to the case where a connection abnormality occurs in one of the collision detection sensors constituting the redundant system, and even if a connection abnormality occurs in both collision detection sensors, it is determined that there is a collision. Can do. This is based on the fact that it is possible to determine that cases where connection abnormality occurs in both collision detection sensors are extremely rare except in the case of collision.

  FIG. 10 is a diagram showing a control flow performed by control unit 22 of HVECU 20 in FIG. The control flow in FIG. 10 is obtained by changing the control flow after step S12 in the control flow in FIG. 5 to a control flow including a connection abnormality determining unit.

  Referring to FIG. 10, if it is determined in step S11 (not shown) in FIG. 5 that the cutoff signal S-CUT has not been output, whether or not the front collision detection sensor 50 has detected a collision is determined. Determination is made (step S21). If the front collision detection sensor 50 has detected a collision, it is subsequently determined whether or not a safing signal S-SAFING is output (step S22). Then, if it is determined that the safing signal S-SAFING is output, the process proceeds to step S33, and a shutoff confirmation signal S-HVCUT for confirming that the high voltage power supply system is shut off is output.

  On the other hand, if the front collision detection sensor 50 has not detected a collision, the connection abnormality flag is “1” and whether or not the safing signal S-SAFING is output within a predetermined period T1. Judgment is made (step S23). When it is determined that the connection abnormality flag is “1” and the safing signal S-SAFING is output within the predetermined period T1, it is determined that the connection abnormality is caused by the collision, and the processing is performed. Advances to step S33.

  On the other hand, in step S23, when the connection abnormality flag is not “1” or the safing signal S-SAFING is not output within the predetermined period T1, the side collision detection sensor 52 and the sub side collision detection sensor are detected. It is determined whether or not 54 detects a collision (step S24). If both the side collision detection sensor 52 and the sub side collision detection sensor 54 have detected a collision in step S24, the process proceeds to step S33.

  On the other hand, when only one of the side collision detection sensor 52 and the sub side collision detection sensor 54 detects a collision, or when neither detects a collision, the process proceeds to steps S25 and S26.

  That is, when it is determined that only one of the side collision detection sensor 52 and the sub side collision detection sensor 54 detects a collision, the other connection abnormality flag is set to “1” within a predetermined period T2. It is determined whether or not (step S25). If it is determined that the connection abnormality flag has become “1” within the predetermined period T2, it is determined that the connection abnormality is caused by a side collision, and the process proceeds to step S33.

  If it is determined that neither the side collision detection sensor 52 nor the sub side collision detection sensor 54 detects a collision, both connection abnormality flags are set to “1” within a predetermined period T2. It is determined whether or not (step S26). If it is determined in step S26 that both connection abnormality flags are “1” within the predetermined period T2, it is determined that the connection abnormality is caused by a side collision, and the process proceeds to step S33.

  On the other hand, if it is determined from steps S25 and S26 that neither the side collision detection sensor 52 nor the sub side collision detection sensor 54 has detected a collision and neither of them has a connection abnormality. It is determined whether or not the right rear collision detection sensor 56 has detected a collision (step S27). If the right rear collision detection sensor 56 has detected a collision, it is subsequently determined whether or not the safing signal S-SAFING is output (step S28). When it is determined that the safing signal S-SAFING is output, the process proceeds to step S33.

  On the other hand, if the right rear collision detection sensor 56 has not detected a collision, the connection abnormality flag is “1” and whether or not the safing signal S-SAFING is output within a predetermined period T1. Is determined (step S29). When it is determined that the connection abnormality flag is “1” and the safing signal S-SAFING is output within the predetermined period T1, it is determined that the connection abnormality is caused by the collision, and the processing is performed. Advances to step S33.

  On the other hand, in step S29, if the connection abnormality flag is not “1” or the safing signal S-SAFING is not output within the predetermined period T1, whether the left rear collision detection sensor 58 has detected a collision. It is determined whether or not (step S30). If the left rear collision detection sensor 58 has detected a collision, it is subsequently determined whether or not a safing signal S-SAFING is output (step S31). When it is determined that the safing signal S-SAFING is output, the process proceeds to step S33.

  On the other hand, if the left rear collision detection sensor 58 has not detected a collision, the connection abnormality flag is “1” and whether or not the safing signal S-SAFING is output within a predetermined period T1. Is determined (step S32). When it is determined that the connection abnormality flag is “1” and the safing signal S-SAFING is output within the predetermined period T1, it is determined that the connection abnormality is caused by the collision, and the processing is performed. Advances to step S33.

  On the other hand, if the connection abnormality flag is not “1” or the safing signal S-SAFING is not output within the predetermined period T1 in step S32, the process ends.

  The program for performing the control shown in FIG. 10 is stored in the ROM 24 of FIG. 2 which is a recording medium, and is read and executed by the control unit 22 which is a computer.

  As described above, according to the embodiment of the present invention, even when a connection abnormality occurs in the collision detection sensor, a safing signal that forms a redundant system with the collision detection sensor, or another collision detection sensor. The vehicle collision can be determined according to the fact that the synchronism is recognized with the output of the vehicle. As a result, it is possible to accurately determine the collision of the vehicle and reliably shut off the high voltage power supply.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  The present invention can be used in a collision detection system for a moving body having a high-voltage power supply system.

It is a schematic block diagram of the mobile body to which the collision determination system by embodiment of this invention is applied. It is a circuit diagram for demonstrating the detail of the high voltage power supply system in the motor vehicle of FIG. It is a block diagram for demonstrating the airbag ECU in FIG. 2, and HVECU. It is the figure which showed the control flow performed by the control part of airbag ECU in FIG. It is the figure which showed the control flow performed by the control part of HVECU in FIG. It is a circuit diagram for demonstrating the front collision detection sensor in FIG. It is an output waveform of the output signal OUT of the front collision detection sensor of FIG. It is a timing chart for demonstrating the interruption | blocking method of the high voltage power supply by embodiment of this invention. It is a timing chart for demonstrating the other method of the high voltage power supply interruption | blocking by embodiment of this invention. It is the figure which showed the control flow performed by the control part of HVECU in FIG.

Explanation of symbols

  1, 3 Battery module, 2 fuse, 4 service plug, 10 vehicle load, 12 power supply line, 20 HVECU, 22, 32 control unit, 24, 34 read-only memory, 30 airbag ECU, 36 semiconductor collision sensor, 38 safe Sensor, 40 airbag ignition device, 50 front collision detection sensor, 52 side collision detection sensor, 54 sub side collision detection sensor, 56 right rear collision detection sensor, 58 left rear collision detection sensor, 60-68 wiring, 70 Communication line, 100 automobile, 110 engine room, 201 forward collision detection sensor connection abnormality determination unit, 204 side collision detection sensor connection abnormality determination unit, 205 sub side collision detection sensor connection abnormality determination unit, 206 Zika line connection abnormality determination unit 207, communication line disconnection / short circuit determination unit, 301 airbag Deployment determination unit, 302 High voltage power supply cutoff determination unit, 303 High voltage power supply cutoff front collision safety determination unit, 304 High voltage power supply cutoff rear collision safety determination unit, 501 Detection unit, 502 output unit, AND1 AND5 AND logic part, B DC power supply, COM comparator, LA latch circuit, N1 node, OR1-OR8 OR logic part, R1 resistor, Ry relay.

Claims (8)

First and second collision detection devices each detecting a collision of a moving body;
A control device that outputs a collision confirmation signal according to the outputs of the first and second collision detection devices,
The moving body is
A power source for driving the mobile body;
An airbag and an airbag ignition device,
The first collision detection device includes a semiconductor collision sensor,
When the output of the semiconductor collision sensor satisfies an airbag deployment condition for deploying the airbag, it outputs an ignition instruction to the airbag ignition device and outputs a shut-off signal instructing to shut off the power supply. ,
When the output of the semiconductor collision sensor does not satisfy the airbag deployment condition but satisfies the power cutoff condition to shut off the power, the cutoff signal is output,
The output of the semiconductor collision sensor does not satisfy the airbag deployment condition and the power-off condition, but when a collision condition that is estimated to have caused some collision is satisfied, a safing signal is output,
The second collision detection device includes a collision detection sensor that detects a collision of the moving body independently of the semiconductor collision sensor,
The controller is
A connection abnormality determination unit for determining a connection abnormality of the collision detection sensor based on an output of the collision detection sensor and outputting a connection abnormality signal;
The blocking signal or the safing signal from the first collision detection device, the output of the collision detection sensor, and the connection abnormality signal can be received from the connection abnormality determination unit, and according to these inputs A controller that outputs the collision determination signal,
The controller is
A first state in which the blocking signal is output from the first collision detection device, a second state in which the safing signal is output from the first collision detection device, and the collision detection sensor detects a collision. And when one of the third states in which the connection abnormality signal is received from the connection abnormality determination unit and the safing signal is output from the first collision detection device is established, the collision confirmation signal is Output collision detection system.   The collision determination system according to claim 1, wherein the moving body further includes a blocking unit that blocks output of the power source in response to the collision determination signal. The first collision detection device further includes a safing sensor that performs collision detection independently of the semiconductor collision sensor,
When the safing sensor detects a collision and the output of the semiconductor collision sensor satisfies the airbag deployment condition, the ignition instruction and the cutoff signal are output,
When the safing sensor detects a collision, and the output of the semiconductor collision sensor does not satisfy the airbag deployment condition but satisfies a power cutoff condition that should shut off the power, the cutoff signal is output,
3. The safing signal is output when the output of the semiconductor collision sensor does not satisfy the airbag deployment condition and the power-off condition, but satisfies a collision condition in which some kind of collision is estimated to occur. The collision detection system described. When the control unit receives the safing signal from the first collision detection device within the first period after receiving the connection abnormality signal from the connection abnormality determination unit in the third state, Outputting the collision confirmation signal;
The first period is equal to or longer than the time required for the control device to receive the safing signal from the first collision detection device, and the connection anomaly determination unit and the safing signal The collision determination system according to claim 3, wherein the collision determination system is set to be a time at which simultaneity is recognized with the output. A third collision detection device for detecting a collision of the moving body;
The third collision detection device includes first and second collision detection sensors that detect the collision of the moving body independently of each other,
The controller is
A first connection abnormality determination unit that determines a connection abnormality of the first collision detection sensor based on an output of the first collision detection sensor and outputs a first connection abnormality signal;
A second connection abnormality determining unit that determines a connection abnormality of the second collision detection sensor based on an output of the second collision detection sensor and outputs a second connection abnormality signal;
The control unit includes the first state, the second state, the third state, the fourth state in which the first and second collision detection sensors detect a collision, and the first collision detection sensor. Detects the collision and receives the second connection abnormality signal from the second connection abnormality determination unit, and the second collision detection sensor detects the collision, and the first 6 when any of the conditions is satisfied, and to output the said collision determination signal, the collision determination system according to claim 1 which has received the connection abnormality determination unit the first connection abnormality signal from the. The moving body includes a blocking unit that blocks the output of the power source in response to the collision confirmation signal,
The collision determination system according to claim 5, wherein each of the first and second collision detection sensors detects a side collision of the moving body. The control unit receives the second connection abnormality signal from the second connection abnormality determination unit within a second period after the first collision detection sensor detects a collision in the fifth state . Or when the second collision detection sensor receives a first connection abnormality signal from the first connection abnormality determination unit within the second period after the second collision detection sensor detects a collision in the sixth state . When the collision confirmation signal is output,
The second period is equal to or longer than a time required for the control device to receive the outputs of the first and second collision detection sensors, and the connection abnormality in one of the first and second collision detection sensors. The collision determination system according to claim 6, wherein the time is determined so that a simultaneity is recognized between the determination and the other output of the first and second collision detection sensors. The control unit is configured to determine the first state, the second state, the third state, the fourth state, the fifth state, the sixth state, and the first connection abnormality. receiving said first connection abnormality signal from the part, and when either of the seventh state of receiving the second connection abnormality signal from said second connection abnormality determination unit is satisfied, output the collision determination signal The collision determination system according to any one of claims 5 to 7, wherein

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