CN103101502B - Air-bag control device and air bag controlled method - Google Patents

Abstract

The present invention provides an airbag control device and an airbag control method, which change the determination method of airbag deployment according to the collision state of a vehicle and an obstacle, and optimize the deployment timing of the airbag. The airbag control device determines whether or not the airbag can be deployed based on a value obtained by section-integrating the detection values of the front sensors. In addition, when the area-integrated value of the detection value of the front sensor exceeds a predetermined threshold value, the determination based on the change amount of the area-integrated detection value of the floor sensor is valid for determining whether the airbag can be deployed. Thereby, the impact state can be captured remarkably, and when the user of the vehicle needs the air bag, the air bag can be deployed as soon as possible to protect the user.

Description

Airbag control device and airbag control method

technical field

The invention relates to an airbag deployment control in the event of a collision between a vehicle and an obstacle.

Background technique

Currently, when a vehicle collides with an obstacle, an airbag control device performs deployment control of an airbag included in the vehicle with the following configuration. When the front part of the vehicle body has a sensor that derives the impact level when the vehicle collides with an obstacle (hereinafter referred to as "front sensor"), and is installed in the cabin to derive the impact of the vehicle colliding with an obstacle The impact level sensor (hereinafter referred to as "floor sensor"). In addition, the detection value of the front sensor is integrated within a predetermined width, and the detection value of the floor sensor is changed according to the correspondence relationship between the value of the interval integration and a predetermined threshold (hereinafter also referred to as "front threshold"). The threshold corresponding to the value obtained by section integration (hereinafter also referred to as "floor threshold"). That is, the floor threshold value corresponding to the segment integral value of the floor sensor is changed according to the correspondence relationship between the segment integral value of the front sensor and the front threshold value. Then, when the section integral value of the front sensor exceeds the front threshold and the section integral value of the floor sensor exceeds the floor threshold, control is performed to deploy the airbag.

Specifically, when the section integral value of the front sensor exceeds the maximum threshold among the plurality of front thresholds, the threshold corresponding to the section integral value of the floor sensor is set to a smaller threshold. And, when the section integral value of the floor sensor exceeds a small threshold value, the airbag provided in the vehicle is deployed. In this way, when the section integral value of the front sensor exceeds the maximum threshold value, it is highly necessary to protect passengers as soon as possible, and the floor threshold value of the floor sensor is set to a smaller threshold value, and the timing at which the section integral value of the floor sensor exceeds the floor threshold value is adjusted. For early timing, control is performed to deploy the airbag as quickly as possible. In addition, Patent Document 1 exists as a document explaining the technique related to the present invention.

Patent Document 1: Japanese Patent Laid-Open No. 2000-255374

Contents of the invention

However, even if the floor threshold corresponding to the section integral value of the floor sensor is changed to a smaller threshold according to the section integral value of the front sensor, there are still differences in the section integral value of the floor sensor due to the different collision states of the vehicle and the obstacle. A case where it takes a certain amount of time to exceed the floor threshold. For example, in the "frontal collision" where the vehicle and the obstacle collide approximately from the front with no lateral offset, and the "bias collision" where the vehicle and the obstacle collide approximately from the front and the parts that collide with each other deviate from the center to the lateral direction In the case of "moving collision" or the like, the following airbag deployment control is sometimes performed. That is to say, although the increase rate of the section integral value of the front sensor is large and the time to exceed the front threshold is relatively early, it still takes a certain time until the section integral value of the floor sensor exceeds the floor threshold. As a result, the airbag is not deployed at the timing when it should be deployed, and the deployment of the airbag may be delayed.

An object of the present invention is to provide an airbag control device and an airbag control method that change the determination method of airbag deployment according to the collision situation between a vehicle and an obstacle, and optimize the deployment timing of the airbag.

In order to solve the above-mentioned problems, the present invention provides an airbag control device including: an acquisition unit that acquires a first detection value and a second detection value from a first detection unit and a second detection unit, the first detection unit being installed in the vehicle In the compartment of the vehicle, the first detection value indicating the degree of impact when the vehicle collides with an obstacle is derived. The aforementioned second detection value of the degree of impact under the impact; the derivation unit, which performs interval integration on the aforementioned first detection value to derive the first integral value, and derives the change amount of the aforementioned first integral value, and performs the aforementioned second detection value on the aforementioned second detection value. The second integral value is derived by section integration; the determination unit determines whether the air bag of the vehicle can be deployed based on the first integral value; and the output unit transmits the determination information obtained by the determination unit for deploying the air bag to The output of the drive circuit for controlling the deployment of the airbag is characterized in that when the second integral value exceeds a predetermined threshold value, the determination unit determines whether or not the airbag can be deployed based on the amount of change.

The deriving means derives a specific change amount that is a change amount of a third integrated value obtained by integrating the first detected value in a range narrower than the integration range of the first integrated value. Consequently, when the second integral value exceeds a specific threshold value greater than the predetermined threshold value, the determination unit determines whether or not the airbag can be deployed based on the specific change amount.

In addition, the present invention provides an airbag control device comprising: a first detection unit, which is installed in a vehicle compartment of a vehicle, and derives a first detection value indicating the degree of impact when the vehicle collides with an obstacle; and a drive circuit. , which controls the deployment of the air bag of the aforementioned vehicle; and a control device, which determines whether the aforementioned air bag can be deployed, and outputs the determination information to the aforementioned drive circuit, wherein the aforementioned control device has: an acquisition unit, which obtains from the aforementioned The first detection unit and the second detection unit acquire the first detection value and the second detection value, and the second detection unit is arranged at the front of the vehicle to derive the degree of impact when the vehicle collides with an obstacle. The second detected value; the deriving unit, which performs interval integration on the aforementioned first detected value to derive the first integrated value, and derives the change amount of the aforementioned first integrated value, and performs the aforementioned interval integration on the aforementioned second detected value to derive the first integrated value. 2. an integral value; a determination unit that determines whether or not the airbag of the vehicle can be deployed based on the first integral value; and an output unit that outputs the determination information for deploying the airbag obtained by the determination unit to the drive circuit, When the second integral value exceeds a predetermined threshold value, the determination unit determines whether or not the airbag can be deployed based on the change amount.

Furthermore, the present invention provides an airbag control method, which has the following steps: (a) acquiring a first detection value and a second detection value from a first detection unit and a second detection unit, the first detection unit being installed in a vehicle; In the vehicle compartment, the first detection value indicating the degree of impact when the vehicle collides with an obstacle is derived, and the second detection unit is arranged at the front of the vehicle and derives a value indicating that the vehicle collides with an obstacle. The aforementioned second detection value of the impact degree; (b) performing interval integration on the aforementioned first detection value to derive the first integral value, and deriving the change amount of the aforementioned first integral value, and performing the aforementioned interval integration on the aforementioned second detection value and derive the 2nd integral value; (c) judge whether the airbag of the aforementioned vehicle can be deployed based on the aforementioned 1st integral value; The deployment drive circuit output is characterized in that if the second integral value exceeds a predetermined threshold, in the step (c), whether or not the airbag can be deployed is determined based on the change amount.

The effect of the invention

According to the present invention, when the interval integral value of the detection value of the front sensor exceeds a predetermined threshold value, it is determined based on the amount of change in the integral value of the floor sensor whether or not the airbag can be deployed, and the interval integral value based on the detection value of the floor sensor Compared with the case of judging whether the airbag can be deployed or not, the state of the collision can be captured remarkably. In addition, when the user of the vehicle needs the airbag, the airbag can be deployed as quickly as possible to protect the user.

In addition, according to the present invention, when the interval integral value of the detection value of the front sensor exceeds a specific threshold value greater than the predetermined threshold value, it is determined based on a specific change amount of the integral value of the floor sensor whether or not the airbag can be deployed. The change in the collision state can be determined earlier than in the case of determining whether or not the airbag can be deployed by the amount of change in the integrated value of the floor sensor. In addition, when the user of the vehicle needs the airbag, the airbag can be deployed at a more appropriate timing to protect the user.

Description of drawings

FIG. 1 is a diagram showing the arrangement of front sensors included in a vehicle and floor sensors included in an ECU.

FIG. 2 is a block diagram of a system mainly having a front sensor, an airbag, and an ECU.

FIG. 3 is a graph showing detection values of a floor sensor.

FIG. 4 is a diagram showing section integration processing of detection values of floor sensors.

FIG. 5 is a graph showing graphs corresponding to the interval integral value and the total integral value of the floor sensor.

FIG. 6 is a graph showing graphs corresponding to the section integral value and the total integral value of the front sensor.

FIG. 7 is a graph showing a graph corresponding to the amount of change in the first integrated value of the floor sensor and the total integrated value.

FIG. 8 is a timing chart showing signals of each sensor when the vehicle collides with an obstacle while traveling at high speed.

FIG. 9 is a diagram showing a logic circuit in a case where the determination unit determines whether or not the airbag can be deployed.

FIG. 10 is a diagram showing graphs corresponding to the section integral value and the total integral value of the front sensor.

FIG. 11 is a diagram illustrating derivation of a specific change amount of a floor sensor.

FIG. 12 is a graph showing a graph corresponding to a specific amount of change and a total integrated value of a floor sensor.

FIG. 13 is a time chart showing the values of each sensor when the vehicle collides with an obstacle while traveling at high speed.

FIG. 14 is a diagram showing a logic circuit in a case where the determination unit determines whether or not the airbag can be deployed.

Detailed ways

Hereinafter, embodiments of the present invention will be described with reference to the drawings. Embodiment shown below is an illustration, and does not limit the technical scope of this invention to these.

(first embodiment)

(1. Configuration diagram of each sensor)

1 is a diagram showing the arrangement of front sensors 20 (front sensors 20 a and 20 b ) included in a vehicle 1 and floor sensors 30 included in an ECU (Electronic Control Unit) 3 .

Front sensor 20 a and front sensor 20 b are arranged at the front of vehicle 1 . In detail, the front sensor 20 a is provided at the right front of the vehicle body of the vehicle 1 , and the front sensor 20 b is provided at the left front of the vehicle body of the vehicle 1 . In addition, each sensor is installed in the vicinity of the radiator support of the vehicle 1, the side member, and the like.

The floor sensor 30 is arranged in the cabin of the vehicle 1 , and is arranged on a floor tunnel portion located substantially in the center of the vehicle 1 . In addition, a floor sensor 30 is provided in the ECU 3 .

(2, block diagram)

FIG. 2 is a block diagram of a system mainly including front sensors 20 a , 20 b , an airbag 50 , and an ECU 3 .

The front sensors 20a and 20b detect deceleration indicating the degree of impact when the vehicle 1 collides with an obstacle. Here, the deceleration is a speed lost per second when the vehicle 1 collides with an obstacle, and is an acceleration of a negative value.

The airbag 50 is a device for absorbing a shock to a user who is a passenger of the vehicle 1 by sending gas generated by explosion of explosive inside the airbag into the airbag. Also, the airbag 50 has an igniter 501 inside as an ignition device, and the igniter 501 is energized to explode the explosive inside the airbag 50 .

The ECU 3 is a device that controls deployment of the airbag 50 in accordance with the degree of impact when the vehicle 1 collides with an obstacle. In addition, the ECU 3 has a floor sensor 30 , a drive circuit 40 , and a control device 9 .

The floor sensor 30 detects deceleration indicating the degree of impact when the vehicle 1 collides with an obstacle through the floor tunnel of the vehicle 1 .

The drive circuit 40 is a circuit that energizes the igniter 501 of the airbag 50 based on a drive signal output from the input/output circuit 10 (hereinafter referred to as the I/O circuit 10 ) of the ECU 3 described later.

The control device 9 mainly has an input/output circuit 10 , a CPU 11 (Central Processing Unit), and a nonvolatile memory 12 .

The I/O circuit 10 acquires deceleration as detection values detected by the front sensor 20 and the floor sensor 30 . In addition, the I/O circuit 10 outputs a drive signal from the CPU 11 to the drive circuit 40 .

The CPU 11 performs a process of determining whether or not the airbag 50 included in the vehicle 1 can be deployed. The CPU 11 mainly includes a derivation unit 111 , a determination unit 112 , and a change unit 113 .

The derivation unit 111 performs section integration processing on the detection values of the front sensors 20 a and 20 b to derive a section integration value. Here, based on the larger detection value of the respective detection values of the two front sensors 20 a and 20 b , an interval integral value of the front sensor 20 (hereinafter also referred to as “second integral value”) is derived. In addition, the deriving unit 111 also derives a total integral value obtained by adding all the section integral values of the front sensor 20 .

In addition, the deriving unit 111 performs section integration processing on the detection value of the floor sensor 30 to derive a section integration value (hereinafter also referred to as "first integration value"). In addition, the derivation unit derives a total integral value obtained by adding all the section integral values of the floor sensor 30 .

Furthermore, the derivation unit 111 derives the change amount of the first integral value (hereinafter also simply referred to as "change amount"). That is, the derivation unit 111 performs section integration processing on the detection value of the floor sensor 30 , and derives the change amount between one section integral value and another section integral value adjacent to the section integral value. In addition, the process of deriving the section integral value and the process of deriving the change amount by the deriving unit 111 will be described in detail later.

The determination unit 112 determines whether or not the airbag 50 included in the vehicle 1 can be deployed based on the first integral value. That is, when the first integrated value obtained by section-integrating the detection value of the floor sensor 30 exceeds a predetermined threshold (for example, the threshold th1 shown in FIG. 5 ), the determination unit 112 determines that it is necessary to deploy the airbag 50 . , to output the drive signal to the drive circuit 40 via the I/O circuit 10 .

In addition, as will be described later, when the changing unit 113 enables the determination based on the amount of change in the condition for determining whether the airbag 50 can be deployed, the determining unit 112 determines whether the airbag 50 can be deployed based on the amount of change. In this way, since it is determined whether or not the airbag 50 can be deployed based on the amount of change, the state of the collision can be captured more significantly than when it is determined whether or not the airbag 50 can be deployed based on the first integral value of the floor sensor 30 . In addition, when the user of the vehicle needs the airbag 50, the airbag 50 can be deployed as quickly as possible to protect the user.

When the second integral value of the front sensor 20 exceeds a predetermined threshold (for example, threshold th2 shown in FIG. 6 ), the changing unit 113 enables the determination based on the amount of change. That is, when the second integral value of the front sensor 20 exceeds the threshold value, the need to deploy the airbag 50 increases, and the changing unit 113 enables the determination by the determining unit 112 based on the change amount.

The nonvolatile memory 12 stores various data used in processing by the CPU 11 . Specifically, the nonvolatile memory 12 mainly stores threshold value data 121 .

The threshold value data 121 is threshold value data corresponding to a value obtained by performing processing such as interval integration on the detection value of each sensor. For example, it corresponds to threshold th1 shown in FIG. 5 , threshold th2 shown in FIG. 6 , threshold th3 shown in FIG. 7 , and the like.

(3. Derivation processing based on the detection value of each sensor)

Next, the detection value of each sensor, the section integral value, and the amount of change will be described using graphs. FIG. 3 is a graph showing detection values of the floor sensor 30 . The horizontal axis in FIG. 3 represents time [ms], and the vertical axis represents deceleration [m/s ² ].

The curves s1 and s2 shown in FIG. 3 represent the deceleration of the vehicle 1 that has changed over time since the vehicle 1 collided with an obstacle. Here, the difference between the curve s1 and the curve s2 is, for example, the speed at which the vehicle 1 collides with an obstacle. That is, the curve s1 is a curve when the vehicle 1 collides with an obstacle while traveling at a high speed (for example, 50 km/h to 60 km/h). In addition, the curve s2 is a curve when the vehicle 1 collides with an obstacle while traveling at a low speed (for example, 10 km/h to 20 km/h).

FIG. 4 is a diagram showing section integration processing of detection values of the floor sensor 30 . That is, FIG. 4 is a diagram illustrating section integration processing based on the curve s1 and the curve s2 shown in FIG. The status of the value export. In the interval integration process, the derivation unit 111 performs interval integration on the curve s1 within a predetermined width wd1 (for example, a width of 10 ms), and derives a first integral value corresponding to an integral value of one width. In addition, the derivation unit 111 derives a total integral value obtained by adding all the integral values of the respective widths. In addition, also for the curve s2, derivation processing of the section integral value and the total integral value is performed in the same manner as the curve s1.

FIG. 5 is a diagram for explaining the operation when determining whether or not the airbag can be deployed based on the first integral value, and is a diagram showing curves corresponding to the section integral value and the total integral value of the floor sensor 30 . Curve s1a in FIG. 5 shows values corresponding to the interval integral and full integral of curve s1 in FIG. 4 , and curve s2a shows values corresponding to the interval integral and full integral of curve s2 in FIG. 4 .

The horizontal axis in FIG. 5 represents the total integral value [m/s], and the vertical axis represents the interval integral value [m/s ² ]. Here, the total integral value on the horizontal axis is the amount of deceleration [m/s] of the vehicle 1 from when the vehicle 1 collides with the obstacle to a certain time (for example, a certain time at intervals of 0.5 ms). Also, the section integral value on the vertical axis is a value obtained by section integration over a predetermined width within a certain period of time after the vehicle 1 collides with an obstacle, and represents deceleration [m/s ² ]. That is, the curve s1a and the curve s2a shown in FIG. 5 represent the change of the full integration value and the interval integration value every predetermined time (for example, every 0.5 ms).

Furthermore, as shown in FIG. 5 , a threshold value th1 is set for the curve s1a and the curve s2a. The threshold th1 corresponds to the full integral value and the interval integral value, as shown by the dotted line in Figure 5, and its value is set between the curves s1a and s2a, so that in the case of a collision with an obstacle at a high speed (curve s1a) The airbag is deployed (this is referred to as an ON condition), and when the vehicle collides with an obstacle at a low speed (curve s2a), the airbag is not deployed (this is referred to as an OFF condition).

When the vehicle 1 collides with an obstacle at high speed, as shown by the curve s1a, a section integral value exceeding the threshold th1 is derived. That is, since the first integral value exceeds the threshold value th1 at the timing of time t3 (deceleration amount v11), the determination unit 112 outputs a drive signal as determination information for deploying the airbag 50 to the drive circuit 40 .

On the other hand, when the vehicle 1 collides with an obstacle at a low speed, as shown by the curve s2a, a section integral value lower than the threshold th1 is derived. That is, since the first integral value exceeding the threshold value th1 has not been derived, the determination unit 112 does not output the drive signal for deploying the airbag 50 to the drive circuit 40 .

FIG. 6 is a graph showing graphs corresponding to the section integral value and the total integral value of the front sensor 20 . The horizontal axis in FIG. 6 represents the total integral value [m/s], and the vertical axis represents the interval integral value [m/s ² ]. In addition, the curve s11 and the curve s12 shown in FIG. 6 represent the change of the full integration value and the interval integration value every predetermined time (for example, every 0.5 ms). Thus, by two-dimensionally expressing the detection value of the floor sensor 30 as a full integral value and an interval integral value, the threshold value th1 can be set to satisfy the ON condition and the OFF condition. If the interval integral value of the floor sensor 30 is the first integral value If the threshold value th1 is exceeded, the determination unit 112 outputs a drive signal for deploying the airbag 50 to the drive circuit 40 . However, in the collision determination based only on the first integral value, the deployment of the airbag may be delayed. Thus, the determination by the amount of change described below is introduced.

A curve s11 in FIG. 6 is a curve when the vehicle 1 collides with an obstacle while traveling at a high speed (for example, 50 km/h to 60 km/h). In addition, the curve s12 is a curve when the vehicle 1 collides with an obstacle while traveling at a low speed (for example, 10 km/h to 20 km/h).

Furthermore, as shown in FIG. 6 , similarly to FIG. 5 , a threshold value th2 is provided for the curve s11 and the curve s12 for satisfying the ON condition and the OFF condition, and switching to determination based on the amount of change. When the vehicle 1 collides with an obstacle while traveling at high speed, as shown by the curve s11 , a section integral value exceeding the threshold th2 is derived. That is, since the second integrated value exceeds the threshold value th2 at the time t1 (deceleration amount v1), the changing unit 113 enables the determination based on the change amount.

Also, when the vehicle 1 collides with an obstacle while traveling at a low speed, as shown by the curve s12 , a section integral value lower than the threshold value th2 is derived. That is, since the second integral value exceeding the threshold value th2 has not been derived, the determination unit 112 determines whether or not the airbag 50 can be deployed using the first integral value as a determination condition.

Moreover, the transition of the curve s11 indicates that the vehicle 1 collides with an obstacle at a high speed, but even when the speed of the vehicle 1 is high, there may not be more than Threshold th2 and the situation where the curve shifts. That is, there may be a case where the determination unit 112 determines whether or not the airbag can be deployed using the first integral value as the determination condition instead of the change amount as the determination condition.

FIG. 7 is a graph showing a graph corresponding to the amount of change in the first integrated value of the floor sensor 30 and the total integrated value. Specifically, the curve s1b in FIG. 7 shows the value corresponding to the variation of the curve s1 and the total integral value of the curve s1, and the curve s2b shows the value corresponding to the variation of the curve s2 and the total integration value of the curve s2. The horizontal axis in FIG. 7 represents the full integration value [m/s], and the vertical axis represents the change amount [m/s ² ]. Here, the total integral value on the horizontal axis is the amount of deceleration of the vehicle 1 from when the vehicle 1 collides with the obstacle until a certain period of time. In addition, the amount of change on the vertical axis is the amount of change in which the detection value of the floor sensor 30 is integrated over a predetermined width. Specifically, it is the difference between the integral value of one interval and the integral value of the adjacent interval among the integrals of each interval integrated with the predetermined width wd1 shown in FIG. 4 . In this manner, the curve s1b and the curve s2b shown in FIG. 7 represent changes in the full integration value and the section integration value at predetermined time intervals (for example, at intervals of 0.5 ms).

Furthermore, as shown in FIG. 7 , a threshold value th3 is set for the curve s1b and the curve s2b. When the vehicle 1 collides with an obstacle at high speed, the amount of change exceeding the threshold th3 is derived as shown by the curve s1b. That is, since the change amount exceeds the threshold value th3 at the timing of time t2 (deceleration amount v2), the determination unit 112 outputs a drive signal as determination information for deploying the airbag 50 to the drive circuit 40 .

Also, in the case where the vehicle 1 collides at a low speed, as shown by the curve s2b, a change amount lower than the threshold th3 is derived. That is, since the amount of change exceeding the threshold value th3 has not been derived, the determination unit 112 does not output the drive signal for deploying the airbag 50 to the drive circuit 40 .

(4. Timing diagram)

FIG. 8 is a timing chart showing signals of each sensor when the vehicle 1 collides with an obstacle while traveling at high speed. 8 shows a signal sg1 representing the relationship between the second integral value of the front sensor 20 and the threshold th2, a signal sg2 representing the relationship between the change amount of the first integral value of the floor sensor 30 and the threshold th3, and a signal sg2 representing the relationship between the threshold th3 and the threshold value th3. Signal sg3 of the relationship between the first integral value of the sensor 30 and the threshold value th1. Then, when each signal is ON, the value of the sensor exceeds the corresponding threshold, and when it is OFF, the value of the sensor becomes lower than the corresponding threshold.

Initially, since the second integrated value (curve s11 ) does not change beyond the threshold value th2 from time t0 to time t1 , the signal sg1 shown in FIG. 8 keeps turning off and changes. Thus, during the period from time t0 to time t1 , the determination unit 112 determines the deployment of the airbag 50 based on the first integral value of the floor sensor 30 . Furthermore, since the signal sg3 shown in FIG. 8 is OFF from the time t0 to the time t1, the first integral value does not exceed the threshold th1, and thus the determination condition is not satisfied. In addition, corresponding to the first integral value of the floor sensor 30, the change amount (sg2) of the first integral value is also derived.

Then, since the second integrated value exceeds the threshold th2, the signal sg1 is turned ON at time t1. As a result, the changing unit 113 enables the determination based on the amount of change corresponding to the signal sg2.

Then, as shown in FIG. 8, since the amount of change corresponding to the signal sg2 exceeds the threshold value th3 at the time t2 after the time t1 and before the time t3, the determination unit 112 sends a drive signal as determination information for deploying the airbag 50 to the drive circuit. 40 outputs.

In addition, assuming that the judgment unit 112 uses the first integral value as a judgment condition for judging whether or not the airbag 50 can be deployed, the first integral value exceeds the threshold value th1 at the time t3, and the signal sg3 shown in FIG. 8 turns ON at the time t3. state, but since the time t3 is after the time t2, when the determination unit 112 sets the determination condition to the first integral value, compared with the case where the change amount is used as the determination condition of the determination unit 112, the airbag deployment A control of 50 creates a time delay.

Thus, when the second integral value of the front sensor 20 exceeds the threshold value th2, the determination unit 112 determines whether or not the airbag 50 can be deployed based on the change amount of the floor sensor 30 . Compared with the case where the airbag 50 can be deployed, the impact state can be captured remarkably. In addition, when the user of the vehicle needs the airbag 50, the airbag 50 can be deployed as quickly as possible to protect the user.

(5. Logic circuit diagram)

FIG. 9 is a diagram showing a logic circuit when the judging unit 112 judges whether or not the airbag can be deployed. An AND gate 101 and an OR gate 102 are provided in the logic circuit. The AND gate 101 has two input sections and one output section. In addition, the OR gate 102 has two input units and one output unit, and the output unit of the AND gate 101 is electrically connected to one of the two input units of the OR gate.

To one input section of the AND gate 101 (hereinafter referred to as "the first input section"), the Hi signal is input when the second integral value exceeds the threshold value th2, and the Low signal is input when the second integral value is lower than the threshold value th2. Signal. In addition, to the other input section of the AND gate 101 (hereinafter referred to as "second input section"), the Hi signal is input when the change amount of the first integrated value exceeds the threshold value th3, and the Hi signal is input when the change amount is lower than the threshold value th3. Input the Low signal in the case of

Then, when the Hi signal is input to the first input unit of the AND gate 101 and the Hi signal is input to the second input unit, the Hi signal is output from the output unit of the AND gate 101 . Also, when a Low signal is input to at least one of the first input unit and the second input unit, the Low signal is input from the output unit of the AND gate 101 .

In addition, to one input unit of the OR gate 102 (hereinafter referred to as "third input unit"), the Hi signal is input when the first integral value exceeds the threshold value th1, and the Hi signal is input when the first integral value is lower than the threshold value th1. Input the Low signal. In addition, to the other input section of the OR gate 102 (hereinafter, referred to as "fourth input section"), either the Hi signal or the Low signal from the output section of the AND gate 101 is input.

Furthermore, when a Hi signal is input to at least one of the third input unit and the fourth input unit of the OR gate 102, the output unit of the OR gate 102 outputs the Hi signal. As a result, the determination unit 112 outputs a drive signal as determination information for deploying the airbag 50 to the drive circuit 40 . Moreover, when a Low signal is input to the input part of the 3rd input part of the OR gate 102, and the input part of the 4th input part, the output part of the OR gate 102 outputs a Low signal. As a result, the determination unit 112 does not output the drive signal to the drive circuit 40 .

(second embodiment)

Next, a second embodiment will be described. The difference between the second embodiment and the first embodiment is that the derivation unit 111 derives the following values after deriving the first integral value, the second integral value, and the change amount of the first integral value. That is, the derivation unit 111 derives a specific change amount that is narrower than the width (predetermined width wd1) of the interval integral value when deriving the change amount (for example, the predetermined width wd1 shown in FIG. 11 ). The width wd2) is exported. Then, when the second integral value of the front sensor 20 exceeds a specific threshold value greater than the predetermined threshold value, the change unit 113 enables the determination based on the specific change amount for the determination condition of the determination unit 112 . In addition, other structures and processes are the same as those of the first embodiment. Therefore, the description of the parts with the same configuration and processing will be omitted.

(6. Derivation processing based on the detection value of each sensor)

FIG. 10 is a graph showing graphs corresponding to the section integral value and the total integral value of the front sensor 20 . As shown in FIG. 10 , a threshold th2 and a specific threshold th2a larger than the threshold th2 are set for the curve s11 and the curve s12 .

When the vehicle 1 collides with an obstacle while running at high speed, as shown by the curve s11, since the integrated value of the time interval at the time t1 (deceleration amount v1) exceeds the threshold value th2, the determination condition of the determination unit 112 is changed to The unit 113 enables determination based on the amount of change. Furthermore, since the integral value of the time interval at t11 (deceleration amount v11 ) after time t1 exceeds the specific threshold th2a, the change unit 113 enables the determination based on the specific change amount for the determination condition of the determination unit 112 .

In addition, the change of the curve s11 indicates that the vehicle 1 collides with an obstacle at high speed, but even when the speed of the vehicle 1 is high, there may be cases where the vehicle 1 does not exceed the threshold due to the different state of the collision between the vehicle 1 and the obstacle. th2a while the curve changes. That is, there are cases where the determination unit 112 does not use a specific change amount as a determination condition, but determines whether or not the airbag can be deployed using the change amount as a determination condition.

FIG. 11 is a diagram for explaining derivation of a specific change amount of the front sensor 30 . The derivation unit 111 derives, as a specific change amount, a change amount of a value obtained by performing interval integration narrower than the integration interval of the first integral value (hereinafter referred to as “third integral value”). Specifically, the specific change is derived using the difference between the integral value of one interval and the integral value of the adjacent interval when the interval integration is performed with a width wd2 narrower than the predetermined width wd1 (for example, a width of 5 ms) as the amount of change. quantity. In this way, since the interval integration width is set to the width wd2 narrower than the predetermined width wd1, the change amount can be calculated at a portion where the difference between the integral value of one interval and the integral value of the adjacent interval is large (the portion where the change is significant). export. In addition, the derivation process of the specific change amount is performed similarly to the curve s1 also about the curve s2.

FIG. 12 is a graph showing a graph corresponding to a specific amount of change and a total integrated value of the floor sensor 30 . In detail, the curve s1c in FIG. 12 shows the value corresponding to the specific change amount of the curve s1 and the total integral value of the curve s1, and the curve s2c shows the value corresponding to the specific change amount of the curve s2 and the full integral value of the curve s2. . The horizontal axis in FIG. 12 represents the full integration value [m/s], and the vertical axis represents the specific change amount [m/s ² ]. In addition, the curve s1c and the curve s2c of FIG. 12 show the change of the full integration value and the section integration value every predetermined time (for example, every 0.5 ms).

Furthermore, as shown in FIG. 12 , a threshold value th3 is set for the curve s1c and the curve s2c. When the vehicle 1 collides with an obstacle at high speed, a specific amount of change exceeding the threshold th3 is derived as shown by the curve s1c. That is, since the specific change amount exceeds the threshold value th3 at time t12 (deceleration amount v12) earlier than time t2 (deceleration amount v2) shown in FIG. The drive signal is output to the drive circuit 40.

(7. Timing diagram)

FIG. 13 is a timing chart showing the values of each sensor when the vehicle 1 collides with an obstacle while traveling at high speed. The difference from the timing diagram of FIG. 8 is that, on the basis of the values of each sensor in FIG. 8, a signal sg11 and a signal sg21 are added, and the signal sg11 indicates the relationship between the second integral value of the front sensor 20 and the specific threshold th2a , this signal sg21 represents the relationship between the specific amount of change of the floor sensor 30 and a predetermined threshold th3.

Since the second integrated value exceeds the threshold th2, the signal sg1 is turned ON at time t1. Then, the change unit 113 enables the determination based on the change amount for the determination condition of the determination unit 112, and thereafter, the signal sg11 is turned ON because the third integral value exceeds the specific threshold value th2a at time t11 after the time t1. As a result, the change unit 113 enables the determination based on the specific change amount for the determination condition of the determination unit 112 .

Then, since the specific amount of change exceeds the threshold value th3 at time t12 after time t11 and before time t2, signal sg21 is turned ON. As a result, the determination unit 112 outputs a drive signal, which is determination information for deploying the airbag 50 , to the drive circuit 40 .

In this way, when the second integral value of the front sensor 20 exceeds the specific threshold value th2a, the determination unit 112 determines whether or not the airbag 50 can be deployed based on the specific change amount of the floor sensor 30. Therefore, the first integral value based on the floor sensor 30 Compared with the case of judging whether or not the airbag 50 can be deployed by the change amount of the value, the change of the impact state can be captured more remarkably. In addition, when the user of the vehicle needs the airbag 50, the airbag 50 can be deployed at a more appropriate timing to protect the user.

(8. Logic circuit diagram)

FIG. 14 is a diagram showing a logic circuit when the judging unit 112 judges whether or not the airbag can be deployed. The first difference between FIG. 14 and FIG. 9 is that an AND gate 103 is newly provided in the logic circuit. In addition, the 2nd difference is that any one of the Hi signal and the Low signal output from the output part of the AND gate 103 is input to the input part different from the 3rd input part and the 4th input part of the OR gate 102a (hereinafter referred to as , referred to as "the fifth input part"). Other points have the same configuration as the logic circuit explained in FIG. 9 .

The AND gate 103 has two input sections and one output section. To one input section of the AND gate 103 (hereinafter referred to as "sixth input section"), the Hi signal is input when the third integral value exceeds the threshold value th2a, and the Low signal is input when the third integral value is lower than the threshold value th2a. Signal. In addition, in another input part of the AND gate 103 (hereinafter referred to as "seventh input part"), the Hi signal is input when the specific change amount of the first integral value exceeds the threshold value th3, and the Hi signal is input when the specific change amount is lower than the threshold value th3. In the case of threshold th3, input Low signal.

Then, when the Hi signal is input to the sixth input unit of the AND gate 103 and the Hi signal is input to the seventh input unit, the Hi signal is output from the output unit of the AND gate 103 . Also, when a Low signal is input to at least one of the sixth input unit and the seventh input unit, the Low signal is input from the output unit of the AND gate 103 .

Furthermore, when a Hi signal is input to at least one of the third input unit, the fourth input unit, and the fifth input unit of the OR gate 102a, the output unit of the OR gate 102a outputs the Hi signal. As a result, the determination unit 112 outputs a drive signal as determination information for deploying the airbag 50 to the drive circuit 40 . In addition, when a Low signal is input to the third input unit, the fourth input unit, and the fifth input unit of the OR gate 102a, the output unit of the OR gate 102a outputs the Low signal. As a result, the determination unit 112 does not output the drive signal to the drive circuit 40 .

Claims (4)

1. An airbag control device comprising: an acquisition unit, which acquires a first detection value and a second detection value from a first detection unit and a second detection unit, the first detection unit is installed in the vehicle compartment of the vehicle, and derives a signal indicating that the vehicle collides with an obstacle; The first detection value of the degree of impact, the second detection unit is disposed at the front of the vehicle, and derives the second detection value indicating the degree of impact when the vehicle collides with an obstacle; A derivation unit that performs interval integration on the first detection value to derive a first integral value, and derives a change amount of the first integral value, and performs interval integration on the second detection value to derive a second integral value; a judging unit that judges whether or not an airbag of the vehicle can be deployed based on the first integral value; and an output unit that outputs determination information for deploying the airbag obtained by the determination unit to a drive circuit that controls deployment of the airbag, It is characterized in that, When the second integral value exceeds a predetermined threshold value, the determination unit determines whether or not the airbag can be deployed based on the change amount. 2. The airbag control device according to claim 1, wherein: The deriving means derives a specific change amount that is a change amount of a third integrated value obtained by integrating the first detected value in a range narrower than the integration range of the first integrated value. owned, When the second integral value exceeds a specific threshold value greater than the predetermined threshold value, the determination unit determines whether or not the airbag can be deployed based on the specific change amount. 3. An airbag control device comprising: a first detection unit, which is installed in the cabin of the vehicle, and derives a first detection value indicating the degree of impact when the vehicle collides with the obstacle; a drive circuit that controls the deployment of an airbag of the aforementioned vehicle; and A control device that judges whether or not the airbag can be deployed, and outputs judgment information to the drive circuit, characterized in that The aforementioned control device has: an acquisition unit that acquires the first detection value and the second detection value from the first detection unit and a second detection unit, the second detection unit being arranged in front of the vehicle and deriving a signal indicating that the vehicle has collided with an obstacle; The above-mentioned second detection value of the degree of impact in the case; A derivation unit that performs interval integration on the first detection value to derive a first integral value, and derives a change amount of the first integral value, and performs interval integration on the second detection value to derive a second integral value; a judging unit that judges whether or not the airbag of the vehicle can be deployed based on the first integral value; and an output unit that outputs the determination information for deploying the airbag obtained by the determination unit to the drive circuit, When the second integral value exceeds a predetermined threshold value, the determination unit determines whether or not the airbag can be deployed based on the change amount. 4. An airbag control method, which has the following steps: (a) Acquiring a first detection value and a second detection value from a first detection unit installed in a vehicle interior of a vehicle and deriving a shock indicating that the vehicle collides with an obstacle, and a second detection value The first detected value of degree, the second detection unit is arranged at the front of the vehicle, and derives the second detected value indicating the degree of impact when the vehicle collides with an obstacle; (b) performing interval integration on the first detection value to derive a first integral value, and deriving a change amount of the first integral value, and performing interval integration on the second detection value to derive a second integral value; (c) judging whether or not the airbag of the vehicle can be deployed based on the first integral value; and (d) outputting the determination information for deploying the airbag obtained in the step (c) to a drive circuit for controlling the deployment of the airbag, It is characterized in that, When the second integral value exceeds a predetermined threshold value, in the step (c), it is determined based on the amount of change whether or not the airbag can be deployed.