JP6106545B2 - Crew protection device - Google Patents

Description

  The present invention relates to an occupant protection device mounted on a vehicle, and more particularly to an occupant protection device that performs control for protecting an occupant from a lateral impact.

  In recent years, as an occupant protection device for protecting an occupant riding a vehicle from an impact caused by a collision, an occupant protection device using an airbag device that protects the occupant by absorbing a large impact by sending gas into the airbag Is being installed in vehicles. Further, in recent occupant protection devices using an airbag device, not only an airbag device that protects an occupant from an impact in front of the vehicle, but also a side airbag device for protecting the occupant from an impact in the lateral direction of the vehicle, Some are equipped with a side curtain airbag device.

  The occupant protection device deploys the airbag of each airbag device in response to the impact on the vehicle detected by airbag sensors placed at various locations in the vehicle, but it is early in situations where occupant protection is required (impact) The airbag must be deployed to prevent the airbag from being deployed in situations where it is not necessary to deploy the airbag (impact). For this reason, in the occupant protection device, it is important to set the sensitivity of impact detection by the airbag sensor for determining whether or not to deploy the airbag. If the airbag is to be deployed early, the airbag sensor It is necessary to increase the sensitivity to the impact, that is, to set it sensitively.

  However, in the occupant protection device, if the sensitivity to the impact of the airbag sensor is increased in order to deploy the airbag at an early stage, the airbag is deployed in a situation where the airbag deployment is unnecessary. May be misdeployed. For example, as one of the factors that cause the airbag to be misdeployed, there is an operation of strongly closing the vehicle door.

  As a technique for preventing an erroneous deployment of an airbag in such an occupant protection device, for example, a technique as disclosed in Patent Document 1 is disclosed. In the technique disclosed in Patent Document 1, the door opening / closing switch that detects the opening / closing state of the door prohibits the deployment of the airbag when the door is open. Further, in the technique disclosed in Patent Document 1, an airbag is opened until a predetermined time elapses after the door opening / closing state detected by the door opening / closing switch changes from the open state to the closed state. Is prohibited. Thereby, in the technique disclosed in Patent Document 1, it is possible to prevent erroneous deployment of the airbag due to an operation of strongly closing the door of the vehicle.

JP 2007-137332 A

  However, for example, the door opening / closing switch detects that the door is open even when the door is not completely closed, that is, in a so-called half-door state. In this state, the deployment of the airbag is prohibited. The state of the half door is not necessarily the situation where the airbag needs to be deployed, and the vehicle may receive a lateral impact that requires the airbag to be deployed in the half door state. . However, in the technique of Patent Document 1, as described above, since the airbag is not allowed to be deployed when the door is in the half-door state, even if a lateral impact is required in this state, the airbag must be deployed. Unable to deploy the airbag. Therefore, as in the technique of Patent Document 1, in the method of controlling prohibition of airbag deployment in a state where the door detected by the door opening / closing switch is open, whether or not airbag deployment is prohibited is determined. It is considered that there is a problem in the reliability of such determination.

  The present invention has been made on the basis of the above-mentioned problem recognition. By determining with high reliability whether or not to deploy an airbag, the airbag can be deployed at an early stage in a situation where occupant protection is required. An object of the present invention is to provide an occupant protection device that controls the airbag not to be deployed in situations where deployment of the airbag is unnecessary.

In order to solve the above-mentioned problem, an occupant protection device according to the invention described in claim 1 (for example, an occupant protection device in an embodiment) is an occupant protection device that protects an occupant riding in a vehicle. A first acceleration sensor (for example, satellite sensor 20 in the embodiment) that is disposed on the vehicle body side of the vehicle and detects a first acceleration (for example, satellite G information in the embodiment), and a door portion of the vehicle A second acceleration sensor (for example, the door acceleration sensor 30 in the embodiment) that detects the second acceleration (for example, the door G information in the embodiment) when the door portion is opened and closed, and A first value corresponding to the first acceleration (for example, the unit satellite speed ΔVs in the embodiment) is a predetermined first threshold (for example, the threshold in the embodiment). ) Occupant protection means (for example, the airbag device, the side airbag device, or the side curtain airbag device in the embodiment) that activates the occupant protection means (for example, the airbag control unit in the embodiment) 10 or an air bag control unit 11), and the protection means control unit closes the door unit, which is obtained from the second acceleration when the vehicle is stopped or is not colliding. The occupant protection means when the second value indicating the movement in the direction (for example, the unit door speed ΔVd in the embodiment) is larger than a predetermined second threshold value (for example, the threshold value B in the embodiment). the activation of a predetermined time (e.g., delay time T in the embodiment) is suppressed only if the second value is greater than said second threshold value There are the first value, said third threshold value a predetermined larger than the first threshold value (e.g., threshold value F in the embodiment) when at least activates the occupant protection means, that Features. The vehicle includes not only four-wheeled vehicles but also all types of vehicles such as three-wheeled vehicles (including front-wheel and rear-wheel vehicles as well as front-wheel and rear-wheel vehicles).

According to a second aspect of the present invention, a plurality of the first acceleration sensors are arranged on the vehicle body side of the vehicle, the second acceleration sensors are arranged at the door portions of the vehicle, and the protection means control The unit determines whether the corresponding second value is greater than the second threshold value for each of the door units, and any of the second values is greater than the second threshold value. The first acceleration sensor that detects the first acceleration in the vicinity of the door portion where the second acceleration sensor that has obtained the second value larger than the second threshold is disposed when the second acceleration sensor is larger. The activation of the occupant protection means corresponding to the disposed position is suppressed for the time.

According to a third aspect of the present invention, in the protection means control unit, all the first accelerations detected by the respective first acceleration sensors have a predetermined fourth threshold value (for example, the threshold value in the embodiment). If it is smaller than C), it is determined that the vehicle is in a stopped state or is not in a collision state.

The protection means control unit of the invention described in claim 4 is further arranged in the vehicle body of the vehicle, and at the arranged position, the left and right and front and rear directions of the vehicle (for example, the Y direction in the embodiment) And a third acceleration sensor (for example, unit G information in the embodiment) in the third direction (for example, unit G information in the embodiment) for detecting an impact on the vehicle body applied in at least the X direction and the Y direction of the own vehicle in the embodiment. An acceleration sensor for detecting acceleration), and the protection means controller further includes a third value corresponding to the third acceleration in the left-right direction of the vehicle, the same as the direction in which the door is attached. (For example, the unit direction velocity ΔVu in the embodiment) is used for the determination when the occupant protection means is activated.

According to a fifth aspect of the present invention, the protection means control unit further includes a fifth threshold value (for example, the third acceleration in the left-right direction of the vehicle detected by the third acceleration sensor). When it is smaller than the threshold value D) in the embodiment, it is determined that the vehicle is in a stopped state or is not in a collision state.

When the protection unit controller of the invention described in claim 6, further, the rate at which the vehicle is traveling is smaller than a predetermined sixth threshold value (e.g., the threshold E in the embodiment), It is determined that the vehicle is in a stopped state or is not in a collision state.

The protection means controller according to the invention described in claim 7 further performs determination based on the second value and the second threshold value when the door portion is in an open state, and the door portion When the vehicle changes from an open state to a closed state, activation of the occupant protection means is suppressed for the time period.

The first value of the invention described in claim 8 is a value of a speed change representing a change per unit time of the speed of the impact on the vehicle body obtained by integrating the first acceleration, and the second value. Is a value of a speed change representing a change per unit time of the speed of the corresponding door portion obtained by integrating the second acceleration.

The third value of the invention described in claim 9 is a value of a speed change representing a change per unit time of the speed in the left-right direction of the vehicle obtained by integrating the third acceleration. It is characterized by.

According to the first aspect of the present invention, the first acceleration sensor that detects the first acceleration is disposed on the vehicle body side of the vehicle, and the second acceleration that is detected when the door portion is opened and closed is detected. An acceleration sensor is disposed on the door of the vehicle. Then, when the vehicle is stopped or does not collide, the protection means control unit has a predetermined second value indicating a movement in the closing direction of the door portion obtained from the second acceleration. When the first value corresponding to the first acceleration is larger than the predetermined first threshold, the activation of the occupant protection means that is activated when the first value is larger than the predetermined threshold is suppressed for a predetermined time. As a result, the first threshold value is lowered in order to activate the occupant protection means early, that is, even when the sensitivity at the time of activating the occupant protection means is increased, by the impact of unnecessary closing operation of the door part. It is possible to prevent the occupant protection means from being erroneously activated. In addition, the protection means control unit is configured to be a third greater than the first threshold value even when the activation of the occupant protection means is suppressed because it is determined that it is an unnecessary hard closing operation of the door portion. When it is equal to or greater than the threshold value, the occupant protection means is activated. As a result, even after it is determined that the operation is an unnecessary strong closing operation of the door portion, the occupant protection means can be activated if a stronger impact is applied.

According to the second aspect of the present invention, the plurality of first acceleration sensors are arranged on the vehicle body side of the vehicle, the second acceleration sensor is arranged on each door portion, and the protection means control unit is provided on each door. For each copy, it is determined whether the second value is greater than the second threshold. The protection means control unit is provided with a first acceleration sensor that detects the first acceleration in the vicinity of the door portion where the second acceleration sensor that has obtained a second value larger than the second threshold is arranged. The activation of the occupant protection means corresponding to the detected position is suppressed. Thereby, it can be determined for each door part whether it is unnecessary strong closing operation of the door part, and starting of an occupant protection means can be controlled appropriately.

According to the invention described in claim 3, it is determined that the vehicle is in a stopped state or in a state of no collision using all the first accelerations detected by the first acceleration sensor. Thus, the occupant protection device can determine whether the vehicle is stopped or not colliding without using a special device.

According to the fourth aspect of the present invention, the third acceleration sensor that detects the third acceleration in the left-right and front-rear directions of the vehicle is provided. Thereby, the impact with respect to the vehicle from the same direction as the direction of a door part can be determined, and the determination at the time of starting a passenger | crew protection means can be performed more correctly.

According to the invention described in claim 5 , it is determined using the third acceleration detected by the third acceleration sensor that the vehicle is in a stopped state or is not in a collision state. As a result, the occupant protection device can more accurately determine whether the vehicle is stopped or not colliding.

According to the invention described in claim 6 , the speed of the vehicle is used for determining whether the vehicle is stopped or not colliding. Thereby, in an occupant protection device, the state where a vehicle has stopped or the state which has not collided can be judged more correctly.

According to the seventh aspect of the present invention, when the door portion is in an open state, the determination based on the second value and the second threshold is performed, and the door portion is changed from the open state to the closed state. When changed, the activation of the occupant protection means is suppressed. As a result, the occupant protection device can determine the unnecessary close operation of the door portion according to the open / close state of the door portion, and more accurately determine the state in which the door portion is closed. The time for suppressing the activation of the protection means can be made appropriate.

According to the eighth aspect of the present invention, the speed change per unit time obtained from the respective acceleration values is used for the activation of the occupant protection means and the unnecessary closing operation of the door portion. As a result, the occupant protection device can more accurately determine whether or not to activate the occupant protection means and whether or not it is an unnecessary hard closing operation of the door portion.

According to the ninth aspect of the present invention, the speed change per unit time obtained from the acceleration value with respect to the vehicle body applied in the same direction as the door portion can be obtained by activating occupant protection means and unnecessary closing operation of the door portion. Used for judgment. As a result, the occupant protection device can more accurately determine whether or not to activate the occupant protection means and whether or not it is an unnecessary strong closing operation of the door.

It is the figure which showed an example of arrangement | positioning in the vehicle of each sensor used in the passenger | crew protection apparatus by embodiment of this invention. It is a circuit diagram showing the outline of the logic circuit composition of the air bag control part of the 1st composition in the crew member protection device by this embodiment. It is the flowchart which showed an example of the process sequence of the airbag deployment decision | availability determination by the airbag control part of the 1st structure of the passenger | crew protection apparatus of this embodiment. It is a circuit diagram showing the outline of the logic circuit composition of the air bag control part of the 2nd composition in the crew member protection device by this embodiment. It is the flowchart which showed an example of the process sequence of the airbag deployment decision | availability determination by the airbag control part of the 2nd structure of the passenger | crew protection apparatus of this embodiment. It is the figure which showed an example of the threshold value of the airbag deployment decision | availability determination in the airbag control part of the 2nd structure of the passenger | crew protection apparatus of this embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, a case will be described in which the occupant protection device of the present embodiment is mounted on a four-wheeled vehicle such as a passenger car (hereinafter referred to as “own vehicle”). In the following description, regarding the left and right and front and rear directions of the vehicle, the direction in which the vehicle moves forward or backward is referred to as “X direction”, and the width direction of the vehicle is referred to as “Y direction”.

  FIG. 1 is a diagram showing an example of the arrangement of each sensor used in the occupant protection device according to the present embodiment in a vehicle. In FIG. 1, the occupant protection device of the present embodiment includes an airbag control unit 10, a plurality of satellite sensors 20-1 to 20-5 disposed on the vehicle body, and a plurality of door acceleration sensors disposed on the respective doors. 30-1 to 30-5. In the occupant protection device according to the present embodiment, the airbag control unit 10 determines various types of the vehicle according to the detection results of the satellite sensors 20-1 to 20-5 and the door acceleration sensors 30-1 to 30-5. The airbag device, which is an occupant protection means arranged at the position, is activated to control the deployment of the airbag. In the following description, the deployment of the airbag of the airbag device is simply referred to as “deployment of the airbag”. FIG. 1 also shows the “X direction” and the “Y direction” described above.

  Each of the satellite sensors 20-1 to 20-5 is an acceleration sensor arranged on the vehicle body side of the host vehicle. Each of the satellite sensors 20-1 to 20-5 detects the acceleration of the impact on the vehicle body applied in the direction inside the host vehicle at the position where the satellite sensors 20-1 to 20-5 are arranged, and uses the satellite G information as a value indicating the magnitude of the detected acceleration. Is output to the airbag control unit 10.

  More specifically, the satellite sensor 20-1 detects the acceleration of the impact in the direction inside the vehicle body (the -Y direction in FIG. 1) in the vicinity of the right front door of the host vehicle, and detects the detected acceleration in the vicinity of the right front door. Is output to the airbag control unit 10. Also, the satellite sensor 20-2 detects the acceleration of impact in the direction of the inside of the vehicle body (the + Y direction in FIG. 1) in the vicinity of the left front door of the host vehicle. Output to the bag controller 10. Further, the satellite sensor 20-3 detects the acceleration of the impact in the direction of the inside of the vehicle body (the -Y direction in FIG. 1) in the vicinity of the right rear door of the host vehicle, and the detected acceleration information in the vicinity of the right rear door. Is output to the airbag control unit 10. Further, the satellite sensor 20-4 detects the acceleration of impact in the direction inside the vehicle body (the + Y direction in FIG. 1) in the vicinity of the left rear door of the host vehicle, and the detected acceleration information in the vicinity of the left rear door. And output to the airbag control unit 10. The satellite sensor 20-5 detects an impact in the direction of the interior of the vehicle body (the left direction in FIG. 1) in the vicinity of the rear door of the own vehicle, that is, the trunk, that is, the acceleration of the impact from the rear of the own vehicle. Then, the detected acceleration information in the vicinity of the trunk is output to the airbag control unit 10.

  In the following description, when the satellite sensors 20-1 to 20-5 are not distinguished from each other, they are simply referred to as “satellite sensors 20”. Further, when the satellite sensors 20 do not distinguish the acceleration information output to the airbag control unit 10, it is referred to as “satellite G information”.

  Each of the door acceleration sensors 30-1 to 30-5 is an acceleration sensor disposed in each door of the host vehicle. Each of the door acceleration sensors 30-1 to 30-5 detects the acceleration of movement when the arranged door is opened and closed, and uses the value indicating the magnitude of the detected acceleration as the door G information as an airbag control unit. 10 is output.

  More specifically, the door acceleration sensor 30-1 detects the acceleration when the right front door of the host vehicle is opened and closed, and outputs the detected information on the acceleration of the right front door to the airbag control unit 10. The door acceleration sensor 30-2 detects the acceleration when the left front door of the host vehicle is opened and closed, and outputs the detected information of the acceleration of the left front door to the airbag control unit 10. Further, the door acceleration sensor 30-3 detects acceleration when the right rear door of the host vehicle is opened and closed, and outputs the detected acceleration information of the right rear door to the airbag control unit 10. Further, the door acceleration sensor 30-4 detects the acceleration when the left rear door of the host vehicle is opened and closed, and outputs the detected acceleration information of the left rear door to the airbag control unit 10. The door acceleration sensor 30-5 detects acceleration when the trunk of the host vehicle is opened and closed, and outputs information on the detected acceleration of the trunk to the airbag control unit 10.

  In the following description, when the door acceleration sensors 30-1 to 30-5 are not distinguished from each other, they are simply referred to as “door acceleration sensor 30”. Further, when each door acceleration sensor 30 does not distinguish acceleration information output to the airbag control unit 10, it is referred to as “door G information”.

  The airbag control unit 10 includes an acceleration sensor that detects acceleration of an impact on the vehicle body applied in at least the X direction and the Y direction of the host vehicle. The airbag control unit 10 includes a value indicating the magnitude of acceleration in each direction (hereinafter referred to as “unit G information”) detected by the acceleration sensor included in the airbag control unit 10 itself, and the satellite sensor 20. Based on the input satellite G information and the door G information input from each of the door acceleration sensors 30, the deployment of the airbags arranged at various positions of the host vehicle is controlled.

  More specifically, the airbag control unit 10 integrates the acceleration magnitude value represented by the unit G information for each unit G information in each direction in the normal airbag deployment control. A speed moving in each direction (hereinafter referred to as “direction speed Vu”) is calculated. Further, the airbag control unit 10 changes the speed at which the vehicle moves in each direction per unit time from the calculated value of the direction speed Vu, that is, the difference in the value of the direction speed Vu per unit time (hereinafter, “Unit direction velocity ΔVu”) is calculated. Further, the airbag control unit 10 integrates the acceleration magnitude value represented by the satellite G information for each satellite G information in the normal airbag deployment control, and the own vehicle moves in each direction. Speed (hereinafter referred to as “satellite speed Vs”) is calculated. Further, the airbag control unit 10 changes the speed at which the host vehicle moves in each direction per unit time from the calculated satellite speed Vs, that is, the difference in the satellite speed Vs values per unit time (hereinafter, “Unit satellite speed ΔVs”) is calculated. Then, the airbag control unit 10 compares the unit direction speed ΔVu in each direction and the value of the unit satellite speed ΔVs in each direction with a predetermined threshold value for the speed in each direction. The airbag control unit 10 determines that a strong impact has been applied to the host vehicle when the unit direction speed ΔVu in any direction or the unit satellite speed ΔVs in any direction is greater than a predetermined threshold. Then, the airbag corresponding to the arrangement position of the acceleration sensor and the satellite sensor 20 provided in the airbag control unit 10 itself to which the unit G information and the satellite G information that are larger than the predetermined threshold value are input is deployed.

  Further, the airbag control unit 10 performs, for example, an operation of strongly closing a door of the own vehicle (hereinafter referred to as a “door close-closing operation” in the deployment control of the airbag in a state where the own vehicle is stopped or is not colliding. In order to prevent the erroneous determination of the normal airbag deployment control by “)”, based on the unit G information in the Y direction, each satellite G information, and the door G information input from each door acceleration sensor 30, Prohibit airbag deployment.

  More specifically, the airbag control unit 10 determines the unit G information in the Y direction, the value of each acceleration indicated by each satellite G information, and a predetermined threshold value of the acceleration at the time of stopping. And the unit G information in the Y direction and all satellite G information are smaller than a predetermined threshold value, it is determined that the host vehicle is in a stopped state or is not in a collision state. Further, the airbag control unit 10 accumulates the value of the magnitude of acceleration represented by the door G information for each door G information, and the speed at which each door is moving (hereinafter referred to as “door speed Vd”). Is calculated. Further, the airbag control unit 10 changes the speed at which each door moves per unit time from the calculated door speed Vd, that is, the difference in the door speed Vd per unit time (hereinafter referred to as “unit door”). The speed is referred to as “velocity ΔVd”. Note that the airbag control unit 10 is configured to close the door based on the value of the magnitude of acceleration represented by the door G information in order to prevent erroneous determination of normal airbag deployment control in the door strong closing operation. Only the unit door speed ΔVd when moving is calculated. Then, the airbag control unit 10 compares the value of the unit door speed ΔVd in the direction in which the door is closed with a threshold value of the door speed that can be determined as a predetermined door strong closing operation. The airbag control unit 10 determines that the host vehicle is stopped or does not collide, and the unit door speed ΔVd is larger than a predetermined door speed threshold. It is determined that the door is strongly closed while the host vehicle is stopped or is not colliding, and the airbag is not allowed to be deployed by normal airbag deployment control.

  In addition, in the determination of the state where the own vehicle is stopped or does not collide by the airbag control unit 10, in addition to using the unit G information in the Y direction and the satellite G information described above, the own vehicle Various information can be used. For example, from unit G information in the X direction and a speed sensor that detects the speed at which the host vehicle is traveling, which is input to an ECU (Electronic Control Unit) that performs electrical control of the entire host vehicle. Information on speed, a detection result of a door opening / closing switch that detects whether each door of the host vehicle is open, or the like can also be used.

  Next, an example of airbag deployment control by the airbag control unit 10 of the present embodiment will be described. In the following description, when the airbag control unit 10 prevents a misjudgment of normal airbag deployment control due to a strong closing operation of the lateral door of the host vehicle, that is, in the Y direction shown in FIG. A case will be described in which an erroneous determination of normal deployment control for an airbag of a side airbag device or a side curtain airbag device for protecting an occupant from an impact is prevented. The airbag control by the airbag control unit 10 is controlled for each door. However, in the following description, only one of the doors in the lateral direction of the host vehicle is used for ease of explanation. A case of opening and closing will be described. For example, when only the right front door is opened and closed, the unit G in the −Y direction (hereinafter simply referred to as “Y direction”) detected by the airbag control unit 10 by the acceleration sensor included in the airbag control unit 10 itself. Of the side airbag device and the side curtain airbag device based on the information, the satellite G information input from the satellite sensor 20-1, and the door G information input from the door acceleration sensor 30-1. A case of controlling the above will be described. In the following description, the airbag of the side airbag device or the side curtain airbag device is simply referred to as “airbag”.

<First configuration>
FIG. 2 is a circuit diagram showing an outline of the logic circuit configuration of the airbag control unit 10 of the first configuration in the occupant protection device according to the present embodiment. In FIG. 2, an airbag that uses five determination units (comparators 101 to 105) and two determination units (AND circuit 106 and AND circuit 107) to prevent erroneous determination of normal airbag deployment control. An example of the configuration of the control unit 10 is shown. In FIG. 2, in order to determine whether the host vehicle is stopped or does not collide, information on the speed at which the host vehicle is traveling output from the speed sensor and the respective doors of the host vehicle are shown. The structure of the airbag control part 10 which uses together the detection result of the door opening / closing switch which detects the state of opening / closing is shown.

  The comparator 101 is a circuit that determines the deployment of a normal airbag. The non-inverting input terminal (+) of the comparator 101 receives the unit direction speed ΔVu and the unit satellite speed ΔVs in the Y direction, and the inverting input terminal (−) determines normal airbag deployment. A predetermined directional speed threshold A for determining a lateral impact that requires deployment of the airbag is input. The threshold value A is a threshold value for determining a lateral impact that needs to be deployed more sensitively than before in order to deploy the airbag at an early stage, that is, a threshold value set with increased sensitivity. The output terminal of the comparator 101 is connected to the non-inverting input terminal of the AND circuit 107. When the unit direction speed ΔVu and the unit satellite speed ΔVs in the Y direction are equal to or less than a predetermined threshold A, the comparator 101 determines that a strong impact is not applied to the host vehicle, and outputs a “Low” level signal. Output to the non-inverting input terminal of the AND circuit 107. Further, the comparator 101 determines that a strong impact requiring deployment of the airbag has been applied to the host vehicle when the unit direction speed ΔVu or the unit satellite speed ΔVs in the Y direction is greater than a predetermined threshold A, A signal of “High” level is output to the non-inverting input terminal of the AND circuit 107. At this time, when the “Low” level signal is input from the AND circuit 106 to the inverting input terminal of the AND circuit 107, the AND circuit 107 determines that the comparator 101 has applied a strong impact to the host vehicle. In response to the “level signal,” a “High” level airbag deployment control signal indicating that the airbag is deployed is output.

  In FIG. 2, the comparator 101 is realized by a single comparator, but actually, the unit direction velocity ΔVu and the unit satellite velocity ΔVs in the Y direction are applied to the non-inverting input terminal (+) of separate comparators. In this configuration, a common threshold A is input to the inverting input terminal (−) of each comparator. Therefore, the threshold value A may be a value different between, for example, a threshold value corresponding to the unit direction speed ΔVu in the Y direction and a threshold value corresponding to the unit satellite speed ΔVs. In the description of FIG. 2, since only one of the doors is opened and closed, normal airbag deployment is determined using the unit satellite speed ΔVs corresponding to the opened and closed door. In reality, however, a comparator having the same configuration as that of the comparator 101 corresponding to each door is provided, and normal airbag deployment is determined at all doors.

  The comparator 102 is a circuit that determines a door close / close operation. The non-inverting input terminal (+) of the comparator 102 receives the unit door speed ΔVd when the door is moving, calculated from the value of the door speed Vd obtained by integrating the door G information, and the inverting input terminal ( -) Is inputted with a predetermined door speed threshold B for determining the door close-close operation. The output terminal of the comparator 102 is connected to the non-inverting input terminal of the AND circuit 106. When the unit door speed ΔVd is equal to or lower than a predetermined threshold B, the comparator 102 determines that the door is not forcibly closed and outputs a “Low” level signal to the non-inverting input terminal of the AND circuit 106. Further, when the unit door speed ΔVd is larger than a predetermined threshold B, the comparator 102 determines that the door is forcibly closed and outputs a “High” level signal to the non-inverting input terminal of the AND circuit 106. To do.

  In the description of FIG. 2, since only one of the doors is opened / closed, the door closing / closing operation is determined using the unit door speed ΔVd corresponding to the opened / closed door. However, in reality, a comparator having the same configuration as the comparator 102 corresponding to each door is provided, and the door close / close operation is determined at all doors. In this case, the unit door speed ΔVd corresponding to each door is input to the non-inverting input terminal (+) of each comparator, and the common threshold B is input to the inverting input terminal (−) of each comparator. However, the threshold value B may be different for each door depending on the size of each door, for example.

  The comparator 103 is a circuit that determines, based on the satellite G information, a state in which the host vehicle is stopped or a state in which no collision has occurred. The satellite G information is input to the inverting input terminal (−) of the comparator 103, and the non-inverting input terminal (+) is used to determine whether the host vehicle is stopped or not colliding. A threshold value C of a predetermined acceleration magnitude (for example, a value indicating that the acceleration is near “0”) is input. The output terminal of the comparator 103 is connected to the non-inverting input terminal of the AND circuit 106. When any satellite G information is equal to or greater than a predetermined threshold value C, the comparator 103 determines that the host vehicle is not in a stopped state or in a non-collision state, and outputs a “Low” level signal. Output to the non-inverting input terminal of the AND circuit 106. Further, when all the satellite G information is smaller than a predetermined threshold C, the comparator 103 determines that the host vehicle is in a stopped state or is not in a collision state, and a signal of “High” level Is output to the non-inverting input terminal of the AND circuit 106.

  In FIG. 2, the comparator 103 is realized by a single comparator. However, in the implementation, each satellite G information output from all the satellite sensors 20 arranged in the own vehicle is a separate comparator. A common threshold value C is input to the inverting input terminal (−) and the non-inverting input terminal (+) of each comparator. Therefore, the threshold value C may be a different value according to the influence of the engine vibration at the position where each satellite sensor 20 is disposed, for example, considering the influence of the engine vibration of the host vehicle.

  The comparator 104 is a circuit that determines whether the host vehicle is stopped or not colliding based on unit G information in the Y direction, which is the same direction as the direction in which the door is closed. The unit G information in the Y direction is input to the inverting input terminal (−) of the comparator 104, and the non-inverting input terminal (+) is used to determine whether the host vehicle is stopped or not colliding. , A threshold value D (for example, a value indicating that the acceleration is near “0”) is input. The output terminal of the comparator 104 is connected to the non-inverting input terminal of the AND circuit 106. When the unit G information in the Y direction is equal to or greater than a predetermined threshold value D, the comparator 104 determines that the host vehicle is not in a stopped state or in a collision state, and outputs a “Low” level signal. Output to the non-inverting input terminal of the AND circuit 106. Further, when the unit G information in the Y direction is smaller than the predetermined threshold D, the comparator 104 determines that the host vehicle is in a stopped state or is not in a collision state, and a “High” level signal Is output to the non-inverting input terminal of the AND circuit 106.

  In FIG. 2, the air bag control unit 10 is based on unit G information in the Y direction in order to prevent a misjudgment of normal air bag deployment control due to a strong closing operation of the lateral door of the host vehicle. The case where the one comparator 104 which determines the state which the own vehicle has stopped or the state which has not collided is shown is shown. However, when the airbag control unit 10 has a function of preventing an erroneous determination of normal airbag deployment control due to, for example, a strong closing operation of the trunk of the host vehicle, the airbag control unit 10 is based on the unit G information in the X direction. Thus, another comparator having the same configuration as that of the comparator 104 that determines whether the host vehicle is stopped or does not collide is also provided. In this case, the unit G information in the X direction is input to the inverting input terminal (−) of this other comparator, and the host vehicle is stopped or does not collide to the non-inverting input terminal (+). A threshold value of a predetermined acceleration level for determining the state (for example, a value indicating that the acceleration is near “0”) is input, and based on the unit G information in the X direction similarly to the comparator 104. A state in which the host vehicle is stopped or not colliding is determined.

  For example, the comparator 105 is in a state where the host vehicle is stopped or is colliding based on information on the speed at which the host vehicle is traveling (hereinafter referred to as “vehicle speed information CAN”) input to the ECU from the speed sensor. It is a circuit for determining the state of no. The vehicle speed information CAN is input to the inverting input terminal (−) of the comparator 105, and the non-inverting input terminal (+) is predetermined for determining whether the host vehicle is stopped or not colliding. The vehicle speed threshold E (for example, a value indicating that the vehicle speed is near 0 [kph]) is input. The output terminal of the comparator 105 is connected to the non-inverting input terminal of the AND circuit 106. When the vehicle speed information CAN is greater than or equal to a predetermined threshold value E, the comparator 105 determines that the host vehicle is not in a stopped state or is not in a collision state, and outputs a “Low” level signal to the AND circuit 106. Output to the non-inverting input terminal. Further, when the vehicle speed information CAN is smaller than a predetermined threshold E, the comparator 105 determines that the host vehicle is in a stopped state or is not in a collision state, and outputs a “High” level signal to the AND circuit. It outputs to the non-inverting input terminal 106.

  The AND circuit 106 detects the signal output from each of the comparators 102 to 105 and the detection result of the door opening / closing switch that detects the opening / closing state of each door of the host vehicle input to the ECU (shown in FIG. 2). In another example, the vehicle is stopped based on the output of a “High” level signal when the door is open and a “Low” signal when the door is closed). Alternatively, a signal indicating the presence / absence of a strong closing operation of the door in a non-collision state is output to the inverting input terminal of the AND circuit 107.

  More specifically, the AND circuit 106 indicates that the signal output from any of the comparators 102 to 105 is a “Low” level signal or that the door is closed from the door opening / closing switch. When a “Low” level signal is input, an AND circuit outputs a “Low” level signal indicating that the vehicle is not being closed or closed in a state where the host vehicle is stopped or does not collide. Output to the inverting input terminal 107. As a result, the AND circuit 107 receives the “Low” level signal at the inverting input terminal, and the level of the air corresponding to the signal that is determined from the comparator 101 to be input to the non-inverting input terminal and that is determined to deploy the normal airbag. A bag deployment control signal is output.

  In addition, the AND circuit 106 is a signal of “High” level that is output from all of the comparators 102 to 105, and is a signal of “High” level indicating that the door is open from the door opening / closing switch. Is input to the inverting input terminal of the AND circuit 107 indicating that the door has been strongly closed while the host vehicle is stopped or is not colliding. To do. As a result, the AND circuit 107 receives a “High” level signal from the inverting input terminal, and receives a “High” level signal from the comparator 101 that determines that a strong impact has been applied to the host vehicle to the non-inverting input terminal. Even in this case, a “Low” level airbag deployment control signal indicating that the airbag is not deployed is output, and the deployment of the airbag by the regular airbag deployment control is prohibited.

  Thereafter, when the door is closed by a strong door closing operation, one of the output signals of the comparators 102 to 105 and the signal from the door opening / closing switch becomes “Low” level. A “Low” level signal is output to the inverting input terminal of the AND circuit 107 indicating that the door is not closed strongly when the vehicle is stopped or not colliding. As a result, the AND circuit 107 receives the “Low” level signal at the inverting input terminal, and cancels the prohibition of airbag deployment by normal airbag deployment control.

  Note that when the door is actually closed by a strong closing operation of the door, it is considered that a “Low” level signal indicating that the door is closed is first input from the door opening / closing switch. Therefore, in the AND circuit 106, as soon as the door is actually closed, the signal at the output terminal changes from the “High” level to the “Low” level. As a result, the AND circuit 107 cancels the prohibition of airbag deployment under normal airbag deployment control as soon as the door is actually closed. However, when the door is actually closed, the satellite sensor 20 disposed at the position of the door that is strongly closed detects the acceleration corresponding to the vibration caused by the strong closing operation of the door. For this reason, the AND circuit 106 outputs a signal at the output terminal so that the comparator 101 that determines the impact in the lateral direction more sensitively than in the past does not erroneously deploy the airbag according to the acceleration of the vibration caused by the door closing / closing operation. When changing from the “High” level to the “Low” level, that is, when releasing the prohibition of airbag deployment, the output is delayed by a predetermined delay time T and output to the inverting input terminal of the AND circuit 107. Here, the delay time T for delaying the change of the signal output from the AND circuit 106 from the “High” level to the “Low” level is the acceleration of vibration detected by the satellite sensor 20 due to the strong closing operation of the door. This is the time (for example, 20 [ms]) required to converge near 0 ″.

  Even when the airbag control unit 10 does not use the detection result of the door opening / closing switch to determine whether the host vehicle is stopped or in a collision state, the door is actually closed by the strong door closing operation. Then, the satellite sensor 20 arranged at the position of the door that is strongly closed detects the acceleration corresponding to the vibration caused by the strong closing operation of the door. In this case, for example, based on the change in the direction of the door acceleration obtained from the door G information detected by the door acceleration sensor 30, the change in the door speed obtained from the door speed Vd and the unit door speed ΔVd, etc. The timing when the door is actually closed is determined. Then, by delaying the change from the “High” level to the “Low” level of the signal output from the AND circuit 106 from this timing by the time of the delay time T, the comparator 101 accelerates the vibration caused by the strong closing operation of the door. To prevent the airbags from being deployed incorrectly.

  The AND circuit 107 uses the signal output from the comparator 101 that determines the deployment of the normal airbag as an airbag deployment control signal that controls the deployment of the airbag, and is disposed at various positions on the host vehicle. Output to the device. At this time, as described above, the AND circuit 107 prohibits airbag deployment by normal airbag deployment control in accordance with the signal input from the AND circuit 106.

  More specifically, the AND circuit 107 determines whether or not the airbag 101 is not deployed based on the “Low” level signal that the comparator 101 determines that a strong impact is not applied to the host vehicle. A bag deployment control signal is output to each airbag device. Further, the AND circuit 107 outputs an “High” level airbag deployment control signal indicating that the airbag is deployed based on the “High” level signal determined by the comparator 101 that a strong impact has been applied to the host vehicle. Output to each airbag device. At this time, the AND circuit 107 receives a “Low” level signal from the AND circuit 106 indicating that the door is not closed or closed in a state where the host vehicle is stopped or is not colliding. In this case, the “High” level airbag deployment control signal indicating deployment of the airbag is output to each airbag device as it is. However, if a “High” level signal is input from the AND circuit 106 indicating that the door has been strongly closed while the host vehicle is stopped or is not colliding, the AND circuit 107 Outputs a “Low” level airbag deployment control signal indicating that the airbag is not deployed to each airbag device, and prohibits deployment of the airbag by normal airbag deployment control.

  With such a configuration, the airbag control unit 10 of the first configuration allows the unit G information detected by the acceleration sensor provided in the airbag control unit 10 itself, the satellite detected by the plurality of satellite sensors 20 arranged on the vehicle body. Based on the G information and the door G information detected by the plurality of door acceleration sensors 30 arranged at the respective doors, the air in the door closing operation in a state where the host vehicle is stopped or not colliding Control the deployment of the bag.

  Note that, as described above, FIG. 2 shows the configuration of the airbag control unit 10 that controls the deployment of the airbag of only one door, but the deployment of the airbag is controlled for each door. To do. Therefore, the actual airbag control unit 10 has the same configuration as that of FIG. 2 for each door. However, common components such as the comparator 103, the comparator 104, and the comparator 105 in airbag deployment control are not redundantly provided.

  Next, an example of processing for controlling the deployment of the airbag by the airbag control unit 10 of the present embodiment will be described. FIG. 3 is a flowchart illustrating an example of a processing procedure for determining whether or not the airbag can be deployed by the airbag control unit 10 of the first configuration of the occupant protection device of the present embodiment.

  First, in step S1, the airbag control unit 10 determines whether the unit door speed ΔVd calculated from the value of the door speed Vd obtained by integrating the door G information output from the door acceleration sensor 30 is greater than a predetermined threshold B. Is determined (determination by the comparator 102). As a result of the determination in step S1, if the unit door speed ΔVd is larger than the threshold B (YES in step S1), the process proceeds to step S2, and if the unit door speed ΔVd is equal to or lower than the threshold B (NO in step S1). Proceed to step S9.

  Subsequently, in step S2, the airbag control unit 10 determines whether or not the satellite G information output from each satellite sensor 20 is smaller than a predetermined threshold C (determination by the comparator 103). As a result of the determination in step S2, if all the satellite G information is smaller than the threshold C (YES in step S2), the process proceeds to step S3, and if any satellite G information is greater than or equal to the threshold C (NO in step S2). ) Proceeds to step S9.

  Subsequently, in step S3, the airbag control unit 10 determines whether or not the unit G information in the Y direction detected by the acceleration sensor provided in the airbag control unit 10 itself is smaller than a predetermined threshold value D. (Decision by the comparator 104). As a result of the determination in step S3, if the unit G information in the Y direction is smaller than the threshold D (YES in step S3), the process proceeds to step S4, and if the unit G information in the Y direction is greater than or equal to the threshold D (in step S3) If NO, go to step S9.

  Subsequently, in step S4, the airbag control unit 10 determines whether or not the vehicle speed information CAN that is information on the vehicle speed of the host vehicle is smaller than a predetermined threshold E (determination by the comparator 105). As a result of the determination in step S4, if the vehicle speed information CAN is smaller than the threshold E (YES in step S4), the process proceeds to step S5. If the vehicle speed information CAN is greater than or equal to the threshold E (NO in step S4), step S9 is performed. Proceed to

  Subsequently, in step S5, the airbag control unit 10 determines whether or not the door open / close state indicated by the door open / close switch indicates that the door is open (function by the AND circuit 106). ). If it is determined in step S5 that the door is not open, that is, if the door is closed (NO in step S5), the process proceeds to step S9. If the result of the determination in step S5 indicates that the door is open (including a half-door state) (YES in step S5), the airbag control unit 10 determines that the airbag is in step S6. Is prohibited (function by the AND circuit 106).

  Subsequently, in step S7, the airbag control unit 10 determines whether or not the time during which airbag deployment is prohibited has passed a predetermined delay time T (function by the AND circuit 106). As a result of the determination in step S7, when the time during which the airbag is prohibited is not delayed by the delay time T (NO in step S7), step S7 is repeated. Further, as a result of the determination in step S7, if the time during which the airbag is prohibited to be deployed has elapsed by the delay time T (YES in step S7), the airbag control unit 10 determines whether the airbag is in step S8. The prohibition of deployment is canceled and the airbag can be deployed (function by the AND circuit 106).

  Subsequently, in step S9, the airbag control unit 10 calculates the unit direction speed ΔVu calculated from the value of the direction speed Vu obtained by integrating the unit G information in the Y direction detected by the acceleration sensor provided in the airbag control unit 10 itself. Further, it is determined whether or not the unit satellite speed ΔVs calculated from the value of the satellite speed Vs obtained by integrating the satellite G information output from the satellite sensor 20 is greater than a predetermined threshold A (determination by the comparator 101). As a result of the determination in step S9, if the unit direction speed ΔVu or the unit satellite speed ΔVs in the Y direction is larger than the threshold value A (YES in step S9), the airbag control unit 10 determines that the corresponding airbag in step S10. The apparatus airbag is deployed (function by the AND circuit 107), and the process is completed. If the unit direction speed ΔVu in the Y direction and the unit satellite speed ΔVs are equal to or less than the threshold value A (NO in step S9) as a result of the determination in step S9, the airbag control unit 10 returns to step S1, The process of determining whether to deploy the airbag is repeated.

  As described above, the airbag control unit 10 having the first configuration includes the unit G information detected by the acceleration sensor provided in the airbag control unit 10 itself, and the satellite G information detected by the plurality of satellite sensors 20 arranged on the vehicle body. Based on the door G information detected by the plurality of door acceleration sensors 30 arranged at the respective doors, the airbag in the door close-close operation when the host vehicle is stopped or not colliding Control deployment. As a result, in the occupant protection device of the present embodiment, even when the determination of the normal airbag deployment is made sensitive, that is, even when the airbag is set to be deployed early, the airbag deployment is unnecessary. It is possible to prevent the airbag from being unintentionally deployed due to an impact caused by a strong closing operation of the door.

  In the example of the processing procedure for determining whether or not to deploy the airbag shown in FIG. 3, the airbag control unit 10 sequentially compares each information detected by each sensor with a corresponding threshold value. Although it is shown that the determination is performed sequentially, as can be seen from the logic circuit configuration of the airbag control unit 10 shown in FIG. 2, the comparators 101 to 105 as the respective determination units perform the respective determinations in parallel. Do. Therefore, the order of the steps (particularly, step S1 to step S5) in the example of the processing procedure for determining whether or not to deploy the airbag shown in FIG. 3 is not limited to the order shown in FIG.

  The airbag control unit 10 having the first configuration prohibits the deployment of the airbag when the door is moving in the closing direction from the opened state, but the door is similarly opened from the opened state. Even when the vehicle moves in the closing direction, for example, when the vehicle is subjected to a lateral impact that is stronger than the door closing operation within the normally conceivable range, such as a door opening / closing operation by a passenger. After all, deployment of the airbag is necessary. Therefore, in the occupant protection device of this embodiment, a threshold is provided when prohibiting the deployment of the airbag, and the airbag is deployed when an impact stronger than the threshold is applied to the host vehicle.

<Second configuration>
FIG. 4 is a circuit diagram showing an outline of the logic circuit configuration of the airbag control unit of the second configuration in the occupant protection device according to the present embodiment. In the following description, the airbag control unit having the second configuration is referred to as an “airbag control unit 11”. The airbag control unit 11 shown in FIG. 4 includes six determination units (comparators 101 to 105 and comparator 118), three determination units (AND circuit 106, AND circuit 119, and AND circuit 117). Consists of In FIG. 4, as with the airbag control unit 10 shown in FIG. 2, the host vehicle output by the speed sensor travels to determine whether the host vehicle is stopped or not colliding. The structure of the airbag control part 11 which uses the detection result of the door opening / closing switch which detects the information of the speed currently performed, and the opening / closing state of each door of the own vehicle is shown.

  As with the airbag control unit 10, the airbag control unit 11 includes unit G information indicating the magnitude of acceleration in each direction detected by the acceleration sensor provided in the airbag control unit 11 itself, and each of the satellite sensors 20. Based on the satellite G information inputted from the vehicle and the door G information inputted from each of the door acceleration sensors 30, the deployment of the airbags arranged at various positions of the host vehicle is controlled. Similarly to the airbag control unit 10, the airbag control unit 11 is a normal airbag according to a strong closing operation of the door in the deployment control of the airbag in a state where the host vehicle is stopped or does not collide. In order to prevent erroneous determination of the deployment control, the airbag deployment is prohibited based on the unit G information in the Y direction, each satellite G information, and the door G information input from each door acceleration sensor 30. At this time, the airbag control unit 11 invalidates the determination of prohibiting the deployment of the airbag when a stronger impact is applied to the host vehicle than a door closing operation within a normally conceivable range.

  The airbag control unit 11 shown in FIG. 4 has a configuration in which the AND circuit 107 provided in the airbag control unit 10 shown in FIG. 2 is replaced with an AND circuit 117, and a comparator 118 and an AND circuit 119 are added. is there. Therefore, in the description of the airbag control unit 11, the same components as those provided in the airbag control unit 10 are denoted by the same reference numerals and detailed description thereof is omitted, and the airbag control unit 10 is provided. Components and operations different from the components will be described.

  In the airbag control unit 11, the comparators 101 to 105 and the AND circuit 106 operate in the same manner as the airbag control unit 10. However, in the airbag control unit 11, the comparator 101 outputs a signal that determines the normal deployment of the airbag to the non-inverting input terminal of the AND circuit 117, and the AND circuit 106 is in a state where the host vehicle is stopped or in collision. A signal indicating the presence or absence of a strong closing operation of the door in a state where the door is not closed is output to the non-inverting input terminal of the AND circuit 119.

  Similar to the comparator 101, the comparator 118 is a circuit that determines the deployment of a normal airbag. However, the comparator 118 determines the deployment of the airbag with a sensitivity that is less sensitive than the comparator 101. The unit direction speed ΔVu and the unit satellite speed ΔVs in the Y direction are input to the inverting input terminal (−) of the comparator 118, and the deployment of the airbag is determined to the non-inverting input terminal (+). A threshold F of a predetermined direction speed for determining a lateral impact that needs to be developed is input. The threshold value F is lower than the threshold value A in the comparator 101. The threshold value F is lower than the threshold value A. The threshold value is lower than the threshold value A. The set threshold value (threshold value F> threshold value A). As a result, the comparator 118 has a strong impact that requires the airbag to be deployed if the impact that is stronger than the impact that the comparator 101 determines that a strong impact that requires deployment of the airbag has been applied to the host vehicle is not applied. No longer determines that has joined the vehicle. The output terminal of the comparator 118 is connected to the non-inverting input terminal of the AND circuit 119. When the unit direction speed ΔVu and the unit satellite speed ΔVs in the Y direction are smaller than a predetermined threshold value F, the comparator 118 determines that a strong impact is not applied to the host vehicle, and outputs a “High” level signal. The data is output to the non-inverting input terminal of the AND circuit 119. Further, the comparator 118 determines that a strong impact requiring deployment of the airbag is applied to the host vehicle when the unit direction speed ΔVu or the unit satellite speed ΔVs in the Y direction is equal to or higher than a predetermined threshold F. A “Low” level signal is output to the non-inverting input terminal of the AND circuit 119. At this time, the AND circuit 119 indicates that the door is forcibly closed by the AND circuit 106 while the host vehicle is stopped or is not colliding, that is, “High” indicating that the airbag is prohibited from being deployed. Even when a “level” signal is input to the non-inverting input terminal, the comparator 118 determines that a strong impact requiring deployment of the airbag has been applied to the host vehicle in response to the “Low” level signal. A “Low” level signal indicating that the prohibition of development is invalidated is output.

  In FIG. 4, the comparator 118 is realized by a single comparator, but actually, the unit direction velocity ΔVu and the unit satellite velocity ΔVs in the Y direction are input to the inverting input terminal (−) of separate comparators. The common threshold value F is input to the non-inverting input terminal (+) of each comparator. Therefore, for example, the threshold value F may be different between a threshold value corresponding to the unit direction speed ΔVu in the Y direction and a threshold value corresponding to the unit satellite speed ΔVs. Note that the threshold value in this case corresponds to each threshold value input to the inverting input terminal (−) of a separate comparator in the comparator 101, that is, a threshold value that is set by reducing the sensitivity of each threshold value in the comparator 101. . Further, in the description of FIG. 4, since only one of the doors is opened and closed, the deployment of the airbag is determined using the unit satellite speed ΔVs corresponding to the opened and closed door. Actually, a comparator having the same configuration as the comparator 118 corresponding to each door is provided, and the deployment of the airbag is determined with insensitive sensitivity in all the doors.

  The AND circuit 119 is a signal that is input from the AND circuit 106 and indicates the presence or absence of a strong closing operation of the door in a state where the host vehicle is stopped or does not collide, that is, for prohibiting airbag deployment. The signal is invalidated based on the signal that is output from the comparator 118 and has been determined to deploy the airbag with insensitive sensitivity. Then, the AND circuit 119 outputs to the inverting input terminal of the AND circuit 117 as a signal indicating whether or not the airbag deployment is finally prohibited.

  More specifically, the AND circuit 119 invalidates the prohibition of airbag deployment when a signal of “Low” level determined that a strong impact is applied to the host vehicle from the comparator 118 is input. A “Low” level signal is output to the inverting input terminal of the AND circuit 117. If the AND circuit 119 receives a “High” level signal determined from the comparator 118 that a strong impact has not been applied to the host vehicle, the host vehicle input from the AND circuit 106 stops. A signal indicating the presence / absence of a strong closing operation of the door in a state of being present or not colliding is output to the inverting input terminal of the AND circuit 117 as it is. Accordingly, the inverting input terminal of the AND circuit 117 indicates that the airbag 118 is prohibited from being deployed only when the comparator 118 determines that an impact stronger than the impact determined by the comparator 101 has been applied to the host vehicle. A “High” level signal is input.

  Similarly to the AND circuit 107, the AND circuit 117 uses the signal output from the comparator 101 that determines the deployment of the normal airbag as an airbag deployment control signal that controls the deployment of the airbag, and various positions of the host vehicle. Output to the airbag device arranged in At this time, as described above, the AND circuit 117 determines whether or not the airbag is finally prohibited from being deployed according to the signal input from the AND circuit 119 and whether or not the airbag is to be prohibited. Prohibit the deployment of

  More specifically, the AND circuit 117 determines whether or not the airbag 101 is not deployed based on the “Low” level signal that the comparator 101 determines that a strong impact is not applied to the host vehicle. A bag deployment control signal is output to each airbag device. Further, the AND circuit 117 generates an “High” level airbag deployment control signal indicating that the airbag is deployed based on the “High” level signal determined by the comparator 101 that a strong impact has been applied to the host vehicle. Output to each airbag device. At this time, if the AND circuit 117 receives a “Low” level signal indicating that the deployment of the airbag is not finally prohibited from the AND circuit 119, the AND circuit 117 represents “High” indicating that the airbag is deployed. The "level airbag deployment control signal" is output to each airbag device as it is. However, when a “High” level signal indicating that the airbag is finally prohibited from being deployed is input from the AND circuit 119, the AND circuit 117 indicates “Low” indicating that the airbag is not deployed. A level airbag deployment control signal is output to each airbag device to inhibit deployment of the airbag by normal airbag deployment control.

  With such a configuration, the airbag control unit 11 of the second configuration is similar to the airbag control unit 10 of the first configuration, unit G information detected by the acceleration sensor provided in the airbag control unit 11 itself, Based on the satellite G information detected by the plurality of satellite sensors 20 arranged on the vehicle body and the door G information detected by the plurality of door acceleration sensors 30 arranged on the respective doors, Controls the deployment of the airbag in the door close-close operation when there is no collision. In the airbag controller 11 having the second configuration, an impact that is even stronger than the door closing operation within the normally conceivable range is applied to the host vehicle due to the configuration added to the airbag controller 10 having the first configuration. The determination to prohibit the deployment of the airbag when added is invalidated.

  4 shows the configuration of the airbag control unit 11 that controls the deployment of the airbag of only one of the doors, like the airbag control unit 10 shown in FIG. Development is controlled for each door. Therefore, the actual airbag control unit 11 has the same configuration as that in FIG. 4 for each door, as in the airbag control unit 10. In addition, for example, it is the same as the airbag control unit 10 that a common component such as the comparator 103, the comparator 104, and the comparator 105 is not redundantly provided in the airbag deployment control.

  Next, an example of processing for controlling the deployment of the airbag by the airbag control unit 11 of the present embodiment will be described. FIG. 5 is a flowchart illustrating an example of a processing procedure for determining whether or not the airbag can be deployed by the airbag control unit 11 of the second configuration of the occupant protection device of the present embodiment.

  First, in step S1 to step S5, the airbag control unit 11 determines whether the host vehicle is in a stopped state or is not in a collision state, similarly to the processing of the airbag control unit 10 ( (Determination by comparator 102 to comparator 105 and function by AND circuit 106). As a result of the determination in step S1 to step S5, if the vehicle is not in a stopped state or a state where it does not collide, that is, if the determination result in any of steps S1 to S5 is “NO”, step Proceed to S20. Moreover, as a result of the determination of step S1 to step S5, when the own vehicle is in a stopped state or is not in a collision state, that is, when all the determination results of step S1 to step S5 are “YES”. The process proceeds to step S16.

  Subsequently, in step S16, the airbag control unit 11 calculates the unit direction speed ΔVu calculated from the value of the direction speed Vu obtained by integrating the unit G information in the Y direction detected by the acceleration sensor provided in the airbag control unit 11 itself. Then, it is determined whether or not the unit satellite speed ΔVs calculated from the value of the satellite speed Vs obtained by integrating the satellite G information output from the satellite sensor 20 is smaller than a predetermined threshold F (determination by the comparator 118). As a result of the determination in step S9, when the unit direction speed ΔVu in the Y direction or the unit satellite speed ΔVs is equal to or higher than the threshold F (NO in step S16), the process proceeds to step S20. When the unit direction speed ΔVu and the unit satellite speed ΔVs in the Y direction are smaller than the threshold value F (YES in step S16) as a result of the determination in step S16, the airbag controller 11 determines in step S17 that the airbag Is prohibited (function by AND circuit 119).

  Subsequently, in step S18, the airbag control unit 11 determines whether or not the time during which the airbag is prohibited to be deployed has passed a predetermined delay time T, as in step S7 in the processing of the airbag control unit 10. (Function by the AND circuit 106). As a result of the determination in step S18, if the time during which the airbag is prohibited is not delayed by the delay time T (NO in step S18), step S18 is repeated. Further, as a result of the determination in step S18, if the time during which the airbag is prohibited to be deployed has elapsed by the delay time T (YES in step S18), the airbag control unit 11 determines in step S19 that the airbag The prohibition of deployment is canceled and the airbag can be deployed (function by the AND circuit 106).

  Subsequently, in step S20, the airbag control unit 11 determines whether the unit direction speed ΔVu and the unit satellite speed ΔVs are larger than a predetermined threshold A, as in step S9 in the process of the airbag control unit 10. (Determination by the comparator 101). As a result of the determination in step S20, when the unit direction speed ΔVu or the unit satellite speed ΔVs in the Y direction is larger than the threshold value A (YES in step S20), the airbag control unit 11 in step S21 The apparatus airbag is deployed (function by AND circuit 117) to complete the process. Further, as a result of the determination in step S20, when the unit direction speed ΔVu in the Y direction and the unit satellite speed ΔVs are equal to or less than the threshold A (NO in step S20), the airbag control unit 11 returns to step S1, The process of determining whether to deploy the airbag is repeated.

  As described above, in the airbag controller 11 of the second configuration, similarly to the airbag controller 10 of the first configuration, the unit G information detected by the acceleration sensor provided in the airbag controller 11 itself, Based on the satellite G information detected by the plurality of satellite sensors 20 arranged and the door G information detected by the plurality of door acceleration sensors 30 arranged on the respective doors, the host vehicle is stopped or collides. Controls the deployment of the air bag in the closing operation of the door when it is not. As a result, in the occupant protection device of the present embodiment, even when the determination of the normal airbag deployment is made sensitive, that is, even when the airbag is set to be deployed early, the airbag deployment is unnecessary. It is possible to prevent the airbag from being unintentionally deployed due to an impact caused by a strong closing operation of the door.

  Further, in the airbag control unit 11 having the second configuration, the comparator 118 and the AND circuit 119 cause the airbag when the vehicle is subjected to a stronger impact than the door closing operation within the normally conceivable range. Disable the decision to prohibit expansion. As a result, in the occupant protection device of the present embodiment, a stronger impact was applied to the host vehicle even in the state where the airbag is not allowed to be deployed in order to prevent erroneous deployment of the airbag due to the strong closing operation of the door. In some cases, the airbag can be deployed.

  In the example of the processing procedure for determining whether or not to deploy the airbag shown in FIG. 5, the airbag control unit 11 detects each of the sensors detected by the respective sensors, similarly to the processing of the airbag control unit 10 shown in FIG. Each information is represented by sequentially comparing the corresponding information and the corresponding threshold value. However, as can be seen from the logic circuit configuration of the airbag control unit 11 shown in FIG. The comparators 101 to 105 serving as the units perform respective determinations in parallel. Therefore, the order of the respective steps (particularly, step S1 to step S5) in the example of the processing procedure for determining whether or not to deploy the airbag shown in FIG. 5 is not limited to the order shown in FIG.

  Here, an example of airbag deployment control by the airbag controller 11 having the second configuration will be described. FIG. 6 is a diagram illustrating an example of threshold values (threshold value A and threshold value F) for determining whether or not the airbag can be deployed in the airbag control unit 11 of the second configuration of the occupant protection device of the present embodiment. In FIG. 6, the unit direction speed ΔVu calculated from the value of the direction speed Vu obtained by integrating the unit G information in the Y direction detected by the acceleration sensor provided in the airbag control unit 11 itself is set on the horizontal axis, and the satellite sensor 20 outputs The values of the threshold A and the threshold F are shown with the unit satellite speed ΔVs calculated from the value of the satellite speed Vs obtained by integrating the satellite G information obtained as the vertical axis. As described above, the threshold value F is a threshold value (threshold value F> threshold value A) that is larger than the threshold value A in order to determine a lateral impact that requires deployment of the airbag with sensitivity less sensitive than the threshold value A. It is.

  In the airbag control unit 11, the comparator 101 compares the unit direction speed ΔVu and the unit satellite speed ΔVs in the Y direction with the threshold value A to determine whether a strong impact that requires deployment of the airbag is applied to the host vehicle. A signal indicating whether or not to deploy a normal airbag is output. More specifically, the comparator 101 determines that a strong impact is not applied to the host vehicle when the unit direction speed ΔVu in the Y direction and the unit satellite speed ΔVs are within the range CS1 that is equal to or less than the threshold value A. Then, a signal indicating that the airbag is not deployed is output. In addition, when the unit direction velocity ΔVu and the unit satellite velocity ΔVs in the Y direction are within the range CS2 and the region CS3 that are larger than the threshold value A, the comparator 101 causes a strong shock that requires deployment of the airbag to the vehicle. It determines with having added, and outputs the signal showing deploying an airbag.

  Further, in the airbag control unit 11, the comparator 118 compares the unit direction speed ΔVu and unit satellite speed ΔVs in the Y direction with the threshold value F, so that a strong impact requiring deployment of the airbag is applied to the host vehicle. Whether or not the airbag is to be deployed is output. More specifically, when the unit direction speed ΔVu and the unit satellite speed ΔVs in the Y direction are within the range of the areas CS1 and CS2 that are smaller than the threshold value F, the comparator 118 does not apply a strong impact to the host vehicle. And a signal indicating that the airbag is not deployed is output. Further, the comparator 118 determines that a strong impact requiring deployment of the airbag has been applied to the host vehicle when the unit direction speed ΔVu in the Y direction and the unit satellite speed ΔVs are within the range CS3 that is equal to or greater than the threshold A. Then, a signal indicating that the airbag is deployed is output.

  Then, the airbag control unit 11 prohibits unnecessary deployment of the airbag due to the forced closing operation of the door in a state where the host vehicle is stopped or is not colliding with the comparator 101 and the comparator 118. It determines based on the result determined by these. More specifically, the airbag control unit 11 determines that the unit direction speed ΔVu and the unit in the Y direction are within the range of the region CS1 where both the comparator 101 and the comparator 118 have determined that a strong impact is not applied to the host vehicle. When the satellite speed ΔVs is present, the airbag is not deployed. In addition, the airbag control unit 11 determines that the unit direction velocity ΔVu in the Y direction and the comparator 101 and the comparator 118 are within the range CS3 in which the same determination is made that a strong impact requiring deployment of the airbag is applied to the host vehicle. When there is a unit satellite speed ΔVs, it is determined that the door is forcibly closed when the host vehicle is stopped or is not colliding, and even if the airbag is prohibited from being deployed, Unfold the bag. Then, a region in which the comparator 101 and the comparator 118 are differently determined (the comparator 101 determines that a strong impact that requires deployment of the airbag is applied to the host vehicle, and the comparator 118 determines that a strong impact is not applied to the host vehicle). When the unit direction speed ΔVu and the unit satellite speed ΔVs in the Y direction are within the range of CS2, the air bag depends on whether or not the door is strongly closed while the host vehicle is stopped or not colliding. Control the deployment of

  As described above, according to the embodiment for carrying out the present invention, for the purpose of deploying the airbag at an early stage, the threshold for detecting the impact on the vehicle sensitively is set to the normal deployment of the airbag. Set as a threshold for determination. Further, in the embodiment for carrying out the present invention, the acceleration of the movement of closing the door detected by the door acceleration sensor arranged on the door, the acceleration of the impact to the vehicle body in the same direction as the movement of the door closing, This is a door closing operation in a state where the vehicle is stopped or not colliding with each other based on the acceleration of the impact applied to the inside direction of the vehicle detected by the plurality of satellite sensors arranged in the vehicle. It is determined whether or not. And in the form for implementing this invention, when it determines with it being the strong closing operation of the door in the state which the vehicle has stopped or has not collided, it is the air by normal airbag deployment control. Prohibit the deployment of bags. As a result, in the embodiment for carrying out the present invention, even when a normal airbag deployment determination is made sensitive and the airbag is set to be deployed at an early stage, the door is strongly closed without the need to deploy the airbag. It is possible to prevent erroneous deployment of the airbag due to the impact of the operation.

  In addition, according to the embodiment for carrying out the present invention, the determination of invalidating the prohibition of airbag deployment is performed using the threshold that has been lowered in sensitivity by increasing the value more than the threshold for sensitively detecting an impact on the vehicle. Set as a threshold for. In the embodiment for carrying out the present invention, it is determined that the operation is a strong closing operation of the door in a state where the vehicle is stopped or in a state where the vehicle is not colliding, and the airbag is deployed by normal airbag deployment control. Even when the vehicle is prohibited, if the impact on the vehicle is equal to or higher than the threshold value for reducing the sensitivity, the airbag deployment prohibited state is invalidated. As a result, in the embodiment for carrying out the present invention, even in a state in which the deployment of the normal airbag is prohibited in order to prevent the airbag from being erroneously deployed due to the impact of the strong closing operation of the door, it is within the normally conceivable range. The airbag can be deployed in response to an impact that is even stronger than the hard closing operation of the door.

  In the embodiment for carrying out the present invention, the case where the airbag control unit is arranged on the floor of the vehicle body has been described. However, the arrangement of the airbag control unit in the occupant protection device is a form for carrying out the present invention. It is not limited to the arrangement shown in. Moreover, although the form for implementing this invention demonstrated the case where an airbag control part was arrange | positioned in the position different from ECU which performs the electrical control of the whole own vehicle, airbag control in a passenger | crew protection apparatus is demonstrated. The arrangement of the parts is not limited to the arrangement shown in the embodiment for carrying out the present invention, and may be arranged at the same position as the ECU, for example. Moreover, the structure which implement | achieved the function of the airbag control part as a part of ECU function may be sufficient.

  Further, in the embodiment for carrying out the present invention, in order to determine whether the host vehicle is stopped or not colliding, information about the speed at which the host vehicle is traveling output from the speed sensor, and the host vehicle. The configuration of the airbag control unit that uses the detection result of the door opening / closing switch that detects the opening / closing state of each door of the vehicle has been described. However, the information used for determining whether the host vehicle is stopped or not colliding is not limited to the information shown in the embodiment for carrying out the present invention.

  In the embodiment for carrying out the present invention, the speed change ΔV per unit time is calculated from the value of the speed V obtained by integrating the values representing the magnitudes of the accelerations detected by the respective acceleration sensors. A case has been described in which each determination unit (comparator) makes a determination using the speed change ΔV. However, the method of determining by each determination unit is not limited to the method shown in the embodiment for carrying out the present invention. For example, a determination method using a value representing the magnitude of acceleration detected by each acceleration sensor may be used.

  Further, the vehicle on which the occupant protection device of the present invention is mounted is not limited to the four-wheeled vehicle as shown in the embodiment for carrying out the present invention. For example, the vehicle (own vehicle) in the embodiment for carrying out the present invention includes not only a four-wheel vehicle but also a three-wheel vehicle (including a front two-wheel vehicle and a rear one-wheel vehicle in addition to a front one wheel and a rear two wheel). Etc., including all vehicles equipped with airbag devices equipped with doors.

  A program for realizing processing by the airbag control unit 10 or the airbag control unit 11, which is a component of the occupant protection device according to the embodiment, is recorded on a computer-readable recording medium and recorded on the recording medium. The above-described various processes in the occupant protection device may be performed by causing the computer system to read and execute the program. Here, the “computer system” may include an OS and hardware such as peripheral devices. Further, the “computer system” includes a homepage providing environment (or display environment) if a WWW system is used. The “computer-readable recording medium” means a flexible disk, a magneto-optical disk, a ROM, a writable nonvolatile memory such as a flash memory, a portable medium such as a CD-ROM, a hard disk built in a computer system, etc. This is a storage device.

  Further, the “computer-readable recording medium” refers to a volatile memory (for example, DRAM (Dynamic) in a computer system serving as a server or a client when a program is transmitted via a network such as the Internet or a communication line such as a telephone line. Random Access Memory)) that holds a program for a certain period of time is also included. The program may be transmitted from a computer system storing the program in a storage device or the like to another computer system via a transmission medium or by a transmission wave in the transmission medium. Here, the “transmission medium” for transmitting the program refers to a medium having a function of transmitting information, such as a network (communication network) such as the Internet or a communication line (communication line) such as a telephone line. The program may be for realizing a part of the functions described above. Furthermore, what can implement | achieve the function mentioned above in combination with the program already recorded on the computer system, and what is called a difference file (difference program) may be sufficient.

  The embodiment of the present invention has been described above with reference to the drawings. However, the specific configuration is not limited to this embodiment, and includes various modifications within the scope of the present invention. It is.

10, 11 ... Airbag control unit (protection means control unit)
101... Comparator (protection means controller)
102... Comparator (protection means controller)
103: Comparator (protection means control unit)
104... Comparator (protection means controller)
105... Comparator (protection means controller)
106: AND circuit (protection means control unit)
107 ... AND circuit (protection means control unit)
117... AND circuit (protection means control unit)
118... Comparator (Protection means controller)
119: AND circuit (protection means control unit)
20, 20-1, 20-2, 20-3, 20-4, 20-5... Satellite sensor (first acceleration sensor)
30, 30-1, 30-2, 30-3, 30-4, 30-5 ... door acceleration sensor (second acceleration sensor)

Claims (9)

An occupant protection device for protecting an occupant in a vehicle,
Is disposed on the vehicle body side of said vehicle, a first acceleration sensor over which detects a first acceleration,
Is disposed in the door portion of the vehicle, a second acceleration sensor over for detecting a second acceleration when the door is opened and closed,
Said first value safeguards control unit for activating an occupant protection means when even larger Ri by first threshold value determined in advance in accordance with the first acceleration,
With
The protection means controller is
In the state where the vehicle is not in the state or collision are stopped, obtained from the second acceleration, the second threshold value by the second value indicating the movement in the direction of closing of the door portion is predetermined Again large Ri, the activation of the occupant protection means, and only inhibited but the time that a predetermined,
When the second value is greater than the second threshold value, and the first value is equal to or greater than a predetermined third threshold value that is greater than the first threshold value, the occupant protection means ,
An occupant protection device. The first acceleration sensor over the
A plurality of vehicles are arranged on the vehicle body side,
Said second acceleration sensor over the
Arranged at each door part of the vehicle,
The protection means controller is
For each of said door part, it determines whether the second value corresponding is greater Ri by the second threshold value, Ri by the second threshold value or a second value If also large, the first detecting the first acceleration in the second of the vicinity of the door portion in which the second acceleration sensor over even obtain a larger second value Ri by threshold values are arranged the activation of the occupant protection means by the acceleration sensor over corresponds to the arrangement position, only suppress but during the time,
The occupant protection device according to claim 1 . The protection means controller is
With all of the first acceleration, each of the first acceleration sensor over is detected, when the predetermined small fourth I thresholds remote, the vehicle does not state or collision are stopped It is determined that
The occupant protection device according to claim 2 . The protection means control unit further includes:
A third acceleration sensor that is disposed in the vehicle body of the vehicle and detects a third acceleration in the lateral and longitudinal directions of the vehicle at the disposed position;
With
The protection means control unit further includes:
A third value corresponding to the third acceleration in the left-right direction of the vehicle, which is the same as the direction in which the door portion is attached, is used for determination when starting the occupant protection means.
The occupant protection device according to claim 3 . The protection means control unit further includes:
The third the third acceleration of the left and right direction of the vehicle acceleration sensor detects of, when a predetermined small fifth I thresholds remote, the vehicle is not state or collision are stopped It is determined that there is no state,
The occupant protection device according to claim 4 . The protection means control unit further includes:
It determines that the rate at which the vehicle is traveling, when predetermined small sixth remote I threshold value, the vehicle is in a state in which no state or collision are stopped,
The occupant protection device according to claim 5 . The protection means control unit further includes:
If a state where the door portion is opened, it is determined said second value and by said second threshold value,
Wherein when the change to the state in which the door portion is closed from an open state, the time between it only suppresses the activation of the occupant protection means,
The occupant protection device according to any one of claims 1 to 6 , wherein the occupant protection device is provided. The first value is
A speed change value representing a change per unit time in the speed of impact on the vehicle body obtained by integrating the first acceleration;
The second value is
A value of a speed change representing a change per unit time of the speed of the corresponding door portion obtained by integrating the second acceleration,
The occupant protection device according to any one of claims 1 to 7 , wherein the occupant protection device is provided. The third value is
A value of a speed change representing a change per unit time of a speed in a left-right direction of the vehicle obtained by integrating the third acceleration;
The occupant protection device according to any one of claims 5 to 8 , which refers to claim 4 or claim 4 .

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