JPH02212238A - Operation controlling device for crew protecting device - Google Patents

Abstract

PURPOSE:To perform right protection of a crew all the time by setting an operational timing for a crew protecting device in accordance with the outputs of a speed detecting means and a running speed detecting means which detect the magnitude of shock at collision of a car. CONSTITUTION:In such a crew protecting device that explosive is blown out by electrifying a detonator 17 and gas generating agent is burnt to expand an air bag, a (G) sensor 11 which outputs voltage value (G) corresponding to the magnitude of shock applied at collision of a car and a car speed sensor 15 are provided. Output signals from the (G) sensor 11 and the car speed sensor 15 are respectively input via a waveform shaping circuit 12 and a threshold value setting circuit 16 into the respective input terminals of a comparator 13. In the threshold value setting circuit 16, the direction of varying the amplitude of input signals is reversed and output voltage (threshold value) VTH with delay by a preset time is output. Then, only when input voltage (G) is over the threshold value VTH in the comparator 13, a drive circuit 14 is driven to electrify the detonator 17.

Description

Detailed Description of the Invention (Field of Industrial Application) The present invention relates to an operation control device for an occupant protection device, and more particularly to an operation control device for an occupant protection device that controls the activation timing of an airbag or other occupant protection device mounted on a vehicle. This relates to a control device.

(Prior Art) Conventionally, a collision of a vehicle is detected by an impact detection sensor, and an airbag provided in front of an occupant is inflated by generating gas or supplying compressed gas according to the output of the sensor. An airbag device is known which is designed to protect an occupant by causing a collision, and in such an airbag device, the impact detection sensor has a structure as shown in FIG. 3 (Rolamite type), for example.

That is, the impact detection sensor includes an underframe 1, a roller 2, and a plate spring 3. It consists of a normally open contact switch 4, and the underframe l has a roller 2.
The roller 2 has stopper parts 102 to 104 for regulating the movement of the shock sensor, and the roller 2 is disposed so that its axis is perpendicular to the traveling direction a of the vehicle in which the impact detection sensor is mounted, and the roller 2 has stopper parts 102 to 104 for regulating the movement of the shock sensor. It has mass. Further, the plate spring 3 is
One end is fixed to the underframe 1 by a part of the underframe 1, the other end is fixed to the roller 2, is wound around the roller 2, and has a through hole 301 in the center part in contact with the underframe 1.

The contact switch 4 is attached to the underframe l facing the through hole 301 of the plate spring 3, and is connected to the roller 2 from the through hole 301.
It has a protruding part on the side. In this impact detection sensor, when a vehicle is involved in a collision, the roller 2 rotates in the direction indicated by the arrow and moves in the direction indicated by the arrow a due to the action of the inertia force and the plate spring 3 wound around the roller 2, and the contact switch 4 is activated. The contact switch 4 is configured to be closed by pressing the protrusion.

In the impact detection sensor, the response time from when an inertial force is applied to the roller 2 due to a vehicle collision until the contact switch 4 actually closes depends on the traveling speed of the vehicle immediately before the collision. That is, there is a correlation that the response time generally becomes shorter as the traveling speed of the vehicle immediately before the collision becomes higher. For example, the driving speed of the vehicle immediately before the collision is 1okn+/
When the traveling speed is 1100 km/h, the response time is 10 m5ec, whereas when the traveling speed is 1100 km/h, the response time is 10 m5ec.
It becomes m5ec.

Because of this correlation, when driving at low speeds, when the time when the occupant moves forward due to a collision is relatively slow, the airbag inflates after a relatively long time has elapsed from the time of the collision, whereas when the time when the occupant moves forward due to the collision occurs. When the vehicle is traveling at a relatively high speed, the airbag is inflated after a short period of time, and the occupant is protected by the airbag when the airbag reaches a generally appropriate inflation state.

(Problem to be Solved by the Invention) However, in the impact detection sensor shown in the above-mentioned prior art, the characteristics of the plate spring constituting the sensor cannot be changed depending on the traveling speed of the vehicle immediately before the collision, and moreover over a wide range of traveling speeds. It was relatively difficult to set the ideal airbag to operate according to the speed.

The problems mentioned above are not limited to the rollermite type shock detection sensor mentioned as an example above, but also to the mass body that moves due to inertia force against forces such as spring force and magnetic force, and this movement closes the switch. This is a problem that occurs in any airbag/socket device that uses this type of impact detection sensor.

Note that there is a technology (for example, disclosed in Japanese Patent Laid-Open No. 121938/1983) that changes the inflation speed of the air bag according to the vehicle speed just before the collision, but with this technology, the device that supplies gas to the air bag is made more compact. However, despite the demand for this, the problem is that it becomes larger and the configuration becomes more complicated.

(Object of the Invention) The present invention has been made to solve the above-mentioned problems, and it is possible to adjust an occupant protection device such as an airbag device according to the speed of the vehicle equipped with the device just before a collision. An object of the present invention is to provide an operation control device for an occupant protection device that can be activated to more appropriately protect an occupant in a collision of a vehicle at any traveling speed, and can be constructed in a small size.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides an occupant protection device comprising an occupant protection device for protecting the occupant in the event of a vehicle collision, and a control means for operating the occupant protection device. In the operation control device, the control means includes an impact detection means for detecting the magnitude of an impact caused by a vehicle collision, and a speed detection means for detecting the traveling speed of the vehicle, and the output signal of the speed detection means and the The activation timing of the occupant protection device is set in accordance with the output signal of the impact detection means.

Further, it is preferable that the higher the traveling speed of the vehicle detected by the speed detection means, the earlier the activation timing of the occupant protection device set by the control means is set.

(Operation) The control means operates the occupant protection device at an operation timing determined based on the output signal of the speed detection means and the output signal of the impact detection means to protect the occupant in the event of a vehicle collision.

(Example) An example of the present invention will be described with reference to the attached FIGS. 1 and 2.

Fig. 1 is a block diagram showing the structure of the operating RIj vehicle occupant protection device of the present invention. It is a G sensor (impact detection means). The G sensor consists of a mass body that exerts the required inertial force and a piezoelectric element that generates an electromotive force according to the applied force of the mass body. It outputs continuous voltage values. The output end of the G sensor 1 is connected to one input end of a comparator 3 via a waveform shaping circuit 12, and the output end of the comparator 13 is connected to a drive circuit 14. An output terminal of a vehicle speed sensor (speed detecting means) 15 for detecting the running speed of the vehicle is connected to another input terminal of the comparator 13 via a threshold value setting circuit 16. The output terminal of the drive circuit I4 is connected to the gate of a field effect transistor (FET) I41. The drain of FET141 is grounded and the source is the airbag! [Connected to the electric ignition heater for 7η, that is, the electric detonator I7. When the electric detonator 17 is energized, it explodes the gunpowder, burns the gas generating agent, and inflates an air bag (not shown), or destroys the sealing plate of the opening of the pressure vessel filled with high-pressure gas. The airbag is configured to inflate. The electric detonator 17 is connected to a power source via the aforementioned Rollamite type impact detection sensor 18 provided in the cabin of the vehicle.

The impact detection sensor 18 is provided to prevent a malfunction in which the FET 141 becomes conductive and inflates the airbag when unnecessary. Furthermore, the time it takes for an impact from a vehicle collision to reach the interior of the vehicle is longer than the time it takes for the impact to reach the front engine room where the G sensor 11 is installed, and the impact transmitted to the interior of the vehicle is longer than the time it takes for the impact to reach the front engine room where the G sensor 11 is installed. Therefore, the sensitivity of the impact detection sensor 18 provided in the vehicle interior is set to be relatively high as will be described later. That is, the sensitivity of the sensor 18 is the same as that of the G sensor 11. Waveform shaping circuit 12. Comparator 13° drive circuit 14
．． Vehicle speed sensor 15. FE due to the action of the threshold value setting circuit 16
The sensor 18 operates with an impact force (for example, 2.3G) lower than the impact force (for example, 12.3G or more) at the position in the vehicle interior where the G sensor 11 is installed when T141 is conductive, and the above-mentioned EFT+4 by circuits 11 to 16
The sensor 18 is set to close at a time that is not later than the time at which the sensor 18 is energized (which becomes earlier as the vehicle speed immediately before the collision increases, as will be described later).

Next, the operation of the operation control device for the occupant protection device constructed as described above will be explained with reference to FIG. 2, which shows temporal changes in output values in the main parts of the device.

The magnitude of the impact (impact force or acceleration) at the front engine room position is detected by the G sensor 11, and the detected voltage value is removed from noise etc. by the waveform shaping circuit 12 and supplied to the comparator 13 [second G in FIG. 2(b)], and on the other hand, the traveling speed V of the vehicle is detected by the vehicle speed sensor 15 [FIG. 2(a)
], the detected value is input to the threshold value setting circuit 16. The threshold setting circuit 16 reverses the direction of change in the amplitude of the input signal (i.e., decreases when the amplitude of the input signal increases).
At the same time, an output voltage (threshold value) VT11 delayed by a predetermined time (for example, 5 to 10 m5ec) is supplied to the comparator 13 [VT11 in FIG. 2(b)]. Comparator 13
Now compare the two input voltages G and VTI+, and G is VT
A high level output is supplied to the drive circuit 14 only when I+ is exceeded [FIG. 2(c)]. That is, although the vehicle speed suddenly decreases when a vehicle collides, the threshold value setting circuit 16 of the threshold value VTI+
Since the output timing of the vehicle speed V is delayed by a predetermined time from the input timing of the vehicle speed V to the circuit 16, the vehicle speed V that is a predetermined time before the time of the vehicle collision (t o)
Threshold value VTH set based on and rapidly increasing impact force G
Moreover, as the vehicle speed ■ increases, the threshold value VT11 decreases, so the higher the vehicle speed V immediately before the collision, the lower the threshold value Vr++. occurs, and the lower the speed ③, the higher the threshold VT11, and therefore the high level output occurs at a later time.

When the drive circuit 14 is supplied with a high level output from the comparator 13, it turns on the FET 141. As mentioned above, the sensitivity of the impact detection sensor 18 provided in the vehicle interior is set so that the FET 141 is conductive regardless of the vehicle speed immediately before the collision.
1 becomes conductive, a current flows through the electric detonator 17, and the airbag inflates accordingly. As mentioned above, the shock detection sensor 18 is caused by the circuits 11 to 16 malfunctioning and the FET 141
This is to prevent current from flowing to the electric detonator 17 when the detonator 17 is made conductive.

In the embodiments described above, an impact detection sensor with the same characteristics may be provided in parallel with the sensor 18 in case the impact detection sensor 18 is inoperative in the event of a vehicle collision.

Further, in preparation for the inoperation of the G sensor 11, a G sensor having the same characteristics may be provided in parallel to the G sensor 11. Furthermore, the same circuit as the control circuit composed of the circuits 11 to 16 and the FET 141 may be connected in parallel to the one controlling circuit and provided between the detonator 17 and the ground to prepare for the inoperation of the circuits 11 to 16 and the FET 141. good.

Furthermore, the impact detection sensor 18 provided in the vehicle interior may be configured by the circuits 11 to 16 and the FET 141.

(Effects of the Invention) As described in detail above, the present invention provides an operation control device for an occupant protection device comprising an occupant protection device for protecting an occupant in the event of a vehicle rear-end collision, and a control means for operating the occupant protection device. The control means has an impact detection means for detecting the magnitude of the impact caused by a collision of the vehicle, and a speed detection means for detecting the running speed of the vehicle, and the output signal of the speed detection means and the output means of the impact detection means are Since the activation timing of the occupant protection device is set according to the vehicle speed immediately before the collision, the occupant protection device is activated in accordance with the speed of the vehicle immediately before the collision. This has the effect of making it possible to protect the equipment more appropriately and being configured as a compact device.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the overall configuration of an operation control device for an occupant protection device according to the present invention, FIG. 3
The figure is an external view of the main parts of a Rollamite type impact detection sensor. Sensor (speed detection means), 16...Threshold value setting circuit, (
threshold value setting means), 17... electric detonator (part of the occupant protection device), 11-16, 141... (control means).

Claims (5)

[Claims] 1. In the operation control device for an occupant protection device, which includes an occupant protection device for protecting the occupant in the event of a vehicle collision, and a control means for activating the occupant protection device, the control means is an impact control device for detecting the magnitude of the impact caused by the vehicle collision. a detection means;
and a speed detection means for detecting the running speed of the vehicle, and an operation timing of the occupant protection device is set according to an output signal of the speed detection means and an output signal of the impact detection means. Protection device activation control device. 2. Claim 1, wherein the higher the traveling speed of the vehicle detected by the speed detection means is, the earlier the activation timing of the occupant protection device set by the control means is set.
An operation control device for the occupant protection device described above. 3. The control means further includes a threshold setting means for outputting a threshold signal based on the output signal of the speed detection means,
3. The operation control device for an occupant protection device according to claim 1, wherein the operation timing of the occupant protection device is set in accordance with the threshold value symbol of the threshold value setting device and the output signal of the impact detection device. 4. 4. The operation control device for an occupant protection device according to claim 3, wherein the threshold signal is a signal obtained by reversing the direction of change in amplitude of the output signal of the speed detection means. 5. 5. The operation control device for an occupant protection device according to claim 4, wherein the threshold signal is a signal obtained by further delaying the output signal of the speed detection means by a predetermined time.