JP3358022B2 - Airbag deployment control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an operation control device for detecting an impact of a vehicle and activating an airbag device, and more particularly to an air control system in which one airbag is deployed by a plurality of inflators. BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a deployment control device for a bag device, which determines an operation mode (operation number and operation timing) of each inflator and necessity of operation of each inflator according to a degree of collision.

[0002]

2. Description of the Related Art Conventionally, an airbag device generally used is a system in which one inflator deploys one airbag. In this method, a change in the acceleration of the vehicle is constantly detected by an acceleration sensor installed in the passenger compartment, and the acceleration signal is subjected to appropriate arithmetic processing such as integration once or twice, and compared with a predetermined threshold value. If the threshold value is exceeded, an activation signal is issued to the ignition circuit of the inflator to activate the inflator and deploy the airbag.

[0003] In this system, 50k
It is designed to exhibit the best performance in the event of a frontal collision at a speed of m / h, so that regardless of the severity of the collision or the position or posture of the occupant, the airbag will maintain a constant It is designed to develop with characteristics. Therefore, in the case of a low-speed collision, the bag deploys with excessive deployment energy to protect the occupant, and when the occupant is close to the bag or the occupant is small, There was a risk of injury due to the deployed bag.

Therefore, one of the solutions to these problems is as follows.
One is the so-called "smart airbag system" that optimally controls the output of the inflator and optimizes the injury value of the occupant according to various conditions such as the degree of collision, the physique and position of the occupant, and whether or not a seat belt is worn. A new system called has been proposed. In this smart airbag system, in order to optimize the output of the inflator, a plurality of inflators are arranged for one airbag, and the degree of collision, the seating position and posture of the occupant, and other various conditions are adjusted. Accordingly, it is necessary to optimize the output of the inflator by controlling the operation mode of the inflator, that is, the number and timing of the inflators to be activated.

[0005]

It is a general method to determine the severity of a collision, which is a reference, based on an acceleration signal detected by an acceleration sensor arranged in a vehicle compartment. With the acceleration sensor installed in the cabin, there is no significant difference in the acceleration waveform immediately after the collision depending on the structure of the vehicle body and the type of collision, and when the difference occurs, it is necessary to judge the severity of the collision to control the operation of the inflator. Is too slow to optimize the operation of the inflator. In particular, in recent vehicles in which the stiffness of the cabin is increased from the viewpoint of occupant protection, while the front body absorbs the energy at the time of the collision, the acceleration sensor in the cabin does not sufficiently change. Since it is difficult to appear, the determination based on the vehicle interior acceleration sensor tends to be more difficult.

For example, in FIG. 11A showing one example, a high-speed oblique collision (oblique forward collision at high speed; the same applies hereinafter) indicated by a solid line and a low-speed front collision (low-speed collision at low speed) indicated by a dotted line. 11 shows the waveform of the acceleration G at the beginning of the collision in the case of a head-on collision (the same applies hereinafter), and no significant difference is observed.
Also in (b), there is no significant difference in the initial value of the collision. In particular, although a slight difference occurs in the acceleration waveform in the latter half of the inflator operation request timing, the average acceleration is almost the same. Therefore, it is extremely difficult to determine the severity of the collision and calculate the operation control of the inflator during the operation request time based on the acceleration sensor installed in the vehicle interior. However, there was a problem that it was late. Like this,
By determining based on the acceleration sensor installed in the vehicle interior, it is possible to determine only the necessity of deploying the airbag within the required operation time, but based on this determination,
In some cases, it is extremely difficult to determine the deployment form of the airbag.

The present invention has been made in view of the above-mentioned conventional problems, and an object of the present invention is to provide a method capable of easily determining the severity of a collision in an early stage of the collision. A second object is to provide an operation control device that can easily optimize the operation of an inflator in accordance with the degree of collision severity.

[0008]

SUMMARY OF THE INVENTION The present invention has been made to achieve the above-mentioned object, and aside from a first acceleration sensor arranged in a vehicle interior, a crash zone which is initially deformed at the time of a collision is provided. A second acceleration sensor that constantly detects acceleration is arranged similarly to the acceleration sensor in the vehicle compartment, thereby determining the degree of collision and determining whether the plurality of inflators need to be operated, the number of operations, the operation timing, and the like. Is controlled.

The system of the present invention is roughly classified into two systems. The first system is to dispose an acceleration sensor for constantly detecting acceleration in both the vehicle interior and the crash zone. By performing a predetermined calculation based on the acceleration signal from the acceleration sensor, it is determined whether the inflator needs to be activated (that is, whether the airbag needs to be deployed), and the acceleration from the second acceleration sensor installed in the crash zone is determined. By performing a predetermined calculation based on the signal, the operation mode of the inflator (that is, the deployment mode of the airbag) is determined.

In the second method, a time integration value based on an acceleration signal from a second acceleration sensor in a crash zone is compared with a speed threshold value of a predetermined time function, and the operation mode of the inflator is determined based on the magnitude of the time threshold value. Also, the time integration value is compared with a predetermined threshold value as a function of the time integration value based on the acceleration signal from the first acceleration sensor in the vehicle cabin, and the necessity of the operation of the inflator is determined based on the magnitude thereof. is there.

In the first method, the calculation for determining the inflator operation mode by the second acceleration sensor is not performed for a certain period from the start of the calculation by the second acceleration sensor, so that the second acceleration sensor does not perform the operation at the beginning of the collision. There is also a method of improving the accuracy of inflator operation mode determination by preventing malfunction or by using the calculated value based on the first acceleration sensor in the vehicle compartment.

In each of the above-mentioned systems, the inflator is operated in a rapid deployment system in which the inflator is operated so as to rapidly deploy the airbag, and a gently inflating system in which the inflator is operated so as to slowly deploy the airbag. There is a system that operates all inflators simultaneously or a system that operates all inflators with a small ignition time difference as a rapid deployment system, and a system that operates only some inflators or There is a method of sequentially igniting by increasing the ignition time difference of the inflator, and a combination of gently and rapidly deploying the airbag is appropriately selected according to a combination of the operation forms of the inflators, and appropriately selected according to a vehicle type and a vehicle body structure. It is.

[0013]

Embodiments of the present invention will be described below with reference to the drawings. In this specification, the acceleration on the deceleration side is described as a positive value. However, when the value is set to a negative value, the same applies if the signs are reversed.

FIG. 1 is a block diagram of an operation control device of an inflator which is a basis for constituting the present invention.
In the figure, a first acceleration sensor 1 normally installed in a vehicle interior is connected to a reset circuit 19 and trigger circuits 20 and 21 of two inflators via an arithmetic circuit 3, respectively. Reference numerals 20 and 21 respectively ignite the first inflator and the second inflator to deploy one airbag 22.

Next, the operation circuit 3 will be described. A block 4 detects a time point t0 at which the acceleration value G detected by the acceleration sensor 1 in the vehicle interior exceeds a predetermined acceleration G1, and from this time point t0, a calculation for collision determination is started. Block 5 is a peak cut means for calculating an acceleration G3 equal to or greater than G2 by cutting the acceleration value G after the calculation start time t0 from less than a predetermined acceleration G2 (acceleration G2
The following is considered G2). Next, the time integration means 6 performs time integration of the acceleration G3 to calculate a time integration value V, and the next speed subtraction means 7 calculates a predetermined subtraction speed per unit time from the time integration value V as necessary. The value ΔV is subtracted to calculate a first time integrated value V1 that is a subtracted integrated value. The subtraction speed value ΔV may be a constant value or a time function value.

The arithmetic processing of each of the above blocks 4 to 7 is
Referring to the diagram of FIG. 9, when G1 is detected in block 4 in FIG. 9 (a), the calculation for collision determination is started at the time t0, and the peak cut means in block 5 is used to detect G2 and below. Is cut off and regarded as G2,
Only the acceleration value G3 equal to or greater than G2 is time-integrated by the time integration means 6, and then the predetermined subtraction speed value ΔV per unit time of the hatched portion is subtracted by the subtraction means of the block 7. Next, the integration and the subtraction will be described. In FIG. 9 (b), the vertical line indicates a value obtained by subtracting the subtraction speed value ΔV from the time integration value, which is the subtraction integration value V1. That is, since the portion B of the acceleration diagram is cut, it does not contribute to the subtraction speed value ΔV, and the vertical line portion A is added as a negative value.

As a result of the arithmetic processing, FIG.
Although the distinction between the high-speed oblique collision and the low-speed front collision described in (a) and (b) is not clear, it becomes possible to clearly distinguish them. That is, the acceleration waveform of a high-speed oblique impact has a considerable vibration component due to buckling, vibration, etc. of the vehicle body, but most of the impact energy of a low-speed frontal impact is absorbed by a crash zone such as a bumper at the front of the vehicle body. Therefore, the vibration component is not so large. Paying attention to the difference between the characteristics of the two acceleration waveforms, G3 obtained by removing the valley (G2 or less) of the acceleration waveform is time-integrated. As a result, as shown in FIG. 10, the subtraction integral value Va of the high-speed oblique collision having a large vibration component can be clearly distinguished from the subtraction integral value Vb of the low-speed front collision.

On the other hand, in the present invention, apart from the first acceleration sensor 1 installed in the vehicle interior, the same electronic type as that installed in the vehicle interior is also provided in the crash zone at the front of the vehicle. A major feature is that the second acceleration sensor 2 is arranged to constantly detect a change in acceleration in the crash zone, and to judge the operation mode of the inflator, that is, the deployment mode of the airbag, based on the acceleration signal. ing. That is, the acceleration signal G 'detected by the acceleration sensor 2 is first detected in block 4' at a time point t0 'at which the acceleration value G' detected by the acceleration sensor 2 exceeds a predetermined acceleration G1 '. The calculation of the airbag deployment control is started. Block 5 'is a peak cut means, which cuts an acceleration value G' after time t0 'less than a predetermined acceleration G2' to obtain an acceleration G equal to or more than G2 '.
3 ′ is calculated (G2 ′ and below are regarded as G2 ′).
Next, the time integration means 6 'performs time integration of the acceleration G3' to calculate a time integration value V ', and the next speed subtraction means 7 uses the time integration value V' as necessary to determine a predetermined value per unit time. Is subtracted to calculate a second time integrated value V1 'which is a subtracted integrated value. Note that the subtraction speed value ΔV ′ may be a constant value or a time function value.

Here, the first acceleration sensor 1 installed in the vehicle interior and the second acceleration sensor 2 installed in the crash zone,
The difference between the first time integrated value V1 and the second time integrated value V1 ', which are the respective time integrated values based on the respective detected acceleration signals, will be described with reference to FIG. FIG. 7A shows a temporal change of the first time integrated value V1, and FIG. 7B shows a temporal change of the second time integrated value V1 ', and shows each change on the same scale. ing. As is clear from the figure,
A second time integrated value V1 ′ based on the second acceleration sensor 2
Is higher than the waveform of the first time integration value V1 based on the first acceleration sensor 1 in a high-speed head-on collision requiring a deployment of the airbag (a high-speed frontal collision; the same applies hereinafter) or the aforementioned high-speed oblique collision. In the case of a mid-speed center pole collision (collision with a narrow columnar body such as a utility pole at a medium speed; the same applies hereinafter), a rapid rise is shown early after the collision. This is because the more serious the collision, the greater the destruction of the crash zone, and during the destruction of the crash zone, the impact is absorbed by the crash zone, so that the acceleration sensor in the vehicle compartment hardly changes.

On the other hand, among the modes that do not require deployment of the airbag, in the case of a low-speed head-on collision, the collision is such that the bumper portion at the frontmost portion of the vehicle body is mainly deformed, so that both waveforms hardly change. Absent. In the case of a rough road (when crossing an uneven road or a level crossing; the same applies hereinafter), no deformation occurs in the crash zone, so that the waveforms of both are substantially the same. On the other hand, in the case of a deer (collision with a relatively large animal such as a deer, the same applies hereinafter), the crash zone also slightly deforms, but the animal jumps off instantaneously and the deformation does not continue. The second time integrated value V1 'instantaneously shows a large value, but only a small change appears in the first time integrated value V1 in the vehicle interior.

The above-mentioned first and second time integral values V1, V1 '
From the characteristics described above, at the very early stage after the collision, the severity of the collision is determined based on the second time integral value V1 ′ in which the difference in the severity of the collision appears. If the airbag deployment is determined based on the first time integral value V1 indicating the state of the passenger compartment where the occupant is present, the collision can be made early after the collision. The lightness is determined, and then time is provided for calculating the deployment mode of the airbag. At the time when it is determined that the deployment of the airbag is necessary, the calculation of the deployment mode has been completed. Can be developed, and there is no time delay due to the calculation for controlling the development form.

Hereinafter, the contents of the calculation will be specifically described with reference to FIG. First, the second time integrated value V1 ′ integrated based on the acceleration signal from the second acceleration sensor 2 in the crash zone (either the time integrated value V ′ before subtraction or the subtracted integrated value V1 ′ obtained by subtracting ΔV ′). However, in the following description, unless otherwise specified, V1 ′ is transmitted to the comparator 12 and the block 11
Is compared with a first speed threshold Vs1 of a time function representing the severity of the collision set in advance, and when the second time integration value V1 ′ is smaller than the first speed threshold Vs1 (V1 ′ <Vs)
In 1), it is determined that the collision is not so intense, and a signal for slowly deploying the airbag (K = 1) for slowly deploying the airbag is output from the block 13, and the second time integration value V1 'is set to the first threshold value. If Vs1 or more (V1 ′ ≧ Vs1), it is determined that the collision is severe, and the block 14 outputs a rapid deployment signal (K = 2) for rapidly deploying the airbag.
Here, the first speed threshold Vs1 may be a constant value, but as shown in FIG. 12B, the time function Vs1 (t)
It is preferred that

Next, the first time integrated value V1 (the subtracted integrated value V1 obtained by subtracting the time integrated value V or ΔV before the subtraction) is used.
However, in the following description, unless otherwise specified, it is represented by V1), but is compared with a second speed threshold value Vs2 of the time function in block 15, and when V1 <Vs2, the signal is compared. Is sent to the comparator 18, and when V1 is less than or equal to near zero (V1 ≦ 0), a signal is issued to the reset circuit 19 of the system to stop the operation. When V1 is greater than (V1> 0), Continues the computation. On the other hand, V1
In the case of ≧ Vs2, it is determined that “necessary” for the airbag deployment, and the signal is transmitted to the block 17. Here, a signal indicating whether the airbag deployment mode should be made more or less is sent from the block 13 or 14. Since (K = 1 or K = 2) is input, a trigger signal is issued to each inflator based on this. That is, when the deployment mode of the airbag is slow deployment (K = 1), a trigger signal is issued from the first inflator trigger circuit 20 to only the first inflator, and only the first inflator is ignited. To expand slowly. On the other hand, in the case of rapid development (K = 2),
A trigger signal is issued to both the first inflator trigger circuit 20 and the second inflator trigger circuit 21 so that both circuits 20,
21 ignites both inflators and the airbag 22
Expand rapidly. The block 17 generates a trigger signal to the inflator trigger circuits 20 and 21 only when both the inflator operation signal from the comparator 15 and the inflator operation form signal from the block 13 or 14 are input. Therefore, no trigger signal is issued with only one of the signals.

Incidentally, in the above-mentioned development mode, the gradual development (K =
In the case of 1), it is also possible to operate both inflators by shifting the ignition timing of the first and second inflators. In this case, in a rapid deployment (K = 2), both the inflators are operated simultaneously or It will be operated with a very short ignition time difference. In the case where the ignition timing is shifted, the ignition timing is set in advance according to the slow / rapid deployment, and the ignition is performed at a set time difference. Also, when comparing the second speed threshold value Vs2 of the time function with the first time integral value V1 in the block 15, the time point after the start of the calculation, at which point V1 exceeds Vs2, that is, after the collision, If V1 exceeds Vs2 at the very early stage of
Since the collision was severe, the time difference between the ignition timings of the two inflators was reduced, and V
When 1 exceeds Vs2, the ignition can be performed with a slight time difference, for example, a time difference of several ms.

Next, FIG. 2 shows an embodiment of the present invention, and the same components as those in FIG. 1 are denoted by the same reference numerals. FIG.
Then, the second time integration value V1 'obtained by the subtraction means 7'
Is input to the trigger determination operation circuit 25 of the inflator, and a primary determination is made as to whether or not to operate the inflator using the second time integration value V1 ′. Based on the determination result, the second determination of the block 26 is performed. The value of the speed threshold Vs2 is changed, and the changed second speed threshold Vs2 is input to the comparator 15 so as to be compared with the first time integration value V1 calculated based on the first speed sensor 1 described above. ing.

That is, since the crash zone is a portion that is destroyed first in the event of a collision, the change in acceleration of the second acceleration sensor 2 is, as can be seen from FIG. The acceleration change ends earlier than the acceleration change. Therefore, if the necessity of operation of the inflator is determined based on the acceleration signal of the second acceleration sensor 2, the necessity of operation is determined earlier than based on the signal of the first acceleration sensor 1 installed in a normal vehicle interior. Will be performed. Therefore, in the present embodiment, the second time integration value V1 ′ calculated based on the acceleration change of the second acceleration sensor 2
, A primary determination is made in block 25 as to whether or not the airbag device needs to be activated. The judgment circuit in the block 25 can use a system (algorithm) for judging by using an acceleration signal from a vehicle interior acceleration sensor which has been conventionally proposed and put into practical use, and is not particularly limited. An algorithm previously proposed by the applicant and put to practical use (for example, Patent No. 2543839: an algorithm described in JP-A-3-253441).
Is preferred.

Next, if it is determined in block 25 that the operation of the inflator is "necessary", block 2 is executed.
6, the second speed threshold V input to the comparator 15
The value of s2 is set to a relatively low value. On the other hand, when it is determined that the operation of the inflator is “unnecessary”, the value of the second speed threshold value Vs2 is set to a high value. If it is determined that the operation of the inflator is "necessary" at an early stage, the value of Vs2 is set to an extremely low value, and the second speed threshold value Vs2 is set together with the second time integration value V '. A changing function, ie, Vs2 = f
(V1 ′).

Next, the comparator 15 compares the above-mentioned first time integral value V1 with the above-mentioned second speed threshold value Vs2.
In the case of s2, in accordance with the K value which is the slow / rapid expansion index input to the block 17, the first inflator /
The ignition of the second inflator is the same as that in FIG. 1. If neither the inflator operation signal from the comparator 15 nor the inflator operation signal from the blocks 13 and 14 is input, each The point that no trigger signal is sent to the inflator is the same as in the case of FIG.

Next, FIG. 3 is a block diagram showing another embodiment of the present invention, which corresponds to a modification of FIG.
The same components as those in FIG. In the case of FIG. 1, since the second time integral value V1 'is constantly compared with the first speed threshold value Vs1 for determining the severity of the collision, as can be seen from FIG. In the case of a collision, the lightness of the collision is determined very early after the collision. Furthermore, in the case of an ultra-high-speed collision, the judgment is made even earlier, and the judgment result may lack stability in some cases. Further, in a collision with a thin pole or a protrusion at a low speed, the second acceleration sensor 2 is hit directly, or on a rough road, the vehicle body on which the acceleration sensor 2 is installed bottoms out and a large acceleration is applied to the sensor 2. In the case where the airbag operates, there is a possibility that the collision may be determined to be a heavy collision in spite of a light collision that does not originally require deployment of the airbag.

FIG. 3 shows a method for solving these problems. In an operation circuit based on the acceleration signal from the second acceleration sensor 2, the operation of the inflator is performed at block 12 based on the second time integration value V1 '. Before judging the form,
In the time comparator 31, the elapsed time t ′ from the start of the calculation and the time threshold t set in the block 30 are set.
s, and if t ′ <ts, the comparator 12 suspends the determination of the inflator operation mode. That is, even if the calculation based on the acceleration sensor 2 is started, the signal is not transmitted to the comparator 12 for determining the inflator operation mode until the predetermined second time threshold ts is reached, and the calculation is continued. I have to. As a result, the inflator operation mode determination is not performed at an extremely early stage after the collision, so that an erroneous determination due to a pulse-like high value is prevented, and the stability of the collision lightness determination is improved.

On the other hand, in the time comparator 31, t ′ ≧ t
s (predetermined time has elapsed), the second time integral value V1 'is transmitted to the comparator 12 and the first speed threshold value Vs
1, it is also possible to transmit to the block 13 or 14 according to the magnitude and set the K value of the slow / rapid development, as in the case of FIG. 1, but in this example, Another step of determining the operation mode is provided. That is, V1 '
In the case of <Vs1, the result is transmitted to the block 13 and the mode of deployment of the airbag is set to the signal of slow deployment (K = 1) as in the case of FIG. 1, but V1 ′ ≧ Vs1.
Is transmitted to the comparator 32, where the first time integration value V1 based on the acceleration sensor 1 in the vehicle compartment is further transmitted.
And a third time threshold Vs3 of a preset time function
To determine the operation mode. In the comparator 32, when V1 <Vs3, it is determined that the collision is relatively mild, and the collision is transmitted to the block 13, and the deployment mode of the airbag is set to a slow deployment signal (K = 1).
In the case of s3, the signal is transmitted to the block 14 and set to a signal (K = 2) for rapid deployment of the airbag. Needless to say, the value of the third speed threshold Vs3 is set to a value larger than the value of the first speed threshold Vs1. As a result, the pulse-like signal is prevented from making a selection such that the airbag is rapidly deployed, and the occurrence of injury to the occupant due to the rapid deployment of the airbag is prevented as much as possible.

Next, in the comparator 15, the first time integral value V1 is compared with the second speed threshold value Vs2 to determine whether or not the inflator needs to be activated, as in the case described above. (V1 ≧ Vs2), block 1
7, an inflator operation signal is transmitted. Block 1
7, the inflator operation signal and the block 13,
When both of the inflator operation form signals from 14 are input, the trigger signal is transmitted from the block 17 to the inflator trigger circuits 20 and 21 in the same manner as described above.

As described above, not only the inflator operation mode determination by the second acceleration sensor 2 but also the first acceleration sensor 1
Is also added to the determination of the inflator operation mode, so that the acceleration such as a bottoming out on a rough road where a large acceleration change appears only in the second acceleration sensor 2 or a collision with a thin pole at a low speed is obtained. Misjudgment due to intensive deformation of the sensor installation part will be avoided,
The stability of inflator operation mode determination is improved.

FIG. 4 is a block diagram showing still another embodiment of the present invention, which is a modification of FIG. 3, and the same components as those in FIG. The detailed description is omitted. The example of FIG. 4 shows that in a very serious collision,
The ignition timing of the airbag is set so as not to be delayed. Before the time comparator 31, a second time integration value V1 'based on the second acceleration sensor 2 and a block 40 are provided.
Is provided with a comparator 41 for comparing a predetermined time function with a fourth speed threshold value Vs4, and the second time integration value V
1 ′ is equal to or greater than the fourth speed threshold value Vs4 (V1 ′ ≧ Vs
In 4), the result is transmitted to the block 14 to generate a rapid deployment signal (K = 2) of the airbag. That is, if the second time integration value V1 'shows an extremely large value even during the suspension period of the lightness determination of the collision by the time comparator 31, an instruction for rapid deployment is issued. Therefore, the fourth speed threshold V in block 40
Needless to say, s4 is set to a large value to prevent malfunction.

Next, FIG. 5 shows a new embodiment in which the concept of comparison with the time threshold shown in FIGS. 3 and 4 is applied to the method of FIG. Value V1 '
Is compared with the first speed threshold value Vs1 in block 12, and when V1 '≧ Vs1 or more, the rapid development signal (K = 2) is transmitted from the block 14 to the block 17 by judging that rapid development is performed. 1, but if less than the threshold value (V1 ′ <Vs1), the block 31 compares the time threshold value ts with the elapsed time t ′ from the start of the calculation by the second acceleration sensor 2. And the elapsed time t ′ is equal to or greater than the time threshold ts (t ′
≧ ts), the signal is set to a gradual expansion and the signal (K
= 1) to the block 17, but if t ′ <ts, the operation mode is undetermined and the undetermined signal K
= 0 is output from the block 34 to the block 17.

On the other hand, in block 17, when the operation mode undetermined signal K = 0 is input, the calculation is continued regardless of the presence or absence of the inflator operation necessity determination signal from block 15. In addition, as a result of the determination in the block 15 for determining the necessity of the operation of the inflator, the first time integral value V1 ≧ the first speed threshold value Vs2, and the signal of K = 1 or 2 is transmitted to the block 17 In
The point that the inflator is operated according to the operation mode is the same as in the above-described case.

As described above, in the determination of the inflator operation mode, after the calculation is started, the predetermined time ts elapses.
Only the rapid deployment is determined, but the determination of the slow deployment is suspended and the calculation is continued. Occupant protection performance can be further improved.

FIG. 6 shows still another embodiment of the present invention. In the method shown in FIGS. 1 to 5, the first time integrated value based on the acceleration signal from the first acceleration sensor 1 in the vehicle compartment is used. V
In the method of FIG. 6, the second time integral value V based on the acceleration signal from the second acceleration sensor 2 in the crash zone is determined.
The point that 1 'is also used to determine the necessity of operating the inflator is greatly different.

That is, in FIG. 6, the second time integral value V
1 ′ is compared with the first speed threshold value Vs1 to determine the deployment mode of the inflator, but the second time integral value V1 ′ is transmitted to the comparator 45, and the comparator 45 , Is basically different from the fifth speed threshold value Vs5 transmitted from the block 46 in that the necessity of the operation of the inflator is determined. In particular, the fifth speed threshold Vs5 is a function (Vs5 =
f (V1)), and when the second time integration value is equal to or larger than the threshold value (V1 ′ ≧ Vs5), it is determined that the inflator needs to be activated, and the signal is output to the block 1
7 is transmitted. If an operation mode signal (K = 1 or K = 2) has been transmitted from the inflator operation mode setting unit 13 or 14 to the block 17, the first and second inflator trigger circuits 20 according to the respective operation modes. , 21 are triggered. On the other hand, when the second time integration value is less than the fifth threshold value (V1 ′ <Vs5), the signal is transmitted to the comparator 47, and the second time integration value V1 ′ is
If the value is smaller than a preset value of zero (0) or a value in the vicinity thereof, a signal is issued to the system reset circuit 19 to reset the system. If V1 'is equal to or more than a predetermined value, the operation is continued.

The fifth speed threshold value Vs5 used in this embodiment
FIG. 1 shows the relationship between (V) and the second time integration value V1 ′.
3 will be described. FIG. 13 shows a relationship between the second time integral value V1 ′ based on the acceleration signal from the second acceleration sensor 2 and the time integral value V1 based on the acceleration signal from the first acceleration sensor 1 in the vehicle interior in various collision modes. It is a diagram, and a dotted line a at an angle of 45 degrees in the figure means V1 ′ = V1, and finally V1 ′ = V in any collision mode.
It is 1. As can be seen from FIGS. 12 (a) and 12 (b), in any collision mode, V1 '
Shows a value higher than V1 and has a characteristic approaching V1 with the passage of time, so that all the lines exist above the 45-degree dotted line a. The fifth speed threshold Vs5 (V1) set as a function of V1 is also 45
It is set as a function of the hyperbolic shape V1 between the degree line a and the V1 'axis, and the minimum V1 value of the curve c on the V1' axis side is slightly higher than that of the spike in FIG. The value is set to a value, and the curve portion d along the line a at 45 degrees is set so that low-speed head-on collision can be determined. In this way, by making the threshold not a time function but a function of the first time integration value V1, stable determination independent of time can be expected.

Next, FIG. 7 is a block diagram showing still another embodiment of the present invention, which shows a modification of FIG. 3, and the same components as those of FIG. Detailed description is omitted. In the embodiments shown in FIGS. 1, 2 and 6, the block 17 sends the inflator trigger circuits 20 and 21 to
If a trigger instruction is issued in accordance with the inflator operation mode (K = 1, 2), it is impossible to change the operation mode thereafter. On the other hand, if the emphasis is placed on optimizing the operation mode, the operation timing of the inflator may be missed.
Therefore, in FIGS. 3 and 4, the determination of the inflator operation mode is suspended for a predetermined time, and in FIG. 5, only the slow deployment determination is suspended for a predetermined time. Then, if the result of the necessity determination of the operation of the inflator in the block 15 is “necessary”, first, only the first inflator is operated based on the slow deployment command, and then the determination of the inflator operation mode by the block 12 is performed. However, when it changes to rapid deployment (K = 2), the second inflator is also activated at that time.

That is, in FIG. 7, in the initial stage immediately after the start of the operation immediately after the collision, the value of the second time integral value V1 'has not been accumulated to the extent that it exceeds the threshold value. The shape judgment is V
It is determined that 1 ′ <Vs1, and the signal K = 1, which is slowly developed from the block 13, is transmitted to the block 17. On the other hand, the value of the first time integral value V1 is transmitted to the block 50, where it is checked whether the first inflator is activated or not. Vs2 is compared to determine whether the inflator needs to be activated. In the initial stage of the calculation, the first time integration value V1
Is also in the process of accumulating the time integral, it does not exceed the threshold value Vs2, it is determined that V1 <Vs2, and the signal is transmitted to the block 18. If V1 ≦ 0, the system is reset and the calculation is stopped. As described above, when V1> 0, the calculation is continued. As a result of the continuation of the calculation, the first time integral value V1 increases with time, and when V1 ≧ Vs2, a signal indicating that the inflator needs to be operated is transmitted to the block 17. At this time, since the slow expansion signal (K = 1) is input to the block 17 from the block 13, the block 17 instructs the first inflator trigger circuit 20 to ignite the first inflator, and The inflator is ignited and the first
Only a relatively small amount of gas from the inflator causes the airbag 22 to slowly begin to deploy.

While the trigger signal is transmitted from the block 17 to the first inflator trigger circuit 20, the operation is further continued, so that the value of the second time integral value V1 'becomes
When the time integration value is accumulated and becomes large and becomes equal to or more than the first speed threshold value (V1 ′ ≧ Vs1), from block 14,
The inflator activation mode signal changes to a K = 2 rapid deployment signal, which is sent to block 51 to
It is confirmed whether the inflator is activated. At this point, the first inflator has been activated as described above,
A trigger instruction signal is immediately transmitted from the block 51 to the second inflator trigger circuit 21, and the second inflator is ignited to combine both the gas discharged from the first inflator and the gas discharged from the second inflator. The large amount of gas causes the airbag 22 to be rapidly deployed.

In the determination of the necessity of the operation of the inflator in the block 15, the operation form of the inflator should be rapidly expanded (K = 2) in the block 12, earlier than the determination of the necessity of the operation of the inflator is made. If the determination is made, the operation state of the first inflator in block 51 is determined to be inoperative, so that the signal (K = 2) is transmitted to block 17 and thereafter, in block 15, the inflator is activated. When the necessity of the operation is determined, a trigger instruction signal is transmitted from the block 17 to both the inflator trigger circuits 20 and 21 in accordance with the rapid deployment mode, and the airbag is operated in the same manner as in the above-described FIGS. Expand 22.

As is clear from the above description, in the system shown in FIGS. 1 to 6, the inflator operation mode is determined so that the inflator operation mode determination in block 12 is completed earlier than the inflator operation necessity determination in block 15. The value of the first speed threshold value for the determination and the value of the second speed threshold value Vs2 for the determination of the necessity of inflator operation are to be selected. Assuming that an unexpected state may occur, this method assumes that there is a possibility that sudden deployment is required instead of fixing the inflator operation mode even after inflator deployment due to slow deployment Can be said to be a universal system which is hardly affected by the vehicle body structure and can cope with an abnormal collision mode.

FIG. 8 is a block diagram showing a modification of the system shown in FIG. 7. The output from the block 12 for determining the operation mode of the inflator is transmitted to the block 17 as it is. The necessity of operation of the inflator using the time integration value V1 is determined by two routes according to the operation state of the first inflator. That is, the first time integrated value V1 is first transmitted to the first inflator operating state determination block 50. At the stage immediately after the collision, the first inflator is not operating.
The signal is transmitted to the block 15, where it is compared with the second speed threshold value Vs 2 as described above. If the threshold value is exceeded, the signal is transmitted to the block 17, judging that the inflator needs to be deployed. Here, since the inflator operation mode signal from the block 13 or 14 is input, a trigger signal is output to the inflator in accordance with this operation mode signal. When the signal is being input, only the first inflator is operated to start the gradual deployment of the airbag 22, and the calculation for determining whether the inflator needs to be operated is continued.

When the first inflator is activated, the first time integral value V1 is transmitted to the other inflator operation necessity judging block 53 from that point in time. Vs6. Note that the sixth speed threshold Vs6 is calculated in block 1
5 is set to a value higher than the second speed threshold value Vs2 transmitted to the control unit 5. In this block 53, V1 ≧ Vs6
Is immediately transmitted to the trigger circuit 21 of the second inflator to actuate the second inflator, and the large amount of high-pressure gas that has merged with the gas released from the first inflator that has been ignited earlier. Deploy the bag rapidly. On the other hand, if V1 <Vs6, it is transmitted to the block 18, where it is determined whether or not to continue the operation, as in the case described above.

That is, in the case of the present embodiment, the judgment of the rapid deployment (K = 2) in the inflator operation mode judging device 12 is made prior to the judgment of the operation "necessary" in the inflator operation necessity judging device 15. At this time, the operation is the same as that of FIG. 1, but if it is determined that the operation of the inflator is "necessary" at the stage where the slow deployment (K = 1) is determined, only the first inflator is activated and the calculation is performed. And at the same time,
From that point, the operation necessity determination is made in block 1 with a low threshold.
From 5, the process moves to a block 53 having a higher threshold value, and after a lapse of time, when the new operation necessity judging device 53 judges that the operation is “necessary”, the second inflator is immediately actuated, thereby starting from a slow deployment. We are trying to shift to rapid development. Therefore, even if an operation instruction of the inflator is given in a state where the operation mode of the inflator is slowly deployed and the operation mode is changed to a rapid deployment by a change in acceleration thereafter, the second inflator using the sixth speed threshold value Vs6 is used. It is possible to shift to rapid deployment by judging the necessity of operation of the vehicle, so it is possible to make a stable transition between gentle and rapid deployment even if there is a difference in body structure or difference in collision type, further improving occupant safety It is possible to do.

As described above, the present invention is based on the difference in output characteristics between the first acceleration sensor 1 installed in the vehicle interior and the second acceleration sensor installed in the crash zone.
The operation necessity of the inflator and the operation mode are determined, and the present invention is not limited to the examples shown in FIGS. 1 to 8, and various modifications are made based on the spirit described in the claims. Needless to say, there are examples. For example, FIG.
The idea of the time threshold shown in FIG. 5, that is, the idea of suspending the determination of the operation mode of the predetermined inflator for a predetermined time can be applied to FIGS. 2 and 6 to 8. Needless to say, there are various combinations of the threshold value and the threshold value for determining the necessity of operation.

In the above description, FIGS.
Although only the second acceleration sensor 2 is installed in the crash zone and the other arithmetic circuits are collectively installed as appropriate in the vehicle interior as the arithmetic circuit 3, the integration circuit 6 'of the second acceleration sensor 2 or It is also possible to install up to the subtraction circuit 7 'in the crash zone. By doing so, the central computer located in the cabin,
Instead of the acceleration signal G 'requiring a high communication speed, the time integrated value V' or V1 'which may be low in communication speed is transmitted, so that the cost of the system can be reduced.

Each of the speed thresholds (Vs1 to Vs4, Vs
6) may be a constant value, but it is preferable to easily follow up various collision modes by forming a time function.

In the above description, an example was described in which the subtracted integrated value V1 obtained by the subtracting means 7 was used as the first time integrated value for comparison by various comparators. It is also possible to use the time integral value V obtained in step 6. That is, a case where V1 is used as the first time integral value and the second time threshold value Vs2 is compared will be described.
= V1 + ΔV, Vs is set as a new second speed threshold value.
If 2 + ΔV is used, V1 and Vs2 are compared with V and Vs
This is the same as the comparison of 2 + ΔV. Therefore, V or V1 may be used as the first time integration value, but it is necessary to change the threshold value correspondingly. Similarly,
Instead of using the subtracted integral value V1 'as the second time integral value in the above description, the time integral value V' before the subtraction is used.
Can be used, and in this case, the threshold value is changed in the same manner.

Further, in block 4 ', the time t0' at which the calculation by the second acceleration sensor 2 is started is earlier than the time t0 at which the calculation is started by the acceleration sensor 1 installed in the vehicle interior, so that the time difference between the two is calculated. (Δt0 = t0−t0
') Can be used as an indicator of the severity of the collision. In other words, the greater the severity of the collision, the smaller the value of Δt0 becomes. Therefore, this is combined with the first speed threshold Vs1, which is a threshold for determining the severity of the collision in FIGS. Can be controlled more finely. For example, when the capacity of the first inflator is 70% of the whole and the capacity of the second inflator is 30% of the whole in FIGS. 1 to 8, (1) When the collision is the most severe (the Δt0 is extremely small and V1 'Also exceeds Vs1 in a very short time)
, Operation control is performed such that both inflators are ignited simultaneously. (2) When the collision is moderate (when Δt0 is relatively small and V1 ′ also exceeds Vs1 in a relatively short time)
First, control is performed so that the first inflator is ignited and then the second inflator is operated. (3) When the collision is mild (the Δt0 is relatively large,
If V1 'also exceeds Vs1 and it takes a relatively long time), the operation control is performed so that only the first inflator is ignited.

In the above embodiment, the time threshold value t
s should be 10 to 20 ms because it must be early in the airbag deployment necessity determination time immediately after the collision. The operating time difference between the first inflator and the second inflator is preferably set to about 0 to 5 ms for rapid deployment and about 3 to 15 ms for gentle deployment.

Further, in the above description, the control method based on the combination of the occupant's seating position and posture in the case where the present invention is applied to the airbag device for the front passenger seat and the rear seat is not mentioned. Needless to say, control by a combination of the above is possible. For example, immediately before or immediately after the block 17 that outputs a trigger signal to the first and second inflators, a circuit for determining the necessity of operating the airbag device based on the seating position and posture of the occupant is provided, and the final determination of the necessity of airbag deployment is provided. It is also possible to do so.
Also, depending on the seating position and posture of the occupant,
Judging whether or not rapid deployment is required, combining this with the above-described determination system of the present invention, and giving priority to the seating position or posture and the degree of collision severity to control the deployment mode of the airbag. It is also possible to do so. In short, various application forms exist within the scope of the present invention described in the claims, and the present invention does not exclude these.

In the above embodiment, the case where two inflators of the first and second inflators are used has been described. However, the present invention can be similarly applied to the case where three or more inflators are used. Not even. Further, it is also possible to deploy only a part of the plurality of inflators in the case of a slight collision.

Further, the inflator used in the present invention is:
In some cases, multiple independent inflators may be used.
The interior of the housing of one inflator may be divided into a plurality of combustion chambers, and an ignition device may be arranged in each combustion chamber, so that each combustion chamber may be operated independently. The plurality of inflators referred to in the present invention include all of these forms, and any inflator having a plurality of independently ignitable gas generating parts, regardless of whether the forms are combined into one or not, is the present invention. It goes without saying that it can be used.

[0058]

As described above, according to the method of the present invention, in addition to the electronic acceleration sensor installed in the vehicle interior,
A similar electronic acceleration sensor is also arranged in the crash zone at the front of the vehicle body to constantly detect the acceleration of both departments, and a change from the crash zone second acceleration sensor that appears earlier than the first acceleration sensor in the vehicle compartment. Since the operation form of the inflator is determined by the calculation based on the acceleration signal, it is possible to determine the level of the severity of the collision in advance before the predetermined calculation by the vehicle interior acceleration sensor is completed. Become. Furthermore, since the calculation is started very early after the collision, sufficient time for the calculation can be taken, so that the operation form of the inflator can be divided into a plurality of stages. In addition, the operation control of the airbag device can be finely divided into a plurality of stages, and the occupant can be protected at a higher level.

When it is determined that the operation of the inflator is necessary at the stage where the operation of the inflator is determined to be slow deployment, only a part of the inflator is operated in response to the slow deployment, Further calculations are continued, and in response to changes in the situation, the remaining inflator is also maintained in an operable state, so that abnormal conditions such as various types of vehicle structures and unexpected collision types are possible. Also in this case, it is possible to realize an optimal deployment form of the airbag, and it is possible to further improve occupant safety.

[Brief description of the drawings]

FIG. 1 is a block diagram showing one embodiment of an operation control device of an airbag device on which the present invention is based.

FIG. 2 is a block diagram showing one embodiment of an operation control device of the airbag device according to the present invention.

FIG. 3 is a block diagram showing another embodiment of the operation control device of the airbag device according to the present invention.

FIG. 4 is a block diagram showing still another embodiment of the operation control device of the airbag device according to the present invention.

FIG. 5 is a block diagram showing still another embodiment of the operation control device of the airbag device according to the present invention.

FIG. 6 is a block diagram showing still another embodiment of the operation control device of the airbag device according to the present invention.

FIG. 7 is a block diagram showing still another embodiment of the operation control device of the airbag device according to the present invention.

FIG. 8 is a block diagram showing still another embodiment of the operation control device of the airbag device according to the present invention.

FIG. 9 is a chart showing a part of arithmetic processing in the system of FIGS. 1 to 8 and showing a relationship between acceleration (G) and time (t) in both (a) and (b).

FIG. 10 shows a subtraction integral value (V
5 is a chart showing the relationship between 1) and time (t).

FIG. 11A is a chart showing a temporal change of an acceleration (G) in various types of collisions, and FIG.
3 is a chart showing a temporal change of a time integral value (V) in FIG.

FIG. 12A is a chart showing a temporal change of a time integration value (V1) based on a vehicle interior acceleration sensor in various types of collisions, and FIG. 12B is a chart showing an acceleration sensor installed in a crash zone; 6 is a chart showing a temporal change of a time integral value (V1 ′) based on the graph.

FIG. 13 is a chart showing proposed diameters of a time integration value based on a crash zone acceleration sensor and a time integration value based on a vehicle interior acceleration sensor in various types of collisions.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 First acceleration sensor in a vehicle interior 2 Second acceleration sensor in a crash zone 3 Arithmetic circuit 5, 5 'Peak cut means 6, 6' Time integration means 7, 7 'Speed subtraction means 12, 32 Inflator operation form judgment device 13 Airbag Slow deployment setting device 14 Airbag rapid deployment setting device 15, 45, 53 Inflator operation necessity determination device 20 First inflator trigger circuit 21 Second inflator trigger circuit 22 Airbag 25 Trigger determination calculation circuit

────────────────────────────────────────────────── ─── Continuation of the front page (56) References JP-A-49-94030 (JP, A) JP-A-48-53439 (JP, A) WO 96/9942 (WO, A1) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60R 21/32 G01P 15/00

Claims (19)

(57) [Claims] 1. A deployment control device for an airbag device, comprising: a plurality of inflators for one airbag, wherein when a collision of a vehicle is detected, the operation of the inflator is controlled in accordance with the degree of the collision. A first acceleration sensor (1) installed in the vehicle interior and constantly detecting the acceleration (G) of the vehicle interior; and an acceleration (G ′) installed in the front crash zone of the vehicle body. ) Is constantly detected, and by performing a predetermined calculation based on the acceleration signal (G) from the first acceleration sensor (1), it is necessary to operate the inflator. And an acceleration signal (G ′) from the second acceleration sensor (2).
By performing a predetermined calculation based on the above, the operation mode of the inflator is determined, and in determining whether the inflator needs to be operated, an acceleration signal (G) from the first acceleration sensor (1) is used. Time integration value (V1) obtained by time integration based on
Is compared with a predetermined second speed threshold (Vs2), and when the first time integration value is equal to or greater than the second speed threshold (V1 ≧ Vs2), the acceleration signal (2) from the second acceleration sensor (2) is output. G ′), the inflator is operated in accordance with the operation mode of the inflator determined by the predetermined operation processing, and an acceleration signal (G ′) from the second acceleration sensor (2).
The primary determination of the necessity of the operation of the inflator is made by performing a predetermined calculation in the inflator operation necessity calculation circuit (25) based on the above, and based on the determination result, the second speed threshold (Vs2) is determined. The deployment control device of the airbag device, characterized in that the value is changed. 2. An inflator operation necessity operation circuit (2)
As a result of the primary determination of the necessity of the operation of the inflator according to 5), when it is determined that the operation is "necessary", the value of the second speed threshold (Vs2) is changed so as to be relatively lowered, while the operation is performed. 2. The deployment control device for an airbag device according to claim 1, wherein when it is determined that “unnecessary”, the value of the second speed threshold (Vs2) is changed so as to be relatively increased. 3. A deployment control device for an airbag device, comprising: a plurality of inflators for one airbag, wherein when a collision of a vehicle is detected, the operation of the inflator is controlled in accordance with the degree of the collision. A first acceleration sensor (1) installed in the vehicle interior and constantly detecting the acceleration (G) of the vehicle interior; and an acceleration (G ′) installed in the front crash zone of the vehicle body. ), And a second time integration value (V) obtained by time integration based on the acceleration signal (G ′) from the second acceleration sensor (2).
1 ′) is compared with a first speed threshold value (Vs1) of a predetermined time function, and the operation form of the inflator is determined based on the magnitude of the first time threshold value (Vs1). A fifth speed threshold value (Vs5 (V1)) set in advance as a function of a first time integration value (V1) obtained by time integration based on the acceleration signal (G) from the acceleration sensor (1) is compared. A controller for determining whether or not the operation of the inflator is necessary depending on the size of the airbag device. 4. When judging an operation mode of the inflator by a predetermined calculation based on an acceleration signal (G ′) from the second acceleration sensor (2), an acceleration signal (G) from the second acceleration sensor (2) is determined. G ′), the second time integration value (V
1 ′) is compared with a predetermined first speed threshold value (Vs1) indicating the degree of collision severity, and when the second time integration value is less than the first speed threshold value (V1 ′ <Vs1), Select the operation mode of the inflator for slowly expanding the airbag, and select the operation mode of the inflator for rapidly expanding the airbag when the second time integration value is equal to or more than the first speed threshold value (V1 ′ ≧ Vs1). The airbag device deployment control device according to any one of claims 1 to 3, wherein 5. When judging an operation mode of the inflator by a predetermined calculation based on an acceleration signal (G ′) from the second acceleration sensor (2), an acceleration signal from the second acceleration sensor (2) is determined. G ′), the second time integration value (V
1 ′) is compared with a predetermined first speed threshold value (Vs1) indicating the degree of collision severity, and when the second time integration value is less than the first speed threshold value (V1 ′ <Vs1), An operation mode of the inflator is selected such that the airbag is slowly deployed, and the second time integrated value is equal to or greater than the first speed threshold (V1 ′ ≧ Vs
In the case of 1), the first time integral value (V1) is compared with a third speed threshold value (Vs3) set to a value relatively larger than the first speed threshold value (Vs1). If the first time integrated value is equal to or more than the third speed threshold value (V1 ≧ Vs3), an operation mode of the inflator in which the deployment of the airbag is rapidly expanded is selected, and the first time integrated value is determined by the first time integrated value. The airbag according to any one of claims 1 to 3, wherein when the speed is less than the third speed threshold value (V1 <Vs3), an operation form of the inflator is selected such that the airbag is slowly deployed. Equipment deployment control device 6. The second time integration value (V) after the elapsed time (t ′) after the start of the calculation by the second acceleration sensor (2) elapses a predetermined time (ts).
The deployment control device for an airbag device according to claim 4, wherein 1 ') is compared with the first speed threshold value (Vs1). 7. When judging the operation mode of the inflator by a predetermined calculation based on the acceleration signal (G ′) from the second acceleration sensor (2), the acceleration signal (G) from the second acceleration sensor (2) is determined. G ′), the second time integration value (V
1 ′) is compared with a predetermined fourth speed threshold value (Vs4) indicating the degree of collision severity, and when the second time integration value is equal to or greater than the fourth speed threshold value (V1 ′ ≧ Vs4), An operation mode of the inflator is selected such that the airbag is rapidly deployed, and the second time integration value is less than the fourth speed threshold value (V1 ′ <V
In the case of s4), when the second time integrated value is smaller than the first speed threshold (V1 ′ <Vs1) as compared with a predetermined first speed threshold (Vs1) indicating the degree of collision severity. In
An inflator operating mode in which the deployment of the airbag is slow deployment is selected, and when the second time integration value is equal to or greater than the first speed threshold (V1 ′ ≧ Vs1), the inflator for rapidly deploying the airbag is provided. And the value of the fourth speed threshold (Vs4) is set to be higher than the first speed threshold (Vs1), and the second acceleration sensor (2) is used. After the elapsed time (t ') after the start of the calculation has passed a predetermined time (ts), the second time integral value (V1') is compared with the first speed threshold value (Vs1). The deployment control device for an airbag device according to claim 1. 8. Until the elapsed time (t ′) after the start of the calculation by the second acceleration sensor (2) elapses a predetermined time (ts), the slow deployment of the inflator in the operation mode determination of the inflator is determined. 6. The deployment control device for an airbag device according to claim 4, wherein the determination is suspended and the calculation is continued. 9. A comparison between the second time integral value (V1 ′) and the first speed threshold value (Vs1), wherein the second time integral value is less than the first speed threshold value (V1 ′ <Vs1). In this case, the elapsed time (t ′) after the start of the calculation by the second acceleration sensor (2) is compared with a predetermined time (ts), and the elapsed time is equal to or longer than the predetermined time (t ′ ≧ ts)
In the case of (1), the operation mode of the inflator for slowly deploying the airbag is selected, and the elapsed time is less than a predetermined time (t ′ <
9. The airbag device deployment control device according to claim 8, wherein the operation is continued in the case of ts). 10. As a result of the operation mode determination of the inflator, when the airbag is slowly deployed, only a part of the plurality of inflators is activated, and when the airbag is rapidly deployed, all of the plurality of inflators are activated. 10. The deployment control device for an airbag device according to claim 4, wherein the inflators are operated simultaneously or at different ignition timings. 11. As a result of judging the operation mode of the inflator, when the airbag is slowly deployed, the plurality of inflators are sequentially activated with the ignition timing shifted, and when the airbag is rapidly deployed. 10. The deployment control device for an airbag device according to claim 4, wherein the plurality of inflators are simultaneously operated. 12. In the operation mode determination of the inflator, when it is determined that the airbag is slowly deployed, the operation is required in the inflator operation necessity determination.
Is determined, the part of the inflator set in advance corresponding to the slow deployment of the airbag is operated, and the calculation of the inflator operation mode determination is continued, and the result of the calculation is determined. 10. The airbag device according to claim 4, wherein when the operation mode of the inflator shifts to a determination to rapidly deploy the airbag, the remaining inflator is immediately activated. Deployment control device 13. The inflator comprises a first inflator and a second inflator. When the first inflator is not operated, the first time integrated value (V1) and a predetermined second time The calculation of the necessity of the operation of the inflator is performed by comparison with a threshold value (VS2), and the operation mode determination of the inflator by comparing the second time integrated value (V1 ′) with a predetermined threshold value is performed by air. In a state in which the operation mode of the inflator is selected such that the bag is gradually expanded, when it is determined that the operation of the inflator is necessary or not, if only the first inflator is operated, The calculation for determining the operation mode of the inflator is continued, and as a result of the calculation, the operation mode shifts to the operation mode of the inflator for rapidly deploying the airbag. 13. The deployment control device for an airbag device according to claim 12, wherein the presence or absence of operation of the airbag device is confirmed, and if the operation is completed, the second inflator is immediately activated. 14. The inflator includes a first inflator and a second inflator, and checks whether the first inflator is activated. If the first inflator is not activated, the first inflator is activated. The calculation of the necessity of operation of the inflator is performed by comparing the integral value (V1) with a predetermined second time threshold value (Vs2), and the second time integral value (V1 ′) and the first speed are calculated. Threshold (V
In the operation mode determination of the inflator based on the comparison with s1), it is determined that the operation is "necessary" in the operation necessity determination of the inflator in a state in which the operation mode of the inflator in which the deployment of the airbag is slow deployment is selected. Then, only the first inflator is operated and the calculation of the necessity of operation of the inflator is continued. In the calculation process, when the operation of the first inflator is confirmed, the first time integration is performed. The value (V1) is compared with a predetermined sixth speed threshold (Vs6) set to a value larger than the second speed threshold (Vs2), and the first time integration value is equal to or greater than the sixth speed threshold (Vs6). 13. The airbag device deployment control device according to claim 12, wherein when V1≥Vs6), the second inflator is immediately activated. 15. An operation based on the acceleration value (G ') from the time (t0') when the acceleration value (G ') from the second acceleration sensor (2) exceeds a predetermined acceleration value (G1'). And a peak cut means (5 ') for peak-cutting an acceleration value equal to or less than a predetermined value (G2') from the acceleration value (G '), and a peak-cut acceleration value (G3')
15. The air according to any one of claims 1 to 14, wherein a time integration means (6 ') for performing time integration of the air and a time integration value (V') obtained by the time integration means are used as the second time integration value. Bag device deployment control device 16. At the time (t0) when the acceleration value (G) from the first acceleration sensor (1) exceeds a predetermined acceleration value (G1), calculation based on the acceleration value (G) is started, A peak cut means (5) for peak-cutting an acceleration value equal to or less than a predetermined value (G2) from the acceleration value (G); and a time integration means (6) for time-integrating the peak-cut acceleration value (G3). The deployment control device for an airbag device according to any one of claims 1 to 15, comprising a time integration value (V) obtained by the time integration means (6) as the first time integration value. 17. An operation based on the acceleration value (G ') from the time (t0') when the acceleration value (G ') from the second acceleration sensor (2) exceeds a predetermined acceleration value (G1'). And a peak cut means (5 ') for peak-cutting an acceleration value equal to or less than a predetermined value (G2') from the acceleration value (G '), and a peak-cut acceleration value (G3')
A time integration means (6 ') for integrating the time, a subtraction means (7') for subtracting a predetermined speed subtraction value (ΔV ') from the time integration value (V') obtained by the time integration means, 15. The deployment control device for an airbag device according to claim 1, wherein a second subtraction integrated value (V1 ') obtained by the subtracting means is used as the second time integrated value. 18. A calculation based on the acceleration value (G) is started from a time point (t0) when the acceleration value (G) from the first acceleration sensor (1) exceeds a predetermined acceleration value (G1), A peak cut means (5) for peak-cutting an acceleration value equal to or less than a predetermined value (G2) from the acceleration value (G); and a time integration means (6) for time-integrating the peak-cut acceleration value (G3). Subtraction means (7) for subtracting a predetermined speed subtraction value (ΔV) from the time integration value (V) obtained by the time integration means (6), and the subtraction integration value obtained by the subtraction means (7) 18. The deployment control device for an airbag device according to claim 1, wherein (V1) is the first time integration value. 19. The arithmetic circuit comprising the second acceleration sensor (2) and a time integration means (6 ') or a subtraction means (7') for performing time integration based on the acceleration signal (G ') is provided by the crash system. The deployment control device for an airbag device according to claim 17, wherein the deployment control device is disposed in a zone.