JP2000335364A - Occupant protection device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To surely protect an occupant in the event of not only a traveling directional impact but also a side or vertical impact by setting the threshold for level discriminating the physical quantity concerning the traveling directional impact variably in accordance with the physical quantity concerning either one of side and vertical impacts. SOLUTION: The output from acceleration sensors 2, 3, 4 is inputted to a processing circuit 1, and the output from satellite sensors 5, 6 for detecting a side collision is also imparted thereto. The processing circuit 1 operates an occupant protecting means 7 in the collision of a vehicle. The occupant protecting means 7 comprises a starting means such as squib which is fired in reply to an air bag and a control signal to instantaneously fill gas into the air bag. The air bag is provided within a steering wheel provided on a driver's seat and within a front-passenger seat front panel to prevent the secondary collision of the driver and the front seat passenger within a cabin in the event of the vehicle collision. According to this, in not only a front collision but also various irregular collisions, the occupant protecting operation by the occupant protecting means can be surely performed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle occupant protection device for protecting an occupant in the event of an accident such as a vehicle collision, such as a seat belt and an airbag provided in a vehicle such as an automobile. More specifically, the present invention relates to a configuration for operating a seat belt, an airbag, and the like.

[0002]

2. Description of the Related Art In a typical prior art, an acceleration sensor for detecting an acceleration in a traveling direction X is provided in a processing circuit including a microcomputer or the like provided at a front center portion of a vehicle body. The airbag is deployed at the time of collision based on the output of the airbag.

[0003] In this prior art, the acceleration sensor detects acceleration only in the traveling direction X of the vehicle, and thus cannot protect the occupant by reacting quickly and accurately to various collision modes. Examples of the collision mode include not only a frontal collision, but also a diagonal collision, a front or rear side offset collision, a side collision, an underride or undercarriage collision that penetrates beneath an opponent vehicle at the time of a collision, a pole collision of a utility pole, or the like. There is an irregular collision. In the prior art, there is a problem that the occupant cannot be reliably protected at the time of such an irregular collision. Furthermore, in this prior art, when traveling on a rough road with a lot of unevenness of the road surface, a margin may be provided more than necessary in order to make collision detection insensitive so that the airbag is not undesirably deployed. The protection of the occupant in the event of a collision becomes less certain.

[0004] Another prior art for solving this problem is, for example, Japanese Patent Application Laid-Open No. 6-56000. In this prior art, accelerations in two directions, that is, a traveling direction, which is a front-rear direction of the vehicle, and a lateral direction Y, which is a left-right direction, are detected by an acceleration sensor, and a collision direction is calculated and obtained. The collision strength obtained based on the output of the sensor
The comparison is performed using a preset reference value. In this prior art, there is a new problem that the reference value is fixed and the occupant cannot be reliably protected in response to various types of collision.

[0005] Still another prior art is disclosed in Japanese Patent Application Laid-Open No. 7-1650.
04. In this prior art, the traveling direction, the vertical direction,
A configuration in which a three-dimensional speed in the left-right direction is detected by an acceleration sensor, and at the time of an irregular collision, the threshold value is changed so that a collision determination is not performed. Disclose. Therefore, this prior art has a configuration that prevents the airbag from being deployed at the time of an irregular collision, and is different from the present invention.

[0006]

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle occupant protection system capable of reliably protecting an occupant not only in the traveling direction X but also in a lateral direction Y or a vertical direction Z. It is to provide a device.

[0007]

SUMMARY OF THE INVENTION The present invention provides a physical quantity detecting means for detecting a physical quantity relating to an impact in at least a traveling direction X of a vehicle and a physical quantity relating to an impact in a lateral direction Y or a vertical direction Z, and a vehicle. Responding to the output of the occupant protection means for performing the occupant protection operation and the physical quantity detection means,
The physical quantity related to the impact in the traveling direction X of the vehicle is equal to a threshold T
When h0 or more, the threshold value Th0 is changed in response to the physical quantity related to the impact in the lateral direction Y or the vertical direction Z of the vehicle in response to the output of the level discriminating means for operating the occupant protection device and the physical quantity detecting means. And a threshold setting means for setting the vehicle occupant.

According to the present invention, as will be described later with reference to FIGS. 1 to 31, the physical quantity detecting means detects the physical quantity Gx relating to an impact such as an acceleration sensor in the traveling direction X of the vehicle.
And physical quantity G related to impact such as acceleration in the lateral direction Y
y, or a physical quantity Gx relating to an impact in the traveling direction X and a physical quantity Gz relating to an impact such as an acceleration in a vertical direction Z which is a height direction, and a threshold value setting means,
The threshold value Th corresponding to the physical quantities fy and fz relating to the impact
Set 0. Based on the threshold value Th0, the level discriminating unit discriminates the physical quantity gx relating to the impact in the traveling direction X to operate the occupant protecting unit. In this manner, the threshold value Th0 is changed in accordance with the physical quantity fy or fz relating to the impact in the lateral direction Y or the vertical direction Z. Therefore, the traveling direction X can be changed not only in a frontal collision but also in various irregular collisions. By appropriately discriminating the physical quantity gx relating to the impact of the occupant, the occupant protection operation by the occupant protection means can be performed.

The threshold value setting means sets the threshold value Th0 as
Physical quantities fy and fz relating to impact in the lateral direction Y and the vertical direction Z
, And may be set in accordance with the physical quantity fx relating to the impact in the traveling direction. The physical quantities fx, fy, fz relating to the impact obtained by the threshold setting means are, for example, (a) the physical quantities Gx, G relating to the impact detected by the physical quantity detecting means.
The signal may directly represent y and Gz, (b) the output signal of the physical quantity detecting means may be, for example, a signal from which noise has been removed through a low-pass filter, and (c) the output signal of the physical quantity detecting means. One-time integral value V obtained by section integration over a predetermined time W1 (for example, 10 msec)
x, Vy, Vz, or (d) twice integral values Sx, Sy, Sz obtained by section integration of the single integrated values Vx, Vy, Vz obtained by the section integration over a predetermined time W2. . In the interval integration, the integration operation is repeated by shifting the integration over the times W1 and W2 by a time ΔW (for example, 500 μsec) shorter than the times W1 and W2. The twice integral values Sx, Sy, Sz are physical quantities Gx, Gy,
Gz may be obtained by integrating twice over time W2. W1 = W2 may be satisfied, and W1 <W2 or W1
> W2. The above-mentioned interval integral values Vx, Vy, Vz, which are one-time integral values, correspond to the speed of the vehicle body at the time of collision, and the interval integral values Sx, Sy, Sz, which are two-time integral values, are:
It corresponds to the moving distance of the vehicle body at the time of collision. The physical quantities fx, fy, fz relating to the impact are further described, for example, in (e) the physical quantities Gx, Gy, G relating to the impact from the physical quantity detecting means described above.
z signal, the signal obtained through the low-pass filter,
The one-time integration value Vx, Vy, Vz or the two-time integration value S
The value may be a value obtained by squaring x, Sy, and Sz, or (f) further, a value obtained by calculating a signal of the physical quantity detection unit.

The physical quantity gx relating to the impact in the traveling direction X to be level-discriminated by the level discriminating means is the same value as the physical quantity fx relating to the impact used for setting the threshold value Th0 in the threshold value setting means. For example, physical quantities fx, fy, fz and g
Each of x may be a physical quantity related to an impact detected by the physical quantity detecting means. Alternatively, a physical quantity g relating to an impact level-discriminated by the level discriminating means g
x may be different from the physical quantities fx, fy, fz relating to the impact for setting the threshold value Th0 in the threshold value setting means, for example, the physical quantities gx relating to the impact.
Is the physical quantity Gx relating to the impact detected by the physical quantity detecting means, and the physical quantities fx, fy, fz relating to the impact for setting the threshold value Th0 are the integral values Vx,
Vy, Vz, or twice integrated values Sx, Sy, Sz
It may be. In the present specification, the physical quantities fx, fy, fz; gx relating to impacts represent absolute values, and may be further described using, for example, | fy | using absolute value symbols as described later.

Further, according to the present invention, the threshold value setting means sets the threshold value Th0 by changing the threshold value Th0 so as to decrease as the physical quantity relating to the impact in the side direction Y of the vehicle increases, or sets the threshold value Th0 in the vertical direction Z of the vehicle. It is characterized in that, as the physical quantity related to the value increases, the value greatly changes.

According to the present invention, when the physical quantity fy relating to the impact in the lateral direction Y is large, the threshold value Th0 is changed small (see FIG. 8 described later). Is relatively small, the occupant protection means can be operated. The same applies to not only a side impact but also an oblique impact, an offset impact on the front or rear side, and the like.
Alternatively, according to the present invention, when the physical quantity fz relating to the impact in the vertical direction Z is large, the threshold value Th0 is set large (see FIG. 9 described later). It is possible to prevent the protection means from operating.

The threshold value Th0 may be set by changing the threshold value Th0 in accordance with one of the physical quantities fy and fz relating to the impact in the lateral direction Y or the vertical direction Z, but in another embodiment. Then, the threshold value Th0 may be changed and set according to both fy and fz.

The present invention also relates to a collision sensor provided at the front or rear of the vehicle for detecting a collision in the traveling direction X, and a calculating means for detecting a physical quantity relating to the impact in the traveling direction X and a physical quantity relating to the impact in the lateral direction Y. First angle θ with respect to running direction X in a plane between running direction X and side direction Y based on physical quantity
computing means for calculating a second angle θfxz with respect to the traveling direction X in a plane between the traveling direction X and the vertical direction Z based on fxy or a physical quantity relating to the impact in the traveling direction X and a physical quantity relating to the impact in the vertical direction Z, The value setting means responds to the output of the collision sensor and the calculating means, detects a collision, and sets the first angle θfxy to a predetermined first value θ
When A1 or more, or the second angle θfxz is equal to or greater than the second predetermined value θA2, the threshold value Th0 changes smaller as the first angle θfxy increases, or changes greatly as the second angle θfxz increases. It is characterized by setting.

According to the present invention, as will be described later with reference to FIGS. 14 to 17, a side collision sensor and a calculation means are provided. Or provided on the left and right sides of the rear portion, when the physical quantity related to the impact in the traveling direction X of the provided side is greater than or equal to a predetermined value, detects the collision, and outputs an ON or OFF electric signal. The calculation means calculates and calculates the first or second angle θfxy, θfxz. The side collision sensor has, for example, a mechanical structure, in which a permanent magnet piece is supported by a spring, and the permanent magnet piece is displaced against a spring force by a physical quantity related to an impact in the traveling direction X, and is close to the reed switch. Alternatively, it may have a configuration in which the on or off switching state changes due to separation displacement, or a conductive fluid such as mercury is displaced in a sealed space by a physical quantity related to impact at the time of collision, and a pair of contact points A configuration for conducting or blocking may be used. The threshold value setting means changes the threshold value Th0 when a side collision is detected by the side collision sensor and θfxy ≧ θA1, or when a side collision is detected and θfxz ≧ θA2. And set. The threshold value Th0 is the first angle θ
When fxy is large, that is, when the physical quantity fx relating to the impact in the side direction Y is large, it is set to be small. The threshold value Th0 is set to be large when the second angle θfxz is large, that is, when the physical quantity fz relating to the impact in the vertical direction Z is large.

The first or second angle θf according to claim 3
physical quantity f relating to impact for calculating xy, θfxz
x, fy, fz are, for example, physical quantities Gx,
Gy and Gz, and the physical quantity gx relating to the impact to be discriminated by the threshold value Th0 may also be the physical quantity Gx relating to the impact.

When the side collision sensor detects the front or rear side collision of the vehicle body, the threshold value Th0 is set in accordance with the first or second angle θfxy, θfxz, and the occupant protection means is set. Is performed, so
Malfunction can be prevented, and the occupant can be reliably protected.

Instead of the first angle θfxy, sin θfxy
Alternatively, it may be tan θfxy, and may be a value calculated depending on the first angle θfxy. The same applies to the second angle θfxz, and the same applies to angles in other claims. It is.

The present invention is also an arithmetic means, comprising: a first angle with respect to the traveling direction X in a plane between the traveling direction X and the lateral direction Y based on a physical quantity relating to the impact in the traveling direction X and a physical quantity relating to the impact in the lateral direction Y. calculating means for calculating a second angle θfxz with respect to the traveling direction X in a plane between the traveling direction X and the vertical direction Z based on θfxy or a physical quantity relating to the impact in the traveling direction X and a physical quantity relating to the impact in the vertical direction Z, The threshold value setting means responds to the output of the calculating means, and when the first angle θfxy is within a predetermined first range or the second angle θfxz is within a predetermined second range, the threshold value Th0 Decreases as the first angle θfxy increases, or the second angle θf
It is characterized in that the setting is changed greatly as xz increases.

According to the present invention, as will be described later with reference to FIGS.
fxy and θfxz are calculated, and when these values are within the first or second range, the threshold value Th0 for discriminating the physical quantity gx relating to the impact is set to the first or second angle θf.
xy and θfxz.

The present invention also provides a ratio η of a physical quantity relating to an impact in the traveling direction X to a physical quantity relating to an impact in the vertical direction Z.
xz is included, the threshold setting means includes:
In response to the output of the calculating means, the threshold value Th0 is set to the ratio η
It is characterized in that, as xz becomes smaller, the value changes greatly.

According to the present invention, as will be described later with reference to FIGS. 21 to 23, the threshold value Th0 for discriminating the level of the physical quantity gx relating to impact is changed and set depending on the ratio ηxz. . The threshold value Th0 is two values Th04
1, Th042 may be switched, but the threshold value Th0 may be changed stepwise or may be changed continuously.

The present invention also provides a ratio η of a physical quantity relating to an impact in the traveling direction X to a physical quantity relating to an impact in the vertical direction Z.
xz, and offset setting means for setting the offset value A5 to increase as the physical quantity related to the impact in the vertical direction Z increases. The threshold value setting means includes: the calculating means, the offset setting means; When the ratio ηxz is equal to or less than a predetermined value K21, the offset value A5 is added to the threshold value Th0
Is set.

According to the present invention, as will be described later with reference to FIGS. 24 and 25, when the vehicle travels on a rough road where the ratio ηxz is equal to or less than a predetermined value K21, it corresponds to the physical quantity fz relating to the impact in the vertical direction Z. The offset value A5 is changed and set, and when the physical quantity fz relating to the impact is large, the offset value A5 is increased, and therefore the threshold value Th0 is changed and set. In this way, it is possible to prevent the occupant protection means from undesirably operating when traveling on a rough road.

Further, the present invention is characterized by including limiter means for limiting the threshold value Th0 so as not to exceed a predetermined upper limit value.

According to the present invention, as will be described later with reference to FIGS. 24 and 26, limiter means for setting an upper limit value of the threshold value Th0 is provided to prevent an operation delay of the occupant protection means.

The present invention also provides a ratio ηx of a physical quantity relating to an impact in the traveling direction X to a physical quantity relating to an impact in the side direction Y.
y, and the threshold value setting means responds to the output of the calculation means to set the threshold value Th0 to the ratio ηx
It is characterized in that, as y becomes smaller, it is set to change smaller.

According to the present invention, as will be described later with reference to FIG. 27, the threshold value Th0 is changed and set depending on the ratio ηxy with respect to the lateral direction Y. Activate the means to ensure safety.

The present invention also provides a ratio ηx of a physical quantity relating to an impact in the traveling direction X to a physical quantity relating to an impact in the side direction Y.
y, and offset setting means for setting the offset value A6 so as to decrease as the physical quantity relating to the impact in the lateral direction Y increases. The threshold value setting means includes: a calculating means, an offset setting means; When the ratio ηxy is smaller than the predetermined value K41 in response to the output of the above, the offset value A6 is added to set the threshold value Th0.

According to the present invention, as will be described later with reference to FIGS. 28 to 30, when the ratio ηxy in the lateral direction Y is equal to or less than a predetermined value K41 and the physical quantity fy relating to the impact in the Y direction is large. , The offset value A6 to be added to the threshold value Th0 is changed in accordance with the physical quantity fy relating to the impact. When the physical quantity fy related to the impact in the lateral direction is large, the offset value A6 is reduced, and thus the threshold value Th0 is set to be changed to a small value. The physical quantity gx related to the impact in the traveling direction X is discriminated by the threshold value Th0. In the event of a side collision, the occupant protection device operates reliably.

Further, the present invention is characterized by including limiter means for limiting the threshold value Th0 so as not to be less than a predetermined lower limit value.

According to the present invention, as will be described later with reference to FIGS. 28 and 30, limiter means for setting the lower limit value of the threshold value Th0 is provided to prevent the occupant protection device from operating excessively. .

Further, the present invention provides an arithmetic means for calculating a magnitude fxy of a first combined vector of a physical quantity relating to an impact in the traveling direction X and a physical quantity relating to an impact in the lateral direction Y, or a physical quantity relating to an impact in the traveling direction X, and A calculating means for calculating the physical quantity relating to the impact in the direction Z and the magnitude fxz of the second combined vector, wherein the threshold value setting means responds to the output of the computing means and determines the magnitude fxy of the first combined vector in advance. When the determined first value C1 or more, or the magnitude fxz of the second combined vector is equal to or more than the predetermined second value C2,
The threshold value Th0 is characterized in that the threshold value Th0 is set so as to change smaller as the magnitude fxy of the first combined vector increases, or to change larger as the size fxz of the second combined vector increases.

According to the present invention, as will be described later with reference to FIG. 31, the magnitudes fxy, fxy, of the first or second combined vector related to the physical quantities fy, fz relating to the impact in the lateral direction Y or the vertical direction Z. FXz is the first or second value C
When it is not less than 1, C2, the physical quantity gx relating to the impact is set by changing the threshold value Th0 for level discrimination.

Further, according to the present invention, the physical quantity relating to the impact of at least the traveling direction X of the vehicle and the physical quantity related to the lateral direction Y or the vertical direction Z
A physical quantity detecting means for detecting a physical quantity relating to the impact of the vehicle, an occupant protecting means provided in the vehicle for performing an occupant protecting operation, and an impact in a lateral direction Y or a vertical direction Z of the vehicle in response to an output of the physical quantity detecting means. Correction means for changing and correcting the physical quantity related to the impact in the traveling direction X of the vehicle in accordance with the physical quantity; and responding to the output of the correcting means, the corrected physical quantity related to the impact in the traveling direction X of the vehicle is set to a threshold Th0.
When the above is the case, the occupant protection device for a vehicle includes a level discriminating means for operating the occupant protection means.

According to the present invention, as will be described later with reference to FIGS. 32 to 50, corresponding to the physical quantity relating to the impact in the lateral direction Y or the physical quantity fz relating to the impact in the vertical direction Z,
The physical quantity gx relating to the impact in the traveling direction X is changed, and the physical quantity gx relating to the impact in the traveling direction X is discriminated at a predetermined threshold value Th0, for example, to operate the occupant protection means. Thus, a configuration equivalent to the operation of changing and setting the threshold value Th0 described in claim 1 can be realized. In addition to the physical quantities fy and fz relating to the impact in the lateral direction y or the vertical direction Z to be corrected by changing the physical quantity gx relating to the impact in the traveling direction X, the physical quantity gx relating to the impact in the traveling direction X is varied and corrected. May be done. Physical quantity gx related to the impact to be corrected
Are the physical quantities fx, f related to the impact for correcting the
y and fz may be the same as the physical quantities described above with reference to claim 1, but may be different. With such a configuration, the lateral direction Y or the vertical direction Z
In the event of an impact, the occupant can be reliably protected.

Further, according to the present invention, the correction means greatly corrects the physical quantity relating to the impact in the traveling direction X of the vehicle as the physical quantity relating to the impact in the side direction Y of the vehicle increases, or the correction means relates to the impact in the vertical direction Z of the vehicle. It is characterized in that the correction is made larger as the physical quantity increases.

According to the present invention, the physical quantity gx relating to the impact to be corrected is obtained by calculating the physical quantity gx relating to the impact in the traveling direction X to be level-discriminated, as described later with reference to FIGS. The correction is performed based on the physical quantity fy related to the impact, or as described later with reference to FIGS. 38 to 42.

Further, the present invention is characterized in that the correction means corrects by adding a physical quantity relating to an impact in a lateral direction Y or a vertical direction Z of the vehicle to a physical quantity relating to an impact in a traveling direction X of the vehicle to be level-discriminated. I do.

According to the present invention, as will be described later with reference to FIGS. 32 to 42, in correcting the physical quantity gx relating to the impact to be level-discriminated, the physical quantities fy and fz relating to the impact are directly or predetermined. Multiply the coefficients and calculate and add.

According to the present invention, the correction means is the first calculation means, wherein the physical quantity relating to the impact in the traveling direction X and the lateral direction Y
First angle θfx with respect to the running direction X in the plane between the running direction X and the side direction Y based on the physical quantity related to the impact
y, or a second angle θf with respect to the traveling direction X in a plane between the traveling direction X and the vertical direction Z based on the physical quantity relating to the impact in the traveling direction X and the physical quantity relating to the impact in the vertical direction Z.
a first calculating means for calculating xz, and a physical quantity relating to an impact in the traveling direction X of the vehicle to be subjected to level discrimination is greatly corrected as the first angle θfxy increases, in response to an output of the first calculating means, or And a second calculating means for correcting the angle θfxz to decrease as the angle θfxz increases.

According to the present invention, the correction means includes first and second calculation means, and the first calculation means calculates a first angle θfxy as described later with reference to FIG. 50, the second angle θfx
z is calculated and the physical quantity gx relating to the impact in the traveling direction X to be level-discriminated is corrected based on the first or second angles θfxy, fxz thus obtained.

[0043]

FIG. 1 is a block diagram showing an electrical configuration of an embodiment of the present invention. The output from the acceleration sensors 2, 3, and 4 and the outputs from the satellite sensors 5 and 6 for detecting a side collision are provided to the processing circuit 1 realized by the microcomputer. The processing circuit 1 controls the occupant protection means 7 at the time of a vehicle collision.
To work. The occupant protection means 7 includes an airbag and a activating means such as a squib which fires in response to a control signal and instantaneously fills the gas into the airbag. The airbag is provided in a steering wheel provided in a driver's seat and a front panel of a passenger seat, and prevents a driver and a passenger's seat from causing a secondary collision in a vehicle interior at the time of a vehicle collision. The occupant protection means 7 may have a seat belt for pulling the driver to the seat, instead of the airbag, and may have another configuration.

FIG. 2 is a plan view of a part of the vehicle 8. A processing circuit 1 and acceleration sensors 2 to 4
Is fixed. The acceleration sensor 2 detects an acceleration Gx in the traveling direction X. The acceleration sensor 3 detects the acceleration in the left and right lateral direction Y. The acceleration sensor 4 detects an acceleration Gz in a vertical direction Z that is a height direction. Each of the acceleration sensors 2 to 4 outputs a signal corresponding to the magnitude of the acceleration to the processing circuit 1 by a strain gauge provided therein.

Satellite sensors 5 and 6 are fixed to the left and right sides of the front part of the vehicle body. Satellite sensors 5, 6
Detects a collision in the traveling direction X on each of the left and right sides of the front part of the vehicle body. The satellite sensors 5 and 6 have a mechanical configuration in which the acceleration in the traveling direction X is equal to or greater than a predetermined value, and the switching state of electrical conduction or cutoff changes when a side collision occurs.

FIG. 3 is a flowchart for explaining the operation of the processing circuit 1. Step s0 to step s
Moving to 1, the processing circuit 1 receives signals representing the raw accelerations Gx, Gy, Gz detected by the acceleration sensors 2-4.

FIG. 4 is a waveform diagram of a signal representing the acceleration Gx in the traveling direction X detected by the acceleration sensor 2.
The processing circuit 1 performs low-pass filtering on the output from the acceleration sensor 2 using a low-pass filter to remove noise.

FIG. 5 is a waveform diagram of a signal obtained by subjecting the signal shown in FIG. 4 from the acceleration sensor 2 to low-pass filtering by a low-pass filter. Since the signal representing the acceleration Gx is low-pass filtered, noise is removed as described above, and thus the occupant protection means 7 can be reliably operated. The same applies to the other acceleration sensors 3 and 4.

FIG. 6 is a diagram showing a coordinate system of the accelerations Gx and Gy detected by the acceleration sensors 2 and 3. By considering the composite vector of the accelerations Gx and Gy,
Mutual phase shift can be detected sensitively, and the collision phenomenon can be accurately grasped. For example, at the time of a frontal collision of the vehicle 8,
The acceleration Gx in the traveling direction X is larger than the acceleration Gy in the side direction Y, and is obtained, for example, as indicated by reference numeral 9.

FIG. 7 is a plan view schematically showing the state of the irregular collision of the vehicle 8. FIG. 7A shows a state where the vehicle 8 has offset and collided with the vehicle 8a ahead in the lateral direction Y. FIG. 7B illustrates a state where the vehicle 8 obliquely collides with the vehicle 8b ahead. FIG. 7 (1) and FIG.
In the collision state shown in (2), not only the acceleration Gx but also the acceleration Gy is obtained, and the resultant vector is indicated by reference numeral 10 in FIG. The acceleration Gy on the vertical axis in FIG.
Alternatively, when the acceleration Gz in the vertical direction Z is set, a combined vector in an irregular collision, for example, an underride collision, and a combined vector in rough road running on an uneven road surface can also be obtained.

In step s2 of FIG. 3, the degrees of impact fx, fy, f in the running direction X, the running direction Y and the vertical direction Z are set.
z is calculated and extracted based on the accelerations Gx, Gy, Gz. In the present embodiment, the raw acceleration (Gx, Gy, Gz) or the raw acceleration (Gx, Gx
The processed values of y, Gz) are collectively referred to as a physical quantity relating to the impact, that is, the degree of impact (fx, fy, fz). In this embodiment, the impact degree fx in this case is a value obtained by low-pass filtering the signal from the acceleration sensor 2 using the above-described low-pass filter.
The same applies to y and yz. Steps s1 and s2 correspond to physical quantity detection means.

In step s3, the degree of impact fy, fz
, The current threshold value Th01 is changed and set to the threshold value Th0 according to the impact degrees fy and fz in the lateral direction Y and the vertical direction Z as shown in FIG.

FIG. 8 is a flowchart for explaining the specific operation of step s3 in FIG. Threshold T
h0 is represented by Equation 1. Th0 = ky1, kz1, Th01 (1)

FIG. 9 shows a coefficient k corresponding to the degree of impact fy.
It is a figure which shows y1. As the degree of impact fy increases, the coefficient ky1 decreases.

FIG. 10 is a diagram showing a coefficient kz1 corresponding to the degree of impact fz. The coefficient kz1 changes significantly as the degree of impact fz increases. Therefore, the threshold value Th0 is corrected by multiplying the coefficient ky1 shown in FIG. 9 by the coefficient ky shown in FIG. 9 in step s3a1 of FIG. 8 in accordance with the degree of impact fy. Is multiplied by the coefficient kz1 in FIG. 10 corresponding to the degree fz, and the threshold value Th0 is corrected to increase.

In step s4 in FIG. 3, the degree of impact fx in the traveling direction X is determined in step s3 in FIG.
In the steps s3a1 and s3a2, the level is discriminated by the threshold value Th0 corrected. In the case of the present embodiment, the impact degrees fx of the level-discriminated impacts are the impact degrees fy and f for correcting the above-described threshold value Th01.
Although it is set to a value equivalent to z (acceleration subjected to low-pass filtering by a low-pass filter), another physical quantity may be adopted as the degree of impact fx to be discriminated. For example, the degree of impact fx to be discriminated (corrected) is the raw acceleration Gx
To correct the threshold value. Degree of impact fy, fz
Is the acceleration G processed by the low-pass filter
y and Gz may be adopted.

FIG. 11 is a waveform diagram for explaining the operation of discriminating the level of the impact fx in the traveling direction x of the vehicle 8 by the threshold value Th0. FIG. 11A is a waveform diagram showing the time lapse of the degree of impact fx. In this embodiment, the signal is obtained by processing the acceleration Gx from the acceleration sensor 2 by the low-pass filter as described above. FIG.
(2) is a waveform diagram showing the lapse of time of impact degrees fy and fz for correcting the threshold value Th0. FIG.
The degrees of impact fy and fz in (2) indicate signal waveforms obtained by processing the accelerations Gy and Gz from the respective acceleration sensors 3 and 4 using a low-pass filter. Degree of impact f
By discriminating the level of x with the threshold value Th0 shown in the above-described equation 1, at time t1 as shown in FIG. 11A, the occupant protection means 7 at step s5 in FIG.
Can be operated to deploy the airbag. On the other hand, when the threshold value Th0 is a predetermined fixed threshold value Th01 that is not corrected, the time t1
Only at a later time t2, the occupant protection means 7 is operated, and the protection of the occupant is no longer ensured, and the present invention solves this problem. In another embodiment of the present invention, as shown in Equation 2, the aforementioned coefficients ky1,
The same value as kz1 may be added, and the current threshold value Th01 may be corrected to obtain the threshold value Th0, or another operation may be performed. Th0 = ky1 + kz1 + Th01 (2)

In another embodiment of the present invention, as the degree of impact fx, a one-time integral value Vx obtained by section-integrating a signal representing the acceleration Gx from the acceleration sensor 2 may be employed.

FIG. 12 is a diagram for explaining a calculation operation for calculating a one-time integral value Vx obtained by integrating the acceleration Gx detected by the acceleration sensor 2 in a section as a degree of impact fx. In FIG. 12, the value of the sampled acceleration Gx indicated by the black point is section-integrated over a predetermined period of time W1 to obtain an integrated value Vx once. Such an arithmetic operation is repeatedly performed while being shifted by the time ΔW. Time W
1 is, for example, 10 msec, and time ΔW is, for example, 500 μsec.

FIG. 13 is a diagram showing the lapse of time of the one-time integration value Vx. Similarly, one-time integral values Vy and Vz are obtained using accelerations Gy and Gz, respectively.

In still another embodiment of the present invention, the above-mentioned one-time integration values Vx, Vy, Vz are set to a predetermined time W2
Values Sx, Sy, and Sz obtained by section integration over the range are obtained, and the thus obtained twice integrated values are used as the degree of impact fx,
fy and fz, and a threshold T based on these fy and fz.
h0 may be calculated. At this time, the degree of impact fx in the traveling direction X to be level-discriminated may be a twice-integrated value Sx equivalent to the above, but other values such as raw values The accelerations Gx, Gx may be values processed by a low-pass filter, or one-time integral values Vx in the x direction.

FIG. 14 is a flowchart for explaining the specific operation of step s3 in FIG. 3 according to another embodiment of the present invention. Other configurations are the same as those described above. In step s3b1, the degree of impact fx,
Then, sin θfxy is calculated from fy and extracted. Furthermore, sinθfxz is calculated and extracted from the degrees of impact fx and fz.

FIG. 15 is a diagram for explaining sin θfxy in FIG. In FIG. 15, the horizontal axis represents the acceleration Gx in the traveling direction x as an example of the degree of impact fx,
The vertical axis is the acceleration Gy, which is the degree of impact fy in the lateral direction Y. The first angle θfxy in the plane between the traveling direction X and the side direction Y can be obtained from these accelerations Gx and Gy, and thereby the above-mentioned sin θfxy can be obtained.

FIG. 16 is a diagram for explaining sinθfxz in FIG. The horizontal axis in FIG. 16 is the acceleration Gx in the traveling direction X as an example of the degree of impact fx, and the vertical axis is the acceleration G in the vertical direction Z as an example of the degree of impact fz.
z. The second angle θfxz is determined by these accelerations Gx,
Gz, and therefore sinθfxz.

At step s3b2 in FIG. 14, it is determined whether predetermined conditions a2, b2 and c2 are satisfied. The first condition a2 is that at least one of the satellite sensors 5 or 6 shown in FIG. 2 detects a collision in the traveling direction X on the side, and the second condition b2 is The sinθfxy calculated in step s3b1 is not less than a predetermined value A1 (sinθfxy ≧ A1), and the third condition c
2 is si calculated by step s3b1.
nθfxz is equal to or greater than a predetermined value A2 (sin θf
xz ≧ A2).

FIG. 17 is a block diagram showing a configuration in which the condition of step s3b2 in FIG. 14 is satisfied. When the condition a2 and the condition b2 are satisfied at the same time, the threshold value Th
0 is changed. When the condition a2 and the condition c2 are simultaneously satisfied, the threshold value Th0 is changed. For this purpose, an AND gate 12 and an OR gate 13 are used, and the threshold value Th0 is changed by the threshold value setting circuit 14 according to the output of the AND gate 12. The threshold value setting circuit 14 calculates the first angle θfxy, and hence si, as in Equation 1 or Equation 2 and FIGS. 9 and 10 described above.
As nθfxy increases, threshold value Th0 decreases, or the second angle θfxz, and thus sin
As θfxz increases, threshold value Th0 is set to change smaller. Other configurations are the same as those of the above-described embodiment.

FIG. 18 is a flow chart for explaining a specific operation of step s3 in FIG. 3 according to still another embodiment of the present invention. Other configurations are the same as those of the above-described embodiment. In step s3c1, similarly to step s3b1 in FIG. 14 described above, sin θfx
y and sinθfxz are calculated and extracted. Step s3c
At 2, it is determined whether Expression 3 is satisfied. θA3 ≦ sin θfxy ≦ θB3 (3)

When it is determined that Expression 3 is satisfied in Step s3c2, in the next Step s3c3, the above Expression 1
Alternatively, the threshold value Th0 is corrected in accordance with the expression 2 so that the threshold value Th0 becomes smaller in accordance with the degree of impact fy in the lateral direction Y.

In step s3c4, it is determined whether or not Expression 4 holds. θA4 ≦ sin θfxz ≦ θA4 (4)

If it is determined that Expression 4 is satisfied in step s3c4, in step s3c5, the threshold value Th0 is corrected so as to increase in accordance with the degree of impact fz in the vertical direction Z.

FIG. 19 is a diagram for explaining the angle θfxy. The horizontal axis in FIG. 19 is the acceleration Gx in the traveling direction X which is an example of the degree of impact fx, and the vertical axis is the acceleration Gy which is an example of the degree of impact fy in the traveling direction Y. The angle θfxy with respect to the traveling direction X is calculated and calculated, the threshold value Th0 is corrected in the above-described steps s3c1 to s3c3, and the angle θxz is similarly calculated and calculated to calculate the threshold value Th0 in steps s3c4 and s3c5. Ask for it.

FIG. 20 is a diagram for explaining the operation of the level discriminating means according to the embodiment of the present invention shown in FIGS. 18 and 19. The horizontal axis of FIG. 20 indicates the passage of time, and the vertical axis indicates the degree of impact fx in the traveling direction X to be discriminated from the level. For example, in this embodiment, the acceleration G
x. At time t11, step s3c in FIG.
3, the threshold value is changed from the threshold value Th1 to the threshold value Th0 corrected in s3c5. Thus, at time t12,
The degree of impact fx becomes greater than or equal to the corrected threshold value Th0 (fx ≧ Th0), a control signal for the occupant protection means is derived from the processing circuit 1, and the occupant protection means 7 operates.

FIG. 21 is a flowchart for explaining a specific operation of step s3 in FIG. 3 according to another embodiment of the present invention. In step s3d1, a ratio ηxz of the degree of impact fx in the traveling direction X to the degree of impact fz in the vertical direction Z is calculated. ηxz = fx / fx (5)

In step s3d2, it is determined whether the ratio xz is less than a predetermined value K11 (ηxz <k11). If the ratio ηxz is less than the predetermined value K11, the process proceeds from step s3d2 to step s3d3, where the predetermined value α1 is added to the current threshold value Th01, and the threshold value Th0 is obtained as shown in Expression 6. Also, the ratio ηxz
Is greater than or equal to a predetermined value K11, step s3t
In 4, the predetermined value α1 is subtracted from the current threshold value Th1, and the threshold value Th0 is changed and set as shown in Expression 7. Th0 = Th1 + α1 (6) Th0 = Th1-α1 (7)

As the ratio ηxz becomes smaller,
In other words, as the degree of impact fz in the vertical direction Z increases, the threshold value Th0 changes and is set.

FIG. 22 is a diagram for describing a level discrimination operation using threshold value Th0 in the embodiment shown in FIG. The degree fx of impact in the traveling direction X is small when the ratio ηxz ≧ K11, that is, when traveling on a good road with little unevenness, the degree fx of impact in the vertical direction Z is small. The value Th0 is determined to be a relatively small value as shown in the above-described equation 7, and the collision is accurately determined.

FIG. 23 is a diagram for explaining the operation of level discriminating the degree of impact fx in the traveling direction X in the embodiment shown in FIGS. 21 and 22. In a state where the vehicle is traveling on a rough road having a road surface with many irregularities, the vertical direction Z
The impact degree fx of the traveling direction X to be discriminated at the level when the vehicle is traveling on a rough road is relatively large as indicated by reference numeral 16. Therefore, the ratio ηxz becomes less than the predetermined value K11, and the threshold value T
h0 changes relatively largely as shown in the above-mentioned equation (6). As a result, the occupant protection means 7 when traveling on rough roads
Can be prevented from malfunctioning.

FIG. 24 is a flowchart for explaining a specific operation of step s3 of FIG. 3 according to still another embodiment of the present invention. In step s3f1, the ratio ηxz is calculated and extracted as in step s3d1 of FIG. 21 described above. In the next step s3f2, a predetermined offset value A5 corresponding to the degree of impact fz in the vertical direction Z
Is extracted. This offset value A5 is stored in advance in a memory provided in the processing circuit 1, and the offset value A5
5 is read out and used.

FIG. 25 is a diagram showing an offset value A5 used in step s3f2 of FIG. The offset value A5 is determined according to the degree of impact fz in the vertical direction Z, for example, the acceleration Gz in this embodiment. The offset value A5 is set to increase as the degree of impact fz increases.

In step s3f3 of FIG. 24, the ratio ηxz
Is less than a predetermined value K21 (ηxz <K21)
Is determined. When traveling on a rough road, the degree of impact fz in the vertical direction Z is large, and therefore the ratio ηxz is small, and is less than the predetermined value K21. When the ratio ηxz is less than the value K21, the process proceeds to the next step s3f4, and as shown in Expression 8, the offset value A5 is added to the current threshold value Th1 to change the threshold value Th0 to be larger. Set. Th0 = Th1 + A5 (8)

At step s3f5, it is determined whether or not the set threshold value Th0 is equal to or greater than a predetermined upper limit value Th1m (Th0 ≧ Th1m). The threshold value Th0 set in step s3f4 is equal to the upper limit value Th1.
m, the upper limit value Th is set in step s3f6.
The threshold value Th0 is set to 1 m. Thus, in steps s3f5 and s3f6, the threshold value Th0
Is limited so as not to exceed the upper limit value Th1m, and the limiter function by the limiter means is achieved.

FIG. 26 shows another embodiment of the present invention.
9 is a flowchart for explaining a specific operation of step s3 of FIG. The embodiment shown in FIG.
It is similar to the embodiment of FIGS. 24 and 25 described above. Steps s3g1 to s3g3 in FIG. 26 are the same as steps s3f1 to s3f3 in FIG. Step s3f2
It is determined whether or not the offset value A5 extracted in is equal to or larger than a predetermined upper limit value A5m (A5 ≧ A5m). If the obtained offset value A5 is equal to or more than the upper limit A5m, in the next step s3g5, the upper limit A5m is used as the offset A5, thereby preventing the offset value A5 from exceeding the upper limit A5m. Thus, a limiter function is achieved by the limiter means. Therefore, the threshold value Th0 is restricted so as not to exceed a predetermined upper limit value. In step s3g6, a predetermined threshold value or a current threshold value Th1
, The offset value A5 is added thereto, and changed and set as the threshold value Th0. Other configurations are the same as those of the above-described embodiment.

FIG. 27 is a flowchart for explaining a specific operation of step s3 in FIG. 3 according to still another embodiment of the present invention. This embodiment corresponds to FIG.
It is similar to the embodiment described with reference to FIGS. It should be noted that in this embodiment, the ratio ηxy is calculated and extracted in step s3h1. The ratio ηxy is a ratio (fx / fy) of the degree of impact fx in the traveling direction X to the degree of impact fy in the side direction Y. In step s3h2, it is determined whether the ratio ηxy is smaller than a predetermined value K31. If so, in step s3h3, the threshold T
h0 is reduced by subtracting a predetermined value α2 as shown in Expression 9. If the ratio ηxy is equal to or larger than the value K31, the threshold value Th0 is calculated in step s3h4 by the following equation (1).
The value is increased by a predetermined value α2 as shown in FIG. Th0 = Th1-α2 (9) Th0 = Th1 + α2 (10)

The threshold value Th1 may be a predetermined value or a current threshold value. Thus, the threshold value Th0 becomes smaller as the ratio ηxy becomes smaller.
That is, as the degree of impact fy in the side direction Y increases, it is set to be changed to a smaller value. Therefore, at the time of a side collision, the occupant protection means 7 can be reliably operated.

FIG. 28 shows another embodiment of the present invention.
6 is a flowchart specifically showing the operation of step s3. The embodiment of FIG. 28 is similar to the embodiment of FIGS. 24 and 25 described above. In the embodiment of FIG. 28, the ratio ηxy is calculated and extracted in step s3i1, and an offset value A6 corresponding to the degree of impact fy in the lateral direction Y is extracted.

FIG. 29 is a diagram showing the degree of impact fy in the lateral direction Y in the embodiment shown in FIG. 28, for example, the offset value A6 corresponding to the acceleration Gy in this embodiment. As the acceleration Gy increases, the offset value A6 is set smaller.

At step s3i3, it is determined whether the ratio ηxy is smaller than a predetermined value K41.
As shown in Expression 11, in step s3i4, the offset value A6 is added to the threshold value Th1, and a new threshold value Th0 is set. Th0 = Th0 + A6 (11)

In step s3i5, the above-mentioned step s3i5
The threshold value Th0 changed and set in 3i4 is
It is determined whether the difference is equal to or smaller than a predetermined lower limit Th1m. If so, the threshold Th0 is set to the lower limit Th1m in step s3i6. Thus, the threshold value Th
The limiter function is achieved by limiting the limiter so that 0 does not fall below a predetermined lower limit Th1m.

FIG. 30 is a flow chart for explaining a specific operation of step s3 in FIG. 3 according to still another embodiment of the present invention. This embodiment is similar to the embodiment of FIGS. 28 and 29 described above, and similar to the embodiment of FIG. 26 described above. Steps s3j1 to s3j3 in this embodiment correspond to steps s3i1 to s3i3 in FIG. 28, respectively. It should be noted that in this embodiment, the offset value A6 is determined by the step s
At 3j4, it is determined whether it is equal to or less than a predetermined lower limit value A6m. If so, the offset value A6 is set to the lower limit value A6m in step s3j5. Thus, in step s3j6, threshold value Th0 is changed and set by adding lower limit value A6m of step s3j5 to threshold value Th1. Therefore, threshold value Th0
Is limited by limiter means so as not to be less than a predetermined lower limit.

FIG. 31 is a flowchart for explaining the specific operation of step s3 in FIG. 3 according to still another embodiment of the present invention. In step s3k1, the size fxy of the first combined vector and the size fxz of the second combined vector are calculated and extracted. fxy = √ (fx ² + fy ² ) (12) fxz = √ (fx ² + fz ² ) (13)

In step s3k2, it is determined whether the magnitude fxy of the first combined vector is equal to or larger than a predetermined value C1 (fx
y ≧ C1) is determined, and if so, the next step s
At 3k3, the threshold value Th0 is corrected so as to be reduced according to the above-described equation 1 or 2 in accordance with the degree of impact fy in the lateral direction Y.

In step s3k4, it is determined whether the magnitude fxz of the second combined vector is equal to or larger than a predetermined second value C2 (fxz ≧ C2). If so, the threshold value Th0 is set in step s3k5. Is increased in accordance with the degree of impact fz in the up-down direction Z according to Equation 1 or Equation 2. Thus, the magnitude fxy of the first combined vector
Becomes larger, the threshold value Th0 is changed and set smaller, and further, as the magnitude fxz of the second combined vector becomes larger, the threshold value Th0 is set smaller.

FIG. 32 is a flowchart for explaining the operation of the processing circuit 1 according to another embodiment of the present invention. This embodiment is similar to the previous embodiment,
Corresponding parts have the same reference characters. From step r0 to step r1, the raw accelerations Gx, Gy, Gz are detected by the acceleration sensors 2, 3, and 4, respectively. In step r2, these acceleration sensors 2, 3,
4, the degree of impact fx, fy, fz is calculated and extracted. Step r0 and step r1 correspond to physical quantity detection means. In step r3, the degree of impact fx, f obtained in step r2
On the basis of y and fz, the degree of impact fx in the traveling direction X to be level-discriminated corresponding to the degree of impact in the lateral direction Y and the vertical direction Z is corrected. The corrected degree of impact fx
May be physical quantities equivalent to the degrees of impact fy and fz for correction, but may be different from each other. For example, the acceleration fx is used as the impact fx to be discriminated (corrected), and the impact fx is corrected. The degrees of impact fy and fz are G processed by a low-pass filter.
y, Gz. The degree of these impacts fx, f
y, fz are accelerations Gx, Gy, G detected by the acceleration sensors 2, 3, and 4 similarly to the above-described embodiment.
z, output signals of these acceleration sensors 2, 3, 4
It may be a signal from which noise has been removed through a low-pass filter, or may be a one-time integrated value Vx, Vy, Vz,
It may be a two-time integral value Sx, Sy, Sz, a value obtained by squaring those values, or a value obtained by performing another operation.

In step r4, the degree fx of impact in the traveling direction X to be discriminated is determined by a predetermined threshold value Th0.
It is determined whether this is the case (gx ≧ Th0), and if so, the occupant protection means 7 is operated in step r5. In the above-described embodiment, the threshold value Th0 is changed and set. However, in the embodiment of FIG. 32, while the threshold value Th0 is kept constant, the degree of impact fx to be subjected to level discrimination is changed and corrected. I do. As a result, malfunction of the occupant protection means 7 due to lateral and vertical accelerations can be prevented, and the occupant can be reliably protected.

FIG. 33 shows another embodiment of the present invention.
9 is a flowchart for explaining a specific operation of step r3 in FIG. In step r3a1, the sum (= fx + | fy |) of the absolute values of the degrees fx and fy of the respective impacts in the traveling direction X and the side direction Y is calculated and extracted. In step r3a2, the sum (= fx + │fy│) obtained by the calculation in step r3a1 is set as the degree of impact fx in the traveling direction X to be level-discriminated.

FIG. 34 is a view for explaining the degree of impact fx in the traveling direction X in the embodiment shown in FIG. The acceleration G in the traveling direction X by the acceleration sensor 2
x is detected and obtained as shown in FIG. The acceleration Gx shown in FIG. 34A may be a value obtained through a low-pass filter. The degree of impact fx is, as shown in FIG.
Is a value Vx integrated once with respect to time.

FIG. 35 is a diagram for explaining the degree of impact fy in the lateral direction Y in the embodiment shown in FIGS. 33 and 34. The acceleration Gy in the lateral direction Y is detected by the acceleration sensor 3. By integrating the acceleration Gy with respect to time, a one-time integrated value Vy shown in FIG. 35 (2) is obtained. In this manner, in the above-described embodiment, the one-time integrated values Vx and Vy are used as the degrees of impact fx and fy.

FIG. 36 is a flowchart showing step r3a in FIG.
3 is a flowchart for explaining the operation of FIG. When the degree of impact fx, fy is the integral value Vx, Vy once,
By adding these, a value V (= Vx + Vy) is obtained.

FIG. 37 is a diagram for explaining the level discrimination operation in the embodiment shown in FIGS. The aforementioned value V is the impact value fx to be level-discriminated.
And the level is discriminated by a predetermined threshold value Th0. At time t31, the control signal is provided from the processing circuit 1 to the occupant protection means 7, and the occupant protection means 7 operates. If the level of impact fx to be discriminated,
However, when the differential value Vx remains as it is and the threshold value Th0 is also a constant value, as shown in FIG.
The first derivative Vx remains less than the threshold Th0,
The occupant protection means 7 does not operate, and the occupant protection is not sufficient. The present invention solves this problem, and the degree of impact fx to be level-discriminated is greatly corrected as the degrees of impact fy and fz increase, whereby the occupant protection operation can be reliably achieved.

FIG. 38 is a flow chart for explaining a specific operation of step r3 in FIG. 32 according to still another embodiment of the present invention. This embodiment is similar to the above-described embodiment, and corresponding portions are denoted by the same reference numerals. In this embodiment, in step r3b1, the sum of the degrees of impact fx and fz is calculated and extracted, and in the next step r3b2, the sum (= fx + fz) is obtained.
Is used as the degree of impact fx for level discrimination. Other configurations are the same as those of the above-described embodiment.

FIG. 39 is a view for explaining the degree of impact Vx which is the degree of impact fx of the embodiment shown in FIG. Acceleration G detected by the acceleration sensor 2
x is shown in FIG. 39 (1), and the one-time integral value Vx of the acceleration Gx is shown in FIG. 39 (2). One time integral value Vx
Is used as the degree of impact fx.

FIG. 40 is a diagram for explaining the one-time integral value Vz which is the degree of impact fz. FIG. 40A is a diagram illustrating the acceleration Gz detected by the acceleration sensor 4. The one-time integration value Vz of the acceleration Gz is shown in FIG.
As shown in FIG. The one-time integration value Vz thus obtained is used as the degree of impact fz.

FIG. 41 is a diagram for explaining the degree of impact fx to be subjected to level discrimination in the embodiment shown in FIGS. The degree of impact fx is the sum V (= Vx + Vz) of the one-time integral value Vx and Vz.

FIG. 42 is a diagram for explaining the operation of level discriminating the above-mentioned sum V, which is the degree of impact fx, with the threshold value Th0 in the embodiment shown in FIGS. Time t when the above sum V becomes equal to or greater than threshold value Th0
At 41, a control signal is generated from the processing circuit 1 and the occupant protection means 7 operates to ensure occupant protection. In this way, as the degree of impact fz of the vehicle in the vertical direction Z increases, the degree of impact fx in the traveling direction X to be level-discriminated can be greatly corrected, and therefore, the occupant protection means 7 when traveling on a rough road. Can be prevented from malfunctioning. 33 to 37 together with the embodiment of FIGS.
The embodiment of FIG. 42 may be configured to perform any of them.

FIG. 43 is a flow chart for explaining a specific operation of step r3 in FIG. 32 according to still another embodiment of the present invention. In step r3c1, the ratio ηxy (= fx / fy) is calculated and obtained.
tanθfxy is calculated and obtained.

FIG. 44 is a flow chart showing step r3 shown in FIG.
It is a figure for explaining operation of c1. Degree of impact f
x and fy are G detected by the acceleration sensors 2 and 3
x, Gy, and tanθfxy (=
fx / fy).

At Step r3c2, Step r3c1
Angle θfxy corresponding to tan θfxy obtained in
, A predetermined coefficient K51 is obtained. In step r3c3, the following equation 14 is calculated.

FIG. 45 is a diagram for explaining coefficient K51 in the embodiment of the present invention shown in FIGS. 43 and 44. As the absolute value of the angle θfxy increases, the coefficient K51 increases as a linear function. That is, the body 8
As the degree of impact fy in the left and right lateral direction Y increases, the coefficient K51 is set to be larger. When the angle θfxy is zero, the coefficient K51 is zero.

FIG. 46 is a view for explaining the degree of impact fx in the embodiment shown in FIGS. 43 to 45. FIG. 46A shows the lapse of time of the acceleration Gx in the traveling direction X detected by the acceleration sensor 2. FIG.
(2) is a diagram showing a one-time integration value Vx as a degree of impact fx. By integrating the acceleration Gx shown in FIG. 46A once, an integrated value Vx is obtained.

FIG. 47 is a view for explaining the angle θfxy in the embodiment shown in FIGS. FIG. 47A shows the acceleration Gy detected by the acceleration sensor 3. This acceleration Gy is referred to as the acceleration G described above.
Similar to the one-time integral value Vx described for x, the one-time integral value Vy is calculated and obtained. By this, tanθfxy
(= Vx / Vy) is obtained, and the angle θfxy is shown in FIG.
7 (2). By obtaining the angle θfxy, the coefficient K51 can be obtained as shown in FIG. 45 described above. Angle θ in FIG.
The relationship between fxy and the coefficient K51 is set and stored in a memory provided in the processing circuit 1 in advance.

FIG. 48 is a diagram for explaining the level discriminating operation in the embodiment shown in FIGS. 43 to 47. As shown in FIG. 48 (1), the coefficient K51 depends on θfxy and changes with time. In step r3c3 of FIG. 43, Expression 14 is calculated. In this embodiment, the degree of impact fx to be subjected to level discrimination is Vxk shown in Expression 14. Vxk = K51 · Vx (14)

At time t51 in FIG. 48 (2), the value Vxk, which is the degree of impact fx, becomes equal to or greater than the threshold value Th0, and the occupant protection means 7 operates at this time t51. As described above, in the embodiment of the present invention, the coefficient K51 is used as the value K51 obtained from the calculation of the degree of impact fx based on the degree of impact fy corresponding to the acceleration Gy in the lateral direction Y. Operation can be reliably performed.

In still another embodiment of the present invention, FIG.
The acceleration fz may be used instead of the degree of impact fy in the embodiment of FIGS. In this embodiment, the ratio ηxz (= fx / fz) shown in FIG.
Find nθfxz. In this embodiment, for example, the degrees of impact fx and fz are accelerations Gx and Gz detected by the acceleration sensors 2 and 4, respectively. The coefficient K61 is set as shown in FIG. 50 depending on the obtained angle θfxz. The coefficient K61 in FIG. 50 is used in place of the coefficient K51 in the embodiments of FIGS. 43 to 48 described above. As the absolute value of the angle θfxz increases, the coefficient K61 decreases with a linear function. Other embodiments are the same as the embodiments shown in FIGS. 43 to 48 described above.

[0114]

According to the first aspect of the present invention, the traveling direction X
Threshold T for discriminating the physical quantity gx relating to the impact of
Since h0 is changed and set in accordance with the physical quantities fy and fz relating to at least one of the impact in the lateral direction Y and the vertical direction Z, the occupant protection can be performed not only in a head-on collision but also in various irregular collisions. The occupant protection operation by the means can be reliably performed.

According to the second aspect of the present invention, the threshold value Th0 is changed small in accordance with the physical quantity fy relating to the impact in the side direction Y, so that the occupant protection means can be reliably operated even in a side collision or the like. . When the vehicle is traveling on a rough road, the threshold value Th0 is set to be large according to the physical quantity fz relating to the impact in the vertical direction Z to prevent the occupant protection unit from malfunctioning.

According to the third aspect of the present invention, the satellite sensor detects a collision at the left or right side of the front or rear of the vehicle body using a mechanical structure, and detects such a side collision. Time, the first or second angle θf
When xy and θfxz are equal to or greater than the first and second values θA1 and θA2, the threshold value Th0 is changed and set. This prevents malfunction of the occupant protection means and protects the occupant in the event of a collision. It can be performed reliably.

According to the fourth aspect of the present invention, the first or second angle θfxy, θfxz is determined in advance by the first or second angle θfxy, θfxz.
When the threshold value Th0 is within the range, the threshold value Th0 is changed and set, so that malfunction of the occupant protection means can be reliably prevented.

According to the fifth aspect of the present invention, the threshold value Th0 is changed and set according to the ratio ηxz, whereby the occupant protection means is reliably performed by the occupant protection means, and the occupant protection means malfunctions. Can be reliably prevented.

According to the sixth aspect of the present invention, the threshold value Th0 is set by changing the offset value A5 according to the ratio ηxz, whereby the occupant protection operation by the occupant protection means is reliably performed, and the malfunction is caused. Can be prevented.

According to the seventh aspect of the present invention, the threshold value Th
The upper limit of 0 is limited, and the threshold value Th0 is prevented from becoming too large, thereby preventing the occupant protection means from operating.

According to the present invention, the threshold value Th0 is changed and set in accordance with the ratio ηxy, so that the operation of the occupant protection means can be reliably performed and malfunction can be prevented.

According to the ninth aspect of the present invention, the threshold value Th0 is set by changing the offset value A6 in accordance with the ratio ηxy, whereby the occupant protection means is reliably operated and malfunction is prevented. be able to.

According to the tenth aspect of the present invention, the threshold value T
The lower limit of h0 is limited to prevent the occupant protection means from operating sensitively and malfunctioning.

According to the eleventh aspect of the present invention, the threshold value Th0 is changed and set according to the magnitudes fxy and fxz of the first and second combined vectors. The operation of the occupant protection means based on the physical quantities fy and fz relating to the impact of Z can be reliably performed.

According to the twelfth aspect of the present invention, the threshold value T
Instead of changing and setting h0, the physical quantity gx relating to the impact in the traveling direction X to be level-discriminated is changed and corrected, whereby the operation of the occupant protection means can be reliably performed and malfunction can be prevented.

According to the thirteenth aspect of the present invention, the physical quantity gx relating to the impact to be level-discriminated is changed and corrected according to the physical quantities fy and fz relating to the impact in the lateral direction Y or the vertical direction Z. The operation can be reliably performed, and malfunction can be prevented.

According to the fourteenth aspect of the present invention, the physical quantity fy or fz relating to the impact in the lateral direction Y or the vertical direction Z is corrected by adding the physical quantity fy or fz relating to the impact to the physical quantity gx relating to the impact to be level-discriminated. The occupant protection means is reliably operated in accordance with the condition (1), and malfunction is prevented.

According to the fifteenth aspect of the present invention, the first calculating means calculates and calculates the first or second angle θfxy, θfxz, and the second calculating means calculates the first or second angle θfxy, θfxz according to the first or second angle θfxy, θfxz. Since the physical quantity gx relating to the impact to be discriminated is corrected and set,
The occupant protection means can be reliably operated at the time of an irregular collision, and a malfunction such as running on a rough road can be prevented.

[Brief description of the drawings]

FIG. 1 is a block diagram showing an electrical configuration of an embodiment of the present invention.

FIG. 2 is a plan view of a part of the vehicle 8;

FIG. 3 is a flowchart for explaining the operation of the processing circuit 1;

FIG. 4 shows a traveling direction X detected by an acceleration sensor 2.
FIG. 6 is a waveform diagram of a signal representing acceleration Gx of FIG.

FIG. 5 is a waveform diagram of a signal obtained by subjecting the signal shown in FIG. 4 from the acceleration sensor 2 to low-pass filtering by a low-pass filter.

FIG. 6 is a diagram showing a coordinate system of accelerations Gx and Gy detected by the acceleration sensors 2 and 3;

FIG. 7 is a plan view showing a simplified state of an irregular collision of the vehicle 8. FIG. 7A shows a state where the vehicle 8 has offset and collided with the vehicle 8a ahead in the lateral direction Y. FIG.
(2) shows a state when the vehicle 8 obliquely collides with the vehicle 8b ahead.

FIG. 8 is a flowchart illustrating a specific operation of step s3 in FIG. 3;

FIG. 9 is a diagram showing a coefficient ky1 corresponding to the degree of impact fy.

FIG. 10 is a diagram showing a coefficient kz1 corresponding to the degree of impact fz.

FIG. 11 is a waveform chart for explaining an operation of level discriminating the degree of impact fx of the vehicle 8 in the traveling direction x with a threshold value Th0. FIG. 11 (1) is a waveform diagram showing the time lapse of the degree of impact fx, and FIG. 11 (2) is a threshold value Th.
It is a waveform diagram which shows the time progress of the degree of impact fy, fz for correcting 0.

FIG. 12 shows an acceleration G detected by the acceleration sensor 2.
FIG. 9 is a diagram for explaining a calculation operation of calculating an integrated value Vx once by performing an interval integration of x.

FIG. 13 is a diagram showing a lapse of time of a single integral value Vx.

FIG. 14 is a view showing the above-described FIG. 3 in another embodiment of the present invention.
9 is a flowchart for explaining a specific operation of step s3 of FIG.

FIG. 15 is a diagram for explaining sinθfxy in FIG. 14;

FIG. 16 is a diagram for explaining sinθfxz in FIG. 14;

FIG. 17 is a block diagram showing a configuration in which the condition of step s3b2 in FIG. 14 is satisfied.

FIG. 18 shows still another embodiment of the present invention.
9 is a flowchart for explaining a specific operation of step s3 of FIG.

FIG. 19 is a diagram for explaining an angle θfxy.

FIG. 20 is a diagram for explaining the operation of the level discriminating means according to the embodiment of the present invention shown in FIGS. 18 and 19;

FIG. 21 is a flowchart illustrating a specific operation of step s3 in FIG. 3 according to another embodiment of the present invention.

FIG. 22 is a diagram illustrating a level discrimination operation using a threshold Th0 in the embodiment shown in FIG. 21;

FIG. 23 is a diagram for describing an operation of level discriminating the degree of impact fx in the traveling direction X in the embodiment shown in FIGS. 21 and 22.

FIG. 24 is a flowchart illustrating a specific operation of step s3 in FIG. 3 according to still another embodiment of the present invention.

FIG. 25 is a diagram showing an offset value A5 used in step s3f2 of FIG.

FIG. 26 shows a step s of FIG. 3 according to another embodiment of the present invention.
9 is a flowchart for explaining a specific operation of No. 3;

FIG. 27 is a flowchart illustrating a specific operation of step s3 in FIG. 3 according to still another embodiment of the present invention.

FIG. 28 shows a step s of FIG. 3 according to another embodiment of the present invention.
6 is a flowchart specifically showing the operation of FIG.

29 is a diagram showing a degree of impact fy in the lateral direction Y in the embodiment shown in FIG. 28, for example, an offset value A6 corresponding to the acceleration Gy in this embodiment.

FIG. 30 shows still another embodiment of the present invention.
9 is a flowchart for explaining a specific operation of step s3 of FIG.

FIG. 31 is a flowchart illustrating a specific operation of step s3 in FIG. 3 according to still another embodiment of the present invention.

FIG. 32 is a processing circuit 1 according to another embodiment of the present invention.
5 is a flowchart for explaining the operation of FIG.

FIG. 33 is a flowchart illustrating a specific operation of step r3 in FIG. 32 according to another embodiment of the present invention.

FIG. 34 is a diagram for describing a degree of impact fx in the traveling direction X in the embodiment shown in FIG. 33.

FIG. 35 is a diagram for describing the degree of impact fy in the lateral direction Y in the embodiment shown in FIGS. 33 and 34.

FIG. 36 is a flowchart illustrating the operation of step r3a1 in FIG. 33 described above.

FIG. 37 is a diagram illustrating a level discrimination operation in the embodiment shown in FIGS. 33 to 36.

FIG. 38 is a flowchart for explaining a specific operation of step r3 in FIG. 32 according to still another embodiment of the present invention;

FIG. 39 shows the degree of impact f of the embodiment shown in FIG.
It is a figure for explaining the degree of impact Vx which is x.

FIG. 40 is a diagram for explaining a one-time integration value Vz which is a degree of impact fz.

FIG. 41 is a diagram for explaining a degree of impact fx to be level-discriminated in the embodiment shown in FIGS. 38 to 40;

FIG. 42 is a diagram for explaining an operation of performing level discrimination of the above-mentioned sum V, which is the degree of impact fx, with a threshold value Th0 in the embodiment shown in FIGS.

FIG. 43 is a flowchart illustrating a specific operation of step r3 in FIG. 32 according to still another embodiment of the present invention.

FIG. 44 is a view for explaining the operation of step r3c1 shown in FIG. 43.

FIG. 45 is a diagram illustrating a coefficient K51 in the embodiment of the present invention shown in FIGS. 43 and 44.

FIG. 46 is a diagram for describing a degree of impact fx in the embodiment shown in FIGS. 43 to 45.

FIG. 47 is a view for explaining an angle θfxy in the embodiment shown in FIGS. 43 to 46;

FIG. 48 is a view for explaining a level discrimination operation in the embodiment shown in FIGS. 43 to 47;

FIG. 49 shows angles θfx of accelerations Gx and Gz, which are degrees of impact fx and fx, in still another embodiment of the present invention.
FIG. 7 is a diagram for explaining z.

50 shows an angle θ in the embodiment shown in FIG. 49.
It is a figure for explaining coefficient K61 corresponding to fxz.

[Explanation of symbols]

 Reference Signs List 1 processing circuit 2, 3, 4 acceleration sensor 5, 6 satellite sensor 7 occupant protection means 8 vehicle 12 AND gate 13 OR gate 14 threshold setting circuit Gx, Gy, Gz acceleration fz, fy, fz;

 ──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Jun Fujiwara 1-2-28 Goshodori, Hyogo-ku, Kobe City, Hyogo Prefecture Inside Fujitsu Ten Limited (72) Inventor Shingo Taguchi 1-chome, Goshodori, Hyogo-ku, Kobe City, Hyogo Prefecture 2-28 Fujitsu Ten Co., Ltd. (72) Inventor Rebun Takasuka 1-2-28 Fujitsu Ten Co., Ltd.Hyogo Prefecture Kobe City Goshodori 1-2-28 Inventor Norio Yamashita Kobe City, Hyogo Prefecture Hyogo Ward Goshodori 1-2-2, Fujitsu Ten Co., Ltd. (72) Inventor Noribun Iyoda 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. F-term (reference) 3D018 MA00 3D054 EE14 EE19 EE20 EE21 EE22 EE38 EE41 EE44 FF16

Claims (15)

[Claims] 1. Physical quantity detecting means for detecting a physical quantity relating to at least an impact in a traveling direction X of a vehicle and a physical quantity relating to an impact in a lateral direction Y or a vertical direction Z, and occupant protection provided in the vehicle and performing an occupant protection operation. Means for responding to the output of the physical quantity detecting means, wherein the physical quantity relating to the impact in the traveling direction X of the vehicle is equal to or greater than a threshold Th0;
A level discriminating means for operating the occupant protection device, and a threshold value responsive to an output of the physical quantity detecting means for changing and setting a threshold value Th0 corresponding to a physical quantity relating to an impact in the lateral direction Y or the vertical direction Z of the vehicle. An occupant protection device for a vehicle, comprising: a setting unit. 2. The method according to claim 1, wherein the threshold value setting means includes a threshold value Th0.
Is set to be smaller and smaller as the physical quantity related to the impact in the lateral direction Y of the vehicle increases, or
2. The occupant protection system for a vehicle according to claim 1, wherein the setting is changed greatly as the physical quantity related to the impact increases. 3. A collision sensor provided at a front portion or a rear portion of the vehicle for detecting a collision in the traveling direction X, and a calculating means, wherein a physical quantity relating to the impact in the traveling direction X and a physical quantity relating to the impact in the side direction Y are used. The first angle θfxy with respect to the traveling direction X in the plane between the traveling direction X and the side direction Y, or the plane between the traveling direction X and the vertical direction Z based on the physical quantity relating to the impact in the traveling direction X and the physical quantity relating to the impact in the vertical direction Z Calculating means for calculating a second angle θfxz with respect to the traveling direction X at a threshold value. The threshold value setting means responds to the output of the collision sensor and the calculating means, detects a collision, and sets the first angle θfxy to a predetermined value. When the first angle θfxy is greater than the value θA1 of 1 or the second angle θfxz is greater than or equal to the second predetermined value θA2, the threshold value Th0 decreases as the first angle θfxy increases. Ku changes,
2. The occupant protection system for a vehicle according to claim 1, wherein the second angle θfxz is set to be greatly changed as the second angle θfxz is increased. A first angle θfxy with respect to the traveling direction X in a plane between the traveling direction X and the lateral direction Y based on a physical quantity relating to the impact in the traveling direction X and a physical quantity relating to the impact in the lateral direction Y, or Calculating means for calculating a second angle θfxz with respect to the traveling direction X in a plane between the traveling direction X and the vertical direction Z based on the physical quantity relating to the impact in the traveling direction X and the physical quantity relating to the impact in the vertical direction Z; The means responds to the output of the arithmetic means, and when the first angle θfxy is within a predetermined first range or the second angle θfxz is within a predetermined second range, sets a threshold Th0 as As one angle θfxy increases, it changes smaller,
2. The occupant protection system for a vehicle according to claim 1, wherein the second angle θfxz is set to be greatly changed as the second angle θfxz is increased. 5. A calculating means for calculating a ratio ηxz of a physical quantity related to an impact in the traveling direction X to a physical quantity related to an impact in a vertical direction Z, wherein the threshold value setting means responds to the output of the calculating means and generates a threshold value Th0. The occupant protection device for a vehicle according to claim 1, wherein the value is set so as to greatly change as the ratio ηxz decreases. 6. A calculating means for calculating a ratio ηxz of a physical quantity relating to an impact in the traveling direction X to a physical quantity relating to an impact in the vertical direction Z, and setting such that the offset value A5 increases as the physical quantity relating to the impact in the vertical direction Z increases. The threshold setting means responds to the outputs of the calculating means and the offset setting means, and adds the offset value A5 when the ratio ηxz is equal to or less than a predetermined value K21. Value T
The vehicle occupant protection device according to claim 1, wherein h0 is set. 7. The occupant protection system according to claim 5, further comprising limiter means for limiting the threshold value Th0 so as not to exceed a predetermined upper limit value. 8. A calculating means for calculating a ratio ηxy of a physical quantity related to an impact in the traveling direction X to a physical quantity related to an impact in a lateral direction Y, wherein the threshold value setting means responds to an output of the calculating means and sets a threshold value Th0. The occupant protection device for a vehicle according to claim 1, wherein the value is set to be smaller as the ratio ηxy becomes smaller. 9. A calculating means for calculating a ratio ηxy of a physical quantity relating to the impact in the traveling direction X to a physical quantity relating to the impact in the lateral direction Y, such that the offset value A6 decreases as the physical quantity fy relating to the impact in the lateral direction Y increases. An offset setting means for setting, wherein the threshold value setting means responds to the outputs of the calculating means and the offset setting means and adds an offset value A6 when the ratio ηxy is less than a predetermined value K41. Threshold T
The vehicle occupant protection device according to claim 1, wherein h0 is set. 10. The vehicle occupant protection system according to claim 8, further comprising limiter means for limiting the threshold value Th0 so as not to be less than a predetermined lower limit value. 11. A computing means, comprising: a magnitude fxy of a first composite vector of a physical quantity relating to an impact in the traveling direction X and a physical quantity relating to an impact in the lateral direction Y; Calculating means for calculating the physical quantity relating to the impact and the magnitude fxz of the second combined vector, wherein the threshold value setting means responds to the output of the computing means; Is greater than or equal to C1 or the magnitude fxz of the second combined vector is greater than or equal to a predetermined second value C2, the threshold value Th0
Is reduced as the magnitude fxy of the first combined vector increases, or the magnitude fxz of the second combined vector
2. The occupant protection system for a vehicle according to claim 1, wherein the value is set to be changed greatly as the value becomes larger. 12. A physical quantity detecting means for detecting a physical quantity relating to at least an impact in a traveling direction X of the vehicle and a physical quantity relating to an impact in a lateral direction Y or a vertical direction Z, and an occupant protection provided in the vehicle and performing an occupant protection operation. Means for responding to the output of the physical quantity detecting means, and changing and correcting the physical quantity related to the impact in the traveling direction X of the vehicle in accordance with the physical quantity related to the impact in the lateral direction Y or the vertical direction Z of the vehicle; And a level discriminating means for operating the occupant protection means when the corrected physical quantity related to the impact in the traveling direction X of the vehicle is equal to or greater than the threshold Th0 in response to the output of the occupant protection means. apparatus. 13. The physical quantity relating to the impact in the traveling direction X of the vehicle increases as the physical quantity relating to the impact in the lateral direction Y of the vehicle increases, or the physical quantity relating to the impact in the vertical direction Z of the vehicle increases. 13. The occupant protection system for a vehicle according to claim 12, wherein the correction is made as large as possible. 14. The system according to claim 1, wherein the correction means adds a physical quantity related to the impact in the lateral direction Y or the vertical direction Z of the vehicle to a physical quantity related to the impact in the traveling direction X of the vehicle to be level-discriminated. 13
An occupant protection device for a vehicle as described in the above. 15. A correcting means, which is a first calculating means, and is configured to determine a physical amount relating to an impact in the traveling direction X and a physical amount relating to an impact in the lateral direction Y with respect to the traveling direction X in a plane between the traveling direction X and the lateral direction Y. First calculating means for calculating a first angle θfxy or a second angle θfxz with respect to the traveling direction X in a plane between the traveling direction X and the vertical direction Z based on the physical quantity relating to the impact in the traveling direction X and the physical quantity relating to the impact in the vertical direction Z In response to the output of the first calculating means, the physical quantity relating to the impact in the traveling direction X of the vehicle to be discriminated in level is greatly corrected as the first angle θfxy increases, or as the second angle θfxz increases, 14. The occupant protection system for a vehicle according to claim 13, further comprising: a second calculation unit that performs a small correction.