JP2006076473A - Airbag system control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an airbag system control device capable of adequately determining the ignition according to various kinds of collision modes by controlling the time to the deployment according to the behavior of the operated value. <P>SOLUTION: The airbag system control device to develop an airbag to protect an occupant when detecting a collision of a vehicle comprises a calculation means to calculate the operated value 1 and the operated value 2 by processing the output of an acceleration sensor provided on the vehicle, a map to store the set time to the deployment in each area of the matrix with the operated values as coordinate axes, a counter to count the time in which the operated value 1 and the operated value 2 belong to one area on the map, and an ignition determination means to issue the ignition signal to activate the deployment when the value of the counter reaches the set time on the corresponding area in the map. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control device in an airbag system that deploys an airbag that protects an occupant when a vehicle collision is detected.

  An air bag system is employed for the purpose of protecting passengers in the event of a vehicle collision. Such an airbag system is provided with an acceleration sensor for detecting the acceleration of the vehicle, the output of the acceleration sensor is processed by an arithmetic unit such as a filter or an integrator, and the calculated value is compared with a preset threshold value. This is a system for deploying an airbag when a threshold value is exceeded.

  In particular, should two types of calculation methods be used to determine two calculation values and determine the position of the calculation value on a two-dimensional coordinate map with a fixed threshold value, to start deployment? There are cases in which an ignition determination of no is made. FIG. 1 shows such a conventional ignition determination map. Here, the calculated value 1 on the vertical axis is, for example, a time integral value of acceleration over the past fixed time (for example, several tens of milliseconds) up to the present, while the calculated value 2 on the horizontal axis is, for example, the past It is the time integral value of acceleration over an infinite period.

  In FIG. 1, depending on the state of the collision, a locus represented by the calculation value 1 and the calculation value 2 may be drawn on the line indicating the threshold value as shown in FIG. That is, the ignition timing is delayed because the calculated value 1 that has once increased is decreased. In this way, when the actual calculation value becomes smaller than the value assumed at the time of design, a situation occurs in which the calculation value does not exceed the threshold value and the ignition is not performed or the ignition is delayed even though a collision has occurred. .

  In addition, as a prior art document related to a technique for performing an airbag ignition determination from an acceleration calculation value and a map, Patent Document 1 below is a value that is counted each time the calculation value passes through each region provided in the map. Discloses a technique for deploying an airbag when a threshold value exceeds a threshold. Patent Document 2 below discloses a technique for deploying an airbag when a calculated value exceeds a threshold provided in a map.

Japanese Patent Laid-Open No. 9-226515 JP 2002-67870 A

  The present invention has been made in view of the above-described problems, and an object of the present invention is to make an appropriate ignition determination according to various collision modes by controlling the time until deployment according to the behavior of the calculated value. An object of the present invention is to provide a control device for an airbag system.

  In order to achieve the above object, according to a first aspect of the present invention, there is provided a control device for an air bag system that deploys an air bag that protects an occupant when a vehicle collision is detected. Calculation means for processing the sensor output to calculate the first and second calculation values, and a set time until expansion is stored in each area of the matrix using the first and second calculation values as coordinate axes. A map for counting the time during which the first and second calculation values calculated by the calculation means belong to one area on the map, and the value of the counter corresponds to the corresponding value in the map. There is provided an air bag system control device comprising ignition determination means for issuing an ignition signal for starting deployment when a set time on a region to be reached is reached.

  Further, according to the present invention, the ignition determination means maintains the counter in a clear state when the first and second calculation values belong to a development prohibited area in the map.

  Further, according to the present invention, when the first and second calculation values shift from one region to another region, the ignition determination means continues counting the counter, and the counter value shifts. An ignition signal is issued when the set time on the previous area is reached.

  Further, according to the present invention, the ignition determination means determines the value of the counter from the set time on the transfer source area when the first and second calculation values shift from one area to another area. When the set time on the transition destination area is smaller than the time obtained by subtracting, the time is started after clearing the counter, and when the counter value reaches the set time on the transition destination area Issue an ignition signal.

  Further, according to the present invention, the ignition determination means is configured such that when the first and second calculated values are transferred from one area to another area, the set time on the transfer destination area is the transfer source area. When the time is larger than the above set time, the time of the counter is started with the time obtained by subtracting the counter value from the set time on the transfer source area as an initial value, and the counter value is on the transfer destination area. An ignition signal is issued when the set time is reached.

  Further, according to the present invention, the ignition determination means is configured such that when the first and second calculated values are transferred from one area to another area, the set time on the transfer destination area is the transfer source area. When the time is larger than the above set time, timing is started after clearing the counter, and an ignition signal is issued when the value of the counter reaches the set time on the transition destination area.

  Further, according to the present invention, the ignition determination means obtains a ratio of the value reached by the counter for each region with respect to a set time, and when the integrated value obtained by integrating the obtained ratio reaches a predetermined value, the ignition signal Issue.

  According to the invention, the ignition determination means sets an upper limit value for the counter.

  According to the invention, the ignition determination means sets a lower limit value for the counter.

  Further, according to the present invention, the ignition determination means makes the set time on the map variable according to the state of the satellite sensor.

  Further, according to the present invention, the ignition determination means makes the operation speed of the counter variable according to the state of the satellite sensor.

  According to the present invention, the ignition determination means enables the counter to operate when the satellite sensor is on.

  According to the present invention, the ignition determination means enables the counter to be operated when a collision is detected in advance according to a state of a system that monitors the periphery of the vehicle.

  Further, according to the present invention, the ignition determination means makes the set time on the map variable according to a detection value by a system for detecting the occupant's physique.

  Further, according to the present invention, the ignition determination means makes the set time on the map variable according to the position of the seat position.

  Further, according to the present invention, the ignition determination unit clears the counter or prohibits the updating of the counter when the acceleration sensor fails or when a communication error occurs.

  According to the present invention, the airbag system includes a plurality of acceleration sensors to detect a side collision, and the ignition determination unit uses an acceleration sensor that is not on the collision side as a safing unit.

  Further, according to the present invention, the airbag system uses a second map storing a threshold value for performing a determination to activate deployment based on the first and second calculated values, and the ignition system The determination means lowers the threshold when the value of the counter exceeds the set time.

  Further, according to the present invention, the airbag system uses a second map storing a threshold value for performing a determination to activate deployment based on the first and second calculated values, and the integration When the value exceeds a predetermined value, the threshold value is lowered.

  According to the present invention, the ignition determination unit prohibits the operation of the counter during the initial setting operation of the airbag system.

  In the control device of the airbag system according to the present invention, the conventional fixed map may not exceed or exceed the calculated value depending on the collision state (normal collision, offset collision, etc.). The problem is solved. That is, in the control device for an airbag system according to the present invention, time weighting is added to a position on the calculated value map, so that the airbag can be deployed early even if the calculated value is small. Become.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 2 is a diagram showing a configuration of an embodiment of a control device for an airbag system according to the present invention. In the same figure, the code | symbol 100 shows a vehicle and the left side of a figure is the front of a vehicle. Reference numeral 110 denotes an airbag ECU (electronic control unit). The ECU 110 includes a floor G sensor 112 for detecting impact acceleration, an input / output interface circuit 114, a CPU (central processing unit) 116, a memory 118, and the like. It is installed. Further, front G sensors (satellite sensors) 130L and 130R for quickly detecting acceleration during a low-speed collision are mounted on the left and right sides of the front portion of the vehicle 100, respectively.

  FIG. 3 shows an ignition determination map according to the present invention. This map is stored in the memory 118 in advance. In this map, the calculated value 1 on the vertical axis is, for example, a time integral value of acceleration over a fixed time (for example, several tens of milliseconds) up to the present, while the calculated value 2 on the horizontal axis is, for example, the past It is the time integral value of acceleration over an infinite period. This map is formed into a matrix, and each area of the matrix stores a set time until expansion in units of milliseconds.

  Note that “null” is stored as a map value in a region where the calculated value 1 or the calculated value 2 is small, and this “null” indicates a region where ignition is not performed, that is, a development prohibited region. On the other hand, “0” is stored as a map value in a region where the calculated value 1 or the calculated value 2 is large, and this “0” indicates a region where ignition, that is, development is performed immediately.

  FIG. 4 is a flowchart showing a processing procedure of an airbag control routine executed under the control of the CPU (central processing unit) 116. First, in step 202, acceleration data is detected from the output of the floor G sensor 112. Next, in step 204, the detected acceleration data is converted from an analog value to a digital value.

  Next, in step 206, the above-described calculation value 1 and calculation value 2 are calculated based on the A / D converted acceleration data. Next, at step 208, ignition determination processing is executed based on these calculated values and the ignition determination map stored in the memory 118. A configuration example of this ignition determination process will be described later. In step 210, it is determined whether or not the ignition signal is turned on by the ignition determination process. If the ignition signal is turned on, the process proceeds to step 212, where the air bag is developed by a drive circuit (not shown), while the ignition signal is turned on. If the signal is off, loop back to step 202.

  FIG. 5 is a flowchart showing a configuration example of the ignition determination process executed in step 208 in FIG. First, in step 302, it is determined whether the position consisting of the calculation value 1 and the calculation value 2 belongs to the expansion prohibited area or the expansion area on the ignition determination map (FIG. 3). If it belongs to the development prohibited area, the process proceeds to step 304, the predetermined time counter CNT is cleared to 0, and this routine is terminated. On the other hand, if the position consisting of the calculation value 1 and the calculation value 2 belongs to the development area, the process proceeds to step 306 and subsequent steps.

  In step 306, the time counter CNT is incremented. Next, at step 308, it is determined whether or not the region to which the calculation value 1 and the calculation value 2 belong has changed from the region at the time of the previous travel of this routine. If there is a change in the area, in step 310, the current map value M (n) is set as the set time LTIME until development. Next, at step 312, it is determined whether or not the value of the time counter CNT has reached the set time LTIME until deployment. If it has reached, the ignition signal is turned on at step 314.

  In the case where the above ignition determination process is repeatedly executed, when the position consisting of the calculation value 1 and the calculation value 2 continues to belong to the same development region, the time chart of the time counter CNT and the set time LTIME until the development is shown in FIG. It can be seen that the ignition is turned on and the airbag is deployed after a time defined in the region from the time when the region is entered.

  Further, according to the above ignition determination process, when the position of the calculation value 1 and the calculation value 2 shifts from the development region to the development prohibition region, the time chart of the time counter CNT and the set time LTIME until the development is shown in FIG. Will be shown. In such a case, as shown in the figure, the explosion is prevented by clearing the counter.

  Further, according to the above ignition determination process, when the position consisting of the calculation value 1 and the calculation value 2 shifts from one development area to another development area, the time chart of the time counter CNT and the set time LTIME until the development is shown in FIG. This is shown in FIG. That is, as shown in the figure, the LTIME is updated to the map value defined in the next area, and the ignition is turned on when the CNT reaches the updated LTIME, thereby realizing early deployment of the airbag. The

  FIG. 9 is a flowchart illustrating another configuration example of the ignition determination process. First, in step 402, it is determined whether the position consisting of the calculation value 1 and the calculation value 2 belongs to the expansion prohibited area or the expansion area on the ignition determination map (FIG. 3). If it belongs to the development prohibited area, the process proceeds to step 404, the time counter CNT is cleared to 0, and this routine is terminated. On the other hand, if the position consisting of the calculation value 1 and the calculation value 2 belongs to the development area, the process proceeds to step 406.

  In step 406, it is determined whether or not the current area has changed from the previous area. If the area has not changed, the time counter CNT is incremented in step 408, and then the process proceeds to step 420. On the other hand, if the area has changed, the routine proceeds to step 410, where it is determined whether or not the current map value M (n) is smaller than the previous map value M (n-1).

  If the current map value M (n) is greater than or equal to the previous map value M (n−1), the process proceeds to step 412 to set “M (n−1) −CNT” in the time counter CNT, Set M (n) to the set time LTIME until deployment. Then, the process proceeds to step 420.

  On the other hand, if the current map value M (n) is smaller than the previous map value M (n−1), the process proceeds to step 414, where M (n) is smaller than “M (n−1) −CNT”. It is determined whether or not. If M (n) is smaller than “M (n−1) −CNT”, the process proceeds to step 416 to clear the time counter CNT and set M (n) to the set time LTIME until the development. On the other hand, if M (n) is greater than or equal to “M (n−1) −CNT”, the process proceeds to step 418 to increment the time counter CNT. After execution of step 416 or 418, the process proceeds to step 420.

  In step 420, it is determined whether or not the value of the time counter CNT has reached the set time LTIME until deployment. If so, the ignition signal is turned on in step 422.

  In this ignition determination process, when a transition is made to a map value area larger than the map value of the previous area, the set time LTIME until deployment is replaced with a new map value as shown in FIG. Since the CNT restarts with the remaining time “M (n−1) −CNT” until the development by the count so far as an initial value, the ignition can be accelerated.

  Further, according to this ignition determination process, when the map value region is smaller than the map value of the previous region, the current map value M (n) is the remaining time “M” until the development based on the current count. When it is smaller than (n-1) -CNT ", as shown in FIG. 11, the set time LTIME until deployment is replaced with a new map value, and the time counter CNT is cleared and started. As compared with the case where the set time up to is not updated, ignition is accelerated.

  Note that the steps shown in FIG. 12 may be employed in place of step 412 in the flowchart of FIG. According to this process, when a shift is made to a map value area that is larger than the map value of the previous area, the set time LTIME until expansion is replaced with a new map value M (n) as shown in FIG. The time counter CNT is also cleared and restarted. This will prevent accidental explosions.

  FIG. 14 is a flowchart illustrating still another configuration example of the ignition determination process. First, in step 502, it is determined whether the position consisting of the calculation value 1 and the calculation value 2 belongs to the expansion prohibited area or the expansion area on the ignition determination map (FIG. 3). If it belongs to the development prohibited area, the process proceeds to step 504, the time counter CNT is cleared to 0, and this routine is terminated. On the other hand, if the position consisting of the calculation value 1 and the calculation value 2 belongs to the development area, the process proceeds to step 506.

  In step 506, it is determined whether or not the current area has changed from the previous area. If the area has changed, the process proceeds to step 508, where the time counter CNT is cleared and the current map value M (n) is set to the set time LTIME until development. On the other hand, if the area has not changed, the time counter CNT is incremented in step 510 and the value of the value reached by the time counter CNT is calculated for each area (i) by the calculation R (i) ← CNT / LTIME. A ratio R (i) with respect to the set time LTIME is obtained.

  After execution of step 508 or 510, the process proceeds to step 512, and an integrated value ΣR (i) obtained by integrating the ratio R (i) obtained for each region is obtained as a total ratio TR. Next, in step 514, it is determined whether or not the total ratio TR has reached a predetermined reference value TR0. If TR has reached TR0, the ignition signal is turned on in step 516.

  According to the ignition determination process of FIG. 14, as shown in FIG. 15, when the total ratio TR = ΣR (i) = Σ (CNT / LTIME) exceeds a predetermined value (for example, 0.8), ignition is performed. This will facilitate early deployment.

  In the ignition determination process shown above (FIGS. 5, 9, and 14), if the deployment is delayed too much, the adverse effect on the human body due to the airbag becomes a problem. When the counter CNT value exceeds the upper limit value, the CNT is cleared or the expansion prohibition flag (the flag for prohibiting expansion under certain conditions) is turned on. It is preferable to prevent development delay.

  Also, in order to prevent a situation in which the set time until deployment is too short and the airbag is deployed excessively when the calculated value suddenly increases due to a communication error or garbled RAM or the like, it is shown in FIG. 17 after updating the counter CNT. When such a step is provided and the value of the counter CNT falls below the lower limit value, it is preferable to prevent the situation by turning on the development prohibition flag.

  Furthermore, the set time until deployment can be made variable depending on the state of the satellite sensor (130L or 130R), and the deployment can be accelerated when the satellite sensor is on. For example, a step as shown in FIG. 18 is provided at the beginning of the ignition determination process (FIGS. 5, 9, and 14), and the ignition determination map is switched when the satellite sensor is on. Alternatively, each value of one ignition determination map may be multiplied by a predetermined coefficient.

  Further, the operating speed of the counter CNT can be made variable according to the state of the satellite sensor, so that the deployment can be accelerated when the satellite sensor is on. For example, when the increment at the time of increment of the counter CNT is used as a variable, the step shown in FIG. 19 is provided at the beginning of the ignition determination process (FIGS. 5, 9, and 14), and the satellite sensor is on. Sets the increment of the counter CNT large. Alternatively, the cycle for incrementing the counter CNT may be reduced.

  In addition, by permitting the operation of the counter CNT from the time when the satellite sensor is turned on, it is possible to reliably perform ignition determination only at the time of a collision and prevent erroneous explosion. Specifically, for example, a counter enable flag for permitting the operation of the counter CNT is provided, and a step as shown in FIG. 20 is added at the beginning of the ignition determination process (FIGS. 5, 9, and 14) to When the sensor is on, the counter enable flag is set to on.

  By the way, a vehicle may be provided with a system for monitoring the surroundings with a radar or the like. In such a vehicle, by permitting the operation of the counter CNT when a collision is detected in advance by such a system, it is possible to reliably perform ignition determination only at the time of the collision and prevent erroneous explosion. Specifically, for example, a counter enable flag that permits the operation of the counter CNT is provided, and a step as shown in FIG. 21 is added at the beginning of the ignition determination process (FIGS. 5, 9, and 14) to If the counter is detected in advance, the counter enable flag is set to ON.

  In addition, a vehicle may be provided with a system that detects the physique of an occupant with a camera or the like. In such a vehicle, the set time until deployment is made variable according to the occupant's physique, the set time is corrected, and the contact position between the occupant and the air bag is maintained in an appropriate state, thereby reducing harm. Is preferred. Specifically, for example, a step as shown in FIG. 22 is added at the beginning of the ignition determination process (FIGS. 5, 9, and 14), and ignition is performed so that deployment is delayed when the occupant's physique is small. The map value of the judgment map is corrected.

  Note that, when the vehicle is provided with a system that detects the occupant's physique at the position of the seat position, the same processing as the processing of FIG. 22 can be realized.

  Further, various types of failure diagnosis are generally performed in vehicles. Therefore, it is preferable to prohibit the update of the time counter when the G sensor fails or when a communication error occurs. Specifically, for example, a counter disable flag for prohibiting the operation of the counter CNT is provided, and a step as shown in FIG. 23 is added at the beginning of the ignition determination process (FIGS. 5, 9, and 14). When the G sensor fails or a communication error occurs, the counter disable flag is set to ON. Alternatively, the counter CNT may be cleared.

  By the way, this invention is applicable also to the airbag system which has a some G sensor and detects a side collision. In such a system, for example, as shown in FIG. 24, pillar sensors 140L and 140R are provided as G sensors on the left and right sides of the vehicle 100, and the central ECU 110 detects the acceleration in the vehicle lateral (Y) direction. An axis sensor 150 is provided. Therefore, for example, when the pillar sensor 140R detects a side collision by the above-described processing, the pillar sensor 140L or the Y-axis sensor 150 should be used as a safing sensor for confirming that a collision has actually occurred. Can do. That is, the ignition determination by the pillar sensor 140R is validated only when the safing sensor 140L or 150 detects a collision.

  Depending on the vehicle, the conventional ignition determination based on the map of FIG. 1 and the ignition determination of the present invention based on the map of FIG. 3 may be used in combination to make a more accurate ignition determination. In that case, when the step of FIG. 25 is added to the ignition determination processing (FIGS. 5, 9, and 14) according to the present invention and the counter CNT exceeds a predetermined value, as shown in FIG. It is preferable to lower the threshold in the map. This is because the development can be accelerated.

  In addition, when the conventional ignition determination based on the map of FIG. 1 and the ignition determination process shown in FIG. 14 are used in combination, the step of FIG. 27 is added to the ignition determination process of FIG. When TR exceeds a predetermined value, the threshold value in the map of FIG. 1 may be lowered.

  By the way, when the ignition switch of the vehicle is turned on, an initial setting operation of the airbag system is generally performed. Even during such an initial setting operation, as described above, it is preferable to prevent malfunction by prohibiting the operation of the time counter CNT.

It is a figure which shows the conventional ignition determination map. It is a figure which shows the structure of one Embodiment of the control apparatus of the airbag system by this invention. It is a figure which shows the ignition determination map by this invention. It is a flowchart which shows the process sequence of the airbag control routine performed under control of CPU116. It is a flowchart which shows one structural example of an ignition determination process. It is an example of a time chart of a time counter CNT and a set time LTIME until development. It is an example of a time chart of a time counter CNT and a set time LTIME until development. It is an example of a time chart of a time counter CNT and a set time LTIME until development. It is a flowchart which shows the other structural example of an ignition determination process. It is an example of a time chart of a time counter CNT and a set time LTIME until development. It is an example of a time chart of a time counter CNT and a set time LTIME until development. It is a flowchart for demonstrating the some modification with respect to the ignition determination process of FIG. It is an example of a time chart of a time counter CNT and a set time LTIME until development. It is a flowchart which shows the further another structural example of an ignition determination process. It is an example of a time chart of a time counter CNT and a set time LTIME until development. It is a flowchart which shows the additional step with respect to an ignition determination process. It is a flowchart which shows the additional step with respect to an ignition determination process. It is a flowchart which shows the additional step with respect to an ignition determination process. It is a flowchart which shows the additional step with respect to an ignition determination process. It is a flowchart which shows the additional step with respect to an ignition determination process. It is a flowchart which shows the additional step with respect to an ignition determination process. It is a flowchart which shows the additional step with respect to an ignition determination process. It is a flowchart which shows the additional step with respect to an ignition determination process. It is a figure which shows the vehicle carrying the airbag system which detects a side collision. It is a flowchart which shows the additional step with respect to an ignition determination process. It is a figure for demonstrating the change of the threshold value of the ignition determination map of FIG. It is a flowchart which shows the additional step with respect to an ignition determination process.

Explanation of symbols

100 Vehicle 110 Airbag ECU (Electronic Control Device)
112 Floor G sensor 114 Input / output interface circuit 116 CPU (Central processing unit)
118 Memory 130L, 130R Front G sensor (satellite sensor)
140L, 140R Pillar sensor 150 Y-axis sensor

Claims (20)

A control device for an airbag system that deploys an airbag that protects an occupant when a vehicle collision is detected,
Calculating means for processing the output of an acceleration sensor provided in the vehicle to calculate first and second calculation values;
A map configured to store a set time until expansion in each region of the matrix with the first and second calculation values as coordinate axes;
A counter for measuring the time during which the first and second calculation values calculated by the calculation means belong to one area on the map;
Ignition determination means for issuing an ignition signal for activating deployment when the value of the counter reaches a set time on a corresponding region in the map;
A control device for an airbag system, comprising:   2. The control device for an airbag system according to claim 1, wherein the ignition determination unit maintains the counter in a clear state when the first and second calculation values belong to a deployment prohibited area in the map.   The ignition determination means continues counting of the counter when the first and second calculation values shift from one area to another area, and the counter value is set to a set time on the transfer destination area. The control device for an airbag system according to claim 1, wherein an ignition signal is issued when the ignition timing is reached.   When the first and second calculation values are transferred from one region to another region, the ignition determination means is less than the time obtained by subtracting the counter value from the set time on the transfer source region. The time is started after the counter is cleared when the set time on the transition destination area is small, and an ignition signal is issued when the value of the counter reaches the set time on the transition destination area. The control apparatus of the airbag system of 1.   In the case where the first and second calculation values are transferred from one region to another region, the ignition determination unit is configured such that when the set time on the transfer destination region is larger than the set time on the transfer source region, The time measurement of the counter is started with the time obtained by subtracting the counter value from the set time on the transfer source area as an initial value, and ignition is performed when the counter value reaches the set time on the transfer destination area. The control device of the airbag system according to claim 1 which issues a signal.   In the case where the first and second calculation values are transferred from one region to another region, the ignition determination unit is configured such that when the set time on the transfer destination region is larger than the set time on the transfer source region, 2. The control device for an airbag system according to claim 1, wherein time counting is started after the counter is cleared, and an ignition signal is issued when the value of the counter reaches a set time on a transition destination area.   The ignition determination means obtains a ratio of a value reached by the counter for each region to a set time, and issues an ignition signal when an integrated value obtained by integrating the calculated ratio reaches a predetermined value. The control apparatus of the described airbag system.   The control device for an airbag system according to claim 1, wherein the ignition determination means sets an upper limit value for the counter.   The control device for an airbag system according to claim 1, wherein the ignition determination means sets a lower limit value for the counter.   The control device for an airbag system according to claim 1, wherein the ignition determination means makes the set time on the map variable according to a state of a satellite sensor.   The control device for an airbag system according to claim 1, wherein the ignition determination means makes the operation speed of the counter variable according to a state of a satellite sensor.   The control device for an airbag system according to claim 1, wherein the ignition determination means enables the counter to be operated when a satellite sensor is on.   2. The control device for an airbag system according to claim 1, wherein the ignition determination unit enables the counter to operate when a collision is detected in advance according to a state of a system that monitors the periphery of the vehicle.   2. The control device for an airbag system according to claim 1, wherein the ignition determination unit makes the set time on the map variable in accordance with a detection value by a system for detecting the physique of an occupant.   The control device for an airbag system according to claim 1, wherein the ignition determination means makes the set time on the map variable according to the position of the seat position.   2. The control device for an airbag system according to claim 1, wherein the ignition determination unit clears the counter or prohibits updating of the counter when the acceleration sensor fails or a communication error occurs.   The airbag according to claim 1, wherein the airbag system includes a plurality of acceleration sensors to detect a side collision, and the ignition determination unit uses an acceleration sensor that is not on the collision side as a safing unit. System control unit.   The airbag system uses a second map that stores a threshold value for performing a determination to activate the deployment based on the first and second calculated values, and the ignition determination means includes a value of the counter The control device for an airbag system according to claim 1, wherein the threshold value is lowered when the preset time exceeds the set time.   The airbag system is used in combination with a second map storing a threshold value for performing a determination to activate deployment based on the first and second calculated values, and the integrated value exceeds a predetermined value. The control device for an airbag system according to claim 7, wherein the threshold value is lowered.   The control device for an airbag system according to claim 1, wherein the ignition determination unit prohibits the operation of the counter during an initial setting operation of the airbag system.

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