JP2006298105A - Operation control device for occupant protection device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To operate an occupant protection device under a suitable condition, by considering a forward moving tendency of a driver due to automatic braking. <P>SOLUTION: The operation control device of the occupant protection device is adopted to a vehicle loaded with an automatic braking system automatically operating a brake device in a stage before collision in which an obstacle collides to a vehicle from a vehicular front side. An operation mode of the occupant protection device is changed based on the automatic brake information about automatic braking executed by an automatically braking system. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an operation control device for an occupant protection device used in a vehicle equipped with an automatic braking system that automatically operates a braking device in a pre-collision stage where an obstacle collides with the vehicle from the front of the vehicle.

Conventionally, a braking force control device that performs brake assist control that generates a braking force larger than usual when a driver's emergency braking operation is detected, and detects whether or not a seated occupant is wearing a seat belt. An occupant protection device that is assembled to a vehicle having a belt attachment detecting means, calculates a sensor signal of an acceleration sensor, and determines that a collision occurs when the calculated value exceeds a threshold value, and the airbag control device activates the airbag. When the belt wearing detecting means detects that the seat belt is not worn and the braking force control device performs brake assist control, the threshold value of the airbag control device is lowered. A device is known (see, for example, Patent Document 1).
JP 2004-243888 A

  In recent years, there has been proposed an automatic braking system that automatically operates a braking device so as to make the vehicle body speed (collision speed) at the time of a collision as small as possible before the collision is judged to be inevitable. When the automatic braking is performed by such an automatic braking system, the amount of forward movement of the driver is likely to be larger because the driver is not aware of the braking, compared with the case where the driver performs braking independently (operating the brake pedal). .

  In this regard, in the above-described conventional technology, the threshold value is changed according to the presence or absence of the driver's emergency braking operation (whether or not the brake assist control is performed accordingly), and the driver performs braking as in the above-described automatic braking. There is an inadequate aspect in that it does not take into account the driver's tendency to move forward when he is not conscious.

  Therefore, an object of the present invention is to provide an operation control device for an occupant protection device that can operate the occupant protection device under appropriate conditions in consideration of the driver's forward movement tendency resulting from automatic braking.

In order to solve the above-described problem, according to one aspect of the present invention, the present invention is applied to a vehicle equipped with an automatic braking system that automatically operates a braking device in a pre-collision stage where an obstacle collides with the vehicle from the front of the vehicle. In the occupant protection device operation control device,
An operation control device for an occupant protection device is provided, wherein the operation mode of the occupant protection device is changed based on automatic braking information related to automatic braking executed by the automatic braking system.

  The operation control device for an occupant protection device according to this aspect includes a determination unit that determines whether the occupant protection device is operable based on a relationship between the detected deceleration of the vehicle and an operation availability determination threshold, and is executed by an automatic braking system. Based on the automatic braking information related to automatic braking, the operation availability determination threshold value may be changed. The automatic braking information may be information related to a braking amount generated by automatic operation of a braking device, and the operation availability determination threshold may be changed according to the braking amount. The automatic braking information is information related to a braking amount generated by automatic operation of the braking device, and the threshold value for determining whether or not the operation can be performed may be lower when the braking amount is large than when the braking amount is small. The occupant protection device may include an airbag device whose deployment output is variable, and the operation control device of the occupant protection device may change the deployment output of the airbag device based on the automatic braking information. The occupant protection device includes a column absorption energy variable mechanism with variable energy absorption weight provided in a steering column portion, or a seat belt tension variable mechanism with variable seat belt tension. The energy absorption weight or the seat belt tension may be changed based on automatic braking information.

  According to the present invention, it is possible to obtain an operation control device for an occupant protection device that can operate the occupant protection device under appropriate conditions in consideration of the driver's forward movement tendency due to automatic braking.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 is a system configuration diagram showing an embodiment of an occupant protection system to which an airbag ECU 40 for an occupant protection device according to the present invention is applied. The passenger protection system of this embodiment includes a pre-crash protection system (pre-crash safety system) and a post-crash protection system (post-crash safety system).

  The post-collision protection system includes an occupant protection device 50, a deceleration detection means 30, and an airbag ECU 40 that controls the operation of the occupant protection device 50.

  The occupant protection device 50 is an occupant protection device whose output level (protection performance) is variable. As schematically shown in FIG. 2, an energy absorption load provided in an air bag device whose steering output is variable and a steering column unit. Includes a variable column absorbed energy variable mechanism and a variable seat belt tension mechanism with variable seat belt tension.

  For example, referring to the airbag apparatus exemplarily shown in FIG. 1 as the occupant protection apparatus 50, the airbag apparatus includes an airbag 52 and two inflators 54 that supply gas to the airbag 52. , 54, an ignition device 56 for igniting a gas generating agent (not shown), and drive circuits 58 and 58 for energizing the ignition device 56 to ignite the gas generating agent. Therefore, the output level of the air bag device, that is, the pressure of the air bag 52 is changed by changing the number of inflators 54 to be operated out of the two inflators 54 or by changing the operation timing of the two inflators 54. By doing so, it can be adjusted.

  Similarly, the output level of the column absorption energy variable mechanism and the seat belt tension variable mechanism is adjusted depending on the number of inflators to be ignited. As disclosed in Japanese Patent Application Laid-Open No. 2003-276544, the column absorption energy variable mechanism adjusts the protruding length of the shearing pin steplessly by driving the solenoid (by controlling the current value applied to the solenoid. The energy absorption load (the load at which the shearing action pin shears the bending plate) may be variable. The occupant protection device 50 may include a motor-driven seat belt device, an inflator pull curtain device, and the like. For example, when the occupant protection device 50 is a motor-driven seat belt device, the motor-driven seat belt device is configured to be able to adjust the seat belt winding amount or the operating strength as its output level.

  As shown in FIG. 2, the deceleration detection means 30 is attached to a floor tunnel (not shown) of the vehicle 10, and is a deceleration (hereinafter referred to as “X” and “Y” directions in FIG. 2) at the attachment position. , “Floor G”) and left and right front sensors 24 and 26 that are mounted in front of a side member (not shown) of the vehicle 10 and detect the deceleration of the mounting position. ing. One front sensor may be provided at the front position in the center of the vehicle 10. Each deceleration detected by the left and right front sensors 24 and 26 is simply referred to as “front G”.

  The airbag ECU 40 is configured as a microcomputer including a CPU, a ROM, a RAM, and the like connected to each other via a bus (not shown).

  The airbag ECU 40 performs the following calculation process on the floor G detected by the floor sensor 22 to calculate the calculation values S and ΔV.

S = ∫∫G _floor (t) dt (1)
ΔV = ∫G _floor (t) dt (2)
Here, G _floor (t) represents the floor G detected at time t. However, G _floor (t) may be a value obtained by applying a predetermined filter process to the floor G. The integration interval is approximately from the collision start time t = t1 to the current time, and S (t1) = 0 and ΔV (t1) = 0. Therefore, the calculated value S physically means the relative movement amount of the object in the vehicle that is not fixed to the vehicle 10 from the collision start time to the current time with respect to the vehicle 10. Further, the calculated value ΔV physically means the relative speed of the object in the vehicle that is not fixed to the vehicle 10 from the collision start time to the current time with respect to the vehicle 10.

  The airbag ECU 40 uses the calculated value S and the calculated value ΔV to determine whether or not the occupant protection device 50 is operable, and determines the output level of the occupant protection device 50 during operation.

  FIG. 4 is a determination map showing two examples of an operation availability determination method for the occupant protection device 50.

The determination map shown in FIG. 4A is a map for determining whether or not the occupant protection device 50 is operable based on the relationship between the floor G _floor and the calculated value ΔV. FIG. 4A shows a threshold line when the vertical axis represents floor G _floor and the horizontal axis represents the calculated value ΔV. An area above the threshold line is an ON determination area, and a lower area is an OFF determination area. When the relationship between the floor G _floor and the calculated value ΔV exceeds the threshold line and shifts from the OFF determination region to the ON determination region (becomes ON determination), the airbag ECU 40 issues an operation command (ignition) to the occupant protection device 50. Signal).

The determination map shown in FIG. 4B is a map for determining whether or not the occupant protection device 50 is operable based on the floor G _floor . In FIG. 4B, the vertical axis shows the floor G _floor and the horizontal axis shows the threshold line when time is taken. An area above the threshold line is an ON determination area, and a lower area is an OFF determination area. The airbag ECU 40 sends an operation command (ignition signal) to the occupant protection device 50 when the floor G _floor exceeds the threshold line and shifts from the OFF determination region to the ON determination region (becomes ON determination).

  FIG. 5 is a control map showing two examples of the output level determination method of the occupant protection device 50.

The control map shown in FIG. 5A is a map for determining the output level of the occupant protection device 50 based on the relationship between the floor G _floor and the calculated value ΔV. FIG. 5A shows the threshold line when the vertical axis represents floor G _floor and the horizontal axis represents the calculated value ΔV. The area above the threshold line is the Hi area (area where the output level is high or high), and the area below is the Lo area (area where the output level is low or low). The airbag ECU 40 switches the output level of the occupant protection device 50 from “Lo” to “Hi” when the relationship between the floor G _floor and the calculated value ΔV exceeds the threshold line and shifts from the Lo region to the Hi region. In this embodiment, the output level is simply changed in two steps, but the output level can be determined in three or more steps.

The determination map shown in FIG. 5B is a map for determining the output level of the occupant protection device 50 based on the relationship between the floor G _floor and the calculated value S. FIG. 5B shows a threshold line when the vertical axis represents the floor G _floor and the horizontal axis represents the calculated value S. The area above the threshold line is the Hi area, and the area below the Lo line is the Lo area. The airbag ECU 40 switches the output level of the occupant protection device 50 from “Lo” to “Hi” when the relationship between the floor G _floor and the calculated value S exceeds the threshold line and shifts from the Lo region to the Hi region. In this embodiment, the output level is simply changed in two steps, but the output level can be determined in three or more steps.

  4 and 5 are merely examples, and it is possible to perform operation availability determination and output level determination using calculation values other than these parameters, and automatic braking information described below. It is also possible to change these threshold lines based on other factors (for example, how the front G appears).

  As shown in FIGS. 1 and 3, the pre-collision protection system includes a brake device 60, an obstacle detection unit 70, and a pre-crash ECU 80 that controls the operation of the brake device 60.

  The brake device 60 is actuated to suppress rotation of the wheels 90 of the vehicle 10. The brake device 60 is, for example, a disc brake type that generates a braking force by pressing a friction material (pad) on both surfaces of a disc (disk) that rotates integrally with the wheel 90 by the hydraulic pressure of the actuator, or rotates integrally with the wheel 90. Any type of brake may be used, including a drum brake type in which a friction member (shoe) is pressed against the inner surface of a rotating member (drum) by hydraulic pressure of an actuator to generate a braking force.

  The obstacle detection means 70 may be a radar sensor arranged to monitor the front of the vehicle near the front grille of the vehicle or inside the front bumper. The radar sensor radiates a detection wave, and receives a detection wave reflected by an obstacle (typically, a preceding vehicle) in the detection zone of the radar sensor among the radiated detection waves. The distance from the own vehicle and the relative direction of the obstacle with respect to the own vehicle are generated as obstacle information. The detection wave emitted by the radar sensor may be a light wave (for example, a laser wave), a radio wave (for example, a millimeter wave), or a sound wave (for example, an ultrasonic wave).

  The obstacle detection means 70 may be an image sensor. The image sensor is, for example, a sensor using a CCD (stereo) camera (hereinafter referred to as “front monitoring camera”). The front monitoring camera is mounted so as to capture a landscape in front of the vehicle, and is fixed, for example, near a room mirror in the vehicle interior. Based on the image data of the obstacle imaged by the front monitoring camera, the image sensor uses, for example, the principle of triangulation, and calculates the distance of the obstacle from the own vehicle and the relative direction of the obstacle to the own vehicle. Generated as obstacle information.

  The pre-crash ECU 80 is configured as a microcomputer including a CPU, a ROM, a RAM, and the like that are connected to each other via a bus (not shown).

  The pre-crash ECU 80 determines whether or not the obstacle ahead of the host vehicle and the host vehicle are inevitable to collide based on the detection result (obstacle information) by the obstacle detection unit 70. Various collision unavoidable determination methods have been proposed in the field of pre-crash safety systems, and any of these determination logics may be used. The inevitable determination is not necessarily an ON / OFF determination, and may be evaluated in multiple stages.

  If the pre-crash ECU 80 determines that the collision is inevitable, the pre-crash ECU 80 operates the actuator of the brake device 60 to generate a braking force. The braking of the vehicle 10 by the operation of the brake device 60 is referred to as “automatic braking” in the sense that the braking is not realized in response to the operation of the driver's brake pedal.

  FIG. 6 is a diagram showing a waveform of a deceleration G1 (hereinafter referred to as “automatic braking deceleration G1”) generated by the automatic braking. If the pre-crash ECU 80 determines that the collision with the obstacle is inevitable, the pre-crash ECU 80 determines a target deceleration (target braking force) according to the relative position / relative speed between the obstacle and the vehicle, for example. The actuator of the brake device 60 is controlled to be realized.

  FIG. 7 is a graph showing the relative movement amount (forward movement amount) of the driver with respect to the vehicle 10 in the pre-collision stage when the automatic braking is performed, with time on the horizontal axis. In FIG. 7, the relative movement amount when the seat belt is not worn is indicated by a solid line, and the relative movement amount when the seat belt is worn is indicated by a dotted line. Further, in FIG. 7, the relative movement amount after the collision start when the relative movement amount at the collision start time t <b> 1 is zero is indicated by a one-dot chain line, and the relative movement amount at the collision start time t <b> 1. The amount of relative movement after the start of the collision when is not zero (when the seat belt is not worn) is indicated by a solid line.

  When automatic braking is performed in the pre-collision stage where an obstacle collides with the vehicle 10 from the front of the vehicle, as shown in FIG. 7, the relative movement amount (≠ 0) of the driver with respect to the vehicle 10 at the collision start time t1. appear. The relative movement amount is larger when the seat belt is not worn, but also occurs when the seat belt is worn.

  As described above, when automatic braking is performed, the driver is not conscious of braking, and therefore the driver's forward movement is easier than when the driver brakes himself. This is partly due to the fact that the reaction force acting in the above does not work.) For this reason, as shown by a one-dot chain line in FIG. 7, a deviation occurs between the relative movement amount of the driver (same relative movement speed) and the actual relative movement amount (solid line) when the airbag apparatus is deployed. (Although it is smaller than that when the seat belt is worn, a similar deviation occurs.) However, as described above, it is determined whether the occupant protection device 50 can be activated and the output level is determined assuming that the relative movement amount at the collision start time t1 is zero. In the configuration in which the deviation is not considered, the deployment timing of the airbag apparatus cannot be set appropriately because the deviation is not taken into consideration.

  FIG. 8 shows how the vehicle speed changes from the start of automatic braking (broken line) and how the driver speed (absolute speed) changes when the seat belt is not worn (solid line). As shown in FIG. 8, when automatic braking is performed, the vehicle body speed decreases, but the speed of the driver does not decrease in the same manner. Therefore, a relative speed (forward movement speed) of the driver to the vehicle 10 is generated. For example, when the vehicle is decelerated at 0.8 G × 1 sec, the forward moving speed of the driver is about 30 km / h, and the collision speed at the time of the subsequent collision greatly deviates between the vehicle and the driver. That is, when the vehicle speed before starting deceleration is 60 km / h, the vehicle's collision speed is 30 km / h and the effect of automatic braking appears, but the driver's forward moving speed remains 60 km / h, and the vehicle's collision speed The impact is substantially equivalent to that at 60 km / h. The forward moving speed is more noticeable when the seat belt is not worn, but also occurs when the seat belt is worn.

  Therefore, in the present embodiment, as described in detail below, in order to reflect the forward movement amount and the forward movement speed generated during the automatic braking in the determination of whether or not the occupant protection device 50 can be activated and the determination of the output level (“ One feature is that the activation determination of the occupant protection device 50 and the output level determination are performed based on “automatic braking information”.

  The automatic braking information may include information indicating whether automatic braking is being executed or information indicating the amount of braking generated by automatic braking. In order to obtain such automatic braking information, the pre-crash ECU 80 performs the following calculation process on the automatic braking deceleration G1 during execution of automatic braking, and calculates a calculation value S1 relating to the braking amount generated by the automatic braking. And ΔV1 are calculated.

S1 = ∫∫G1 (t) dt (3)
ΔV1 = ∫G1 (t) dt (4)
In equations (3) and (4), the integration interval is from the automatic braking execution start time t = t0 to the current time (but before the collision start time t1), and S1 (0) = 0, ΔV1 (0) = 0. Therefore, the calculated value S1 physically corresponds to the relative movement amount (forward movement amount) of the occupant with respect to the vehicle 10 from the automatic braking execution start time to the current time. The calculated value ΔV1 physically corresponds to the relative speed (forward movement speed) of the occupant with respect to the vehicle 10 from the collision start time to the current time.

  The automatic braking deceleration G1 (t) may be based on an output signal of an acceleration sensor that detects acceleration in the vehicle longitudinal direction, such as the floor sensor 22 described above, or based on an output signal of a vehicle speed sensor. It may be a thing. In this case, since a deceleration component derived from factors other than automatic braking such as running resistance is included, the deceleration component derived from automatic braking may be obtained using an appropriate correction coefficient. Alternatively, the automatic braking deceleration G1 (t) may be calculated based on an operation signal for the actuator of the brake device 60 (or a detection value of a hydraulic sensor set in the flow path of the brake fluid). For example, if the target deceleration (target braking force) is determined according to the relative position and relative speed between the obstacle and the vehicle, and the brake device 60 is controlled by the corresponding control target value, the target deceleration is achieved. Can be used as the automatic braking deceleration G1 (t) in the equations (3) and (4). Further, as described above, when the seat belt is worn, in order to compensate for the difference in the relative movement amount and movement speed of the occupant with respect to the vehicle 10 when the seat belt is worn and when the seat belt is not worn, the automatic braking deceleration G1 (t ) (Or calculation value S1 or ΔV1) is appropriately corrected.

  When the execution of this automatic braking is started, the pre-crash ECU 80 sends the above-described automatic braking information to the above-described airbag ECU 40 connected via an appropriate bus such as a CAN (controller area network). Based on this automatic braking information, the airbag ECU 40 grasps the presence or absence of execution of automatic braking, the above-described calculation values S1, ΔV1, and the like, and changes the activation permission determination mode and output level determination mode of the occupant protection device 50. (That is, the threshold lines of the maps shown in FIGS. 4 and 5 are changed.)

  FIG. 9A is a diagram showing an example of a determination mode for determining whether or not the occupant protection device 50 can be activated according to the automatic braking information (calculated value S1 in this example). ) Shows a threshold line correction mode of the determination map corresponding to FIG. FIG. 9B shows the relationship between the change amount (correction amount) of the threshold line of the determination map and the calculated value S1. In FIG. 9A, a threshold line when automatic braking is executed is shown by a solid line, and a threshold line when automatic braking is not executed is shown by a broken line as a reference.

  As shown in FIG. 9A, when the automatic braking is executed, the threshold line for determining whether the occupant protection device 50 can be activated is corrected to be lower than when the automatic braking is not executed (that is, the automatic braking is executed). It is corrected so that it can be easily determined as ON). As shown in FIG. 9B, the correction amount at this time is changed according to the calculated value S1, and is determined so that the correction amount increases as the calculated value S1 increases. As a parameter for determining the correction amount, a calculated value ΔV1 may be used instead of the calculated value S1.

  As described above, according to this embodiment, when automatic braking is executed, the threshold value is changed so that it is easy to determine whether the occupant protection device 50 is ON. Therefore, a driver that tends to increase when automatic braking is executed. It is possible to realize an appropriate determination condition in consideration of the forward movement tendency. Further, since the ease of ON determination of the occupant protection device 50 (that is, the ON determination timing) is changed according to the calculation amount S1 (or ΔV1) related to the automatic braking amount, the forward movement amount (or movement speed) of the driver is changed. More appropriate determination conditions can be realized in consideration of

  FIG. 10A is a diagram illustrating an example of an output level determination mode of the occupant protection device 50 that is changed according to automatic braking information (in this example, the calculated value ΔV1). ) Shows a control line threshold line correction mode corresponding to FIG. FIG. 10B shows the relationship between the change amount (correction amount) of the threshold line of the control map and the calculated value ΔV1. In FIG. 10A, a threshold line when automatic braking is executed is indicated by a solid line, and a threshold line when automatic braking is not executed is indicated by a broken line as a reference. In FIG. 10A, a threshold line when automatic braking is executed is indicated by a solid line, and a threshold line when automatic braking is not executed is indicated by a broken line as a reference.

  As shown in FIG. 10A, when automatic braking is performed, the threshold line for determining the output level Hi of the occupant protection device 50 is corrected to be lower than when automatic braking is not performed (ie, the automatic braking is performed). , Correction is made so as to facilitate the transition to the Hi region). As shown in FIG. 10B, the correction amount at this time is changed according to the calculated value ΔV1, and is determined so that the correction amount increases as the calculated value ΔV1 increases. As a parameter for determining the correction amount, a calculated value S1 may be used instead of the calculated value ΔV1.

  As described above, according to this embodiment, when automatic braking is executed, the threshold value is changed so that the output level of the occupant protection device 50 is likely to be “Hi”. It is possible to realize an appropriate output level in consideration of the forward moving speed of the driver who is likely to be. Further, since the ease of performing the Hi determination of the occupant protection device 50 is changed according to the calculation amount ΔV1 (or S1) related to the automatic braking amount, a more appropriate output level is realized in consideration of the forward moving speed of the driver. be able to. In this embodiment, the output level is simply changed in two steps. However, if the output level of the occupant protection device 50 can be changed in three or more steps, it depends on the forward moving speed of the driver. It is also possible to change in stages.

  FIG. 11 is an explanatory diagram for explaining the effect of changing the output level of the occupant protection device 50 performed based on the automatic braking information as described above.

  FIG. 11A shows an injury value (solid line) received by an occupant when the output level of the occupant protection device 50 is activated at “Hi”, and an occupant when the output level of the occupant protection device 50 is activated at “Lo”. It is a graph which shows the injury value (broken line) which receives.

  Here, in order to optimize the occupant restraint force, an air bag device, a column absorbed energy variable mechanism, and a seat belt tension variable mechanism are used as the occupant protection device 50, respectively, and FIG. 11 (B), FIG. 11 (C), and FIG. As shown in FIG. 11 (D), it is assumed that the system is activated with Hi output or Lo output.

  By the way, as described above with reference to FIG. 8, when automatic braking is performed in the pre-collision stage, the driver's forward moving speed (the driver's forward moving speed relative to the vehicle body speed) is large even when the collision speed of the vehicle 10 is low. It may become. In this case, when the output level of the occupant protection device 50 is activated at “Lo” in accordance with the collision speed of the vehicle 10, as shown by a broken line in FIG. The protection device 50 reaches a bottomed state (a state where the deformation allowance or the energy absorption allowance is used up) and a large peak load is generated.

  On the other hand, according to the present embodiment, as described above, when the forward moving speed of the driver is high, the Hi determination of the occupant protection device 50 is easily made even when the collision speed is low. In this case, since the output level of the occupant protection device 50 becomes high, as shown by the solid line in FIG. 11A, it becomes possible to restrain the driver with a high restraint force from an earlier stage, and the occupant protection device 50 The driver can stop moving forward until the bottomed condition is reached. As a result, the passenger protection function by the passenger protection device 50 is improved.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

1 is a system configuration diagram showing an embodiment of an occupant protection system to which an airbag ECU 40 for an occupant protection device according to the present invention is applied. It is a figure showing occupant protection device typically. 2 is a diagram illustrating a state when an airbag ECU 40 is mounted on a vehicle 10. FIG. 4 is a determination map showing two examples of a method for determining whether or not the occupant protection device 50 can be operated. 3 is a control map showing two examples of an output level determination method of the occupant protection device 50. It is a figure which shows the waveform of the automatic braking deceleration G1 generate | occur | produced by automatic braking. It is a graph which shows the relative displacement | movement amount with respect to the vehicle of a passenger | crew in a collision process on the horizontal axis. A change mode (broken line) of the vehicle body speed from the start of automatic braking and a change mode (solid line) of the speed (absolute speed) of the driver when the seat belt is not worn are shown. It is a figure which shows an example of the starting decision | availability determination aspect of the passenger | crew protection device 50 changed according to automatic braking information. It is a figure which shows an example of the output level determination aspect of the passenger | crew protection apparatus 50 changed according to automatic braking information. It is explanatory drawing for demonstrating the effect by changing the output level of the passenger | crew protection device 50 performed based on automatic braking information.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle 20 Output adjustment device 22 Floor sensor 24 Left front sensor 26 Right front sensor 28 Signal input part 30 Deceleration detection means 50 Crew protection device 52 Air bag 54 Inflator 56 Ignition device 58 Drive circuit 60 Brake device 70 Obstacle detection means 80 Pre-crash ECU

Claims (6)

In an operation control device for an occupant protection device that is applied to a vehicle equipped with an automatic braking system that automatically operates a braking device at a stage before an obstacle collides with the vehicle from the front of the vehicle,
An operation control device for an occupant protection device, wherein the operation mode of the occupant protection device is changed based on automatic braking information related to automatic braking executed by the automatic braking system. A determination means for determining whether or not the occupant protection device is operable based on a relationship between the detected deceleration of the vehicle and an operation determination threshold;
The operation control device for an occupant protection device according to claim 1, wherein the threshold value for determining whether or not to operate is changed based on automatic braking information related to automatic braking executed by an automatic braking system.   The occupant protection according to claim 2, wherein the automatic braking information is information related to a braking amount generated by automatic operation of a braking device, and the operation availability determination threshold is changed according to the braking amount. Operation control device of the device.   The automatic braking information is information related to a braking amount generated by automatic operation of a braking device, and the threshold value for determining whether the operation is possible is lower when the braking amount is large than when it is small. Or an operation control device for an occupant protection device according to 3; The occupant protection device includes an airbag device whose deployment output is variable,
The operation control device for an occupant protection device according to claim 1, wherein a deployment output of the airbag device is changed based on the automatic braking information. The occupant protection device includes a column absorption energy variable mechanism with variable energy absorption weight provided in a steering column portion, or a seat belt tension variable mechanism with variable seat belt tension,
6. The operation control device for an occupant protection device according to claim 5, wherein the energy absorption weight or the seat belt tension is changed based on the automatic braking information.

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