JP2020138636A - Crew protection device - Google Patents

Abstract

To distinguish and determine between low-speed head-on collision and villainous road driving, and between front pole collision and underride collision, with a simple and inexpensive configuration.SOLUTION: When a head-on collision occurs, a detection acceleration of a front-rear G sensor 2b is not so large as to exceed a threshold value at a time of low-speed head-on collision, and it is medium, after a detection acceleration of a vertical G sensor 2c rises positively and exceeds a first threshold value, if it flips to a minus side and exceeds a second threshold, it is determined that an impact has occurred due to running on a villainous road. When the detection acceleration of the vertical G sensor 2c occurs on a minus side without rising to a plus side and exceeds the second threshold value, it is determined that an impact has occurred due to a front pole collision or an underride collision.SELECTED DRAWING: Figure 1

Description

The present invention determines whether the vehicle is a frontal collision including a low-speed forward collision, a front pole collision, and an underride collision based on the acceleration detected by the acceleration detecting means provided in the vehicle, and provides the occupant protection means mounted on the vehicle. Regarding the occupant protection device to be controlled.

As occupant protection devices that protect occupants from the impact of a frontal collision of a vehicle, various occupant protection devices such as airbags have been developed according to the type of frontal collision. In this type of device, it is judged whether it is a low-speed frontal collision, a left or right offset collision, a frontal pole collision, or an underride collision among frontal collisions, and the occupant protection means is operated or not depending on the judgment result. It is required to control the operating state, and especially in a low-speed straight collision, the impact at the time of a collision is relatively small, so while controlling the occupant protection means to the non-operating state, left and right offset collisions, front pole collisions, underrides In a collision, it is desired to accurately control the occupant protection means to the operating state to protect the occupant from the impact at the time of the collision.

The conventional occupant protection device is configured as shown in FIG. 7, for example, a D-seat airbag provided on the driver's side of the vehicle 51, a P-seat airbag provided on the passenger's side, and a driver's side in the event of a frontal collision. The vehicle 51 is equipped with occupant protection means such as a D-seat pretensioner that winds up the slack of the seatbelt to fix the occupants, and a P-seat pretensioner that winds up the slack of the passenger side seatbelt to fix the occupants in the event of a frontal collision. An airbag computer unit 52 is mounted in the front part of the passenger compartment, and acceleration in the front-rear direction detected by a front-rear G sensor 53 provided in the airbag computer unit 52 and a satellite provided in the center of the front part of the vehicle 51. Based on the acceleration in the front-rear direction detected by the sensor 54, the airbag computer unit 52 distinguishes and determines the type of frontal collision, and controls the occupant protection means. Here, the satellite sensor 54 is attached, for example, to a radiator support upper member in the engine compartment.

In the case of a low-speed frontal collision in which only the front portion of the vehicle 51 is deformed, the impact due to the collision is relatively small, so that the acceleration detected by the front-rear G sensor 53 is small, and therefore the acceleration detected by the front-rear G sensor 53 at the time of a frontal collision is Since the threshold value for operating the occupant protection means is not exceeded, the airbag computer unit 52 determines that the frontal collision is a low-speed straight collision based on the magnitude of the detected acceleration of the front-rear G sensor 53. The occupant protection means is controlled to be inactive.

Next, an obstacle B collides with the vehicle 51 to the right of the front portion of the vehicle 51 as shown in FIG. 8A, or an obstacle B collides with the vehicle 51 as shown in FIG. 8B. In addition to the left offset collision that collides with the front part to the left, a front pole collision in which the vehicle 51 collides with the pole-shaped obstacle B when the obstacle B as shown in FIG. 9 is a pole such as an electric pole. As shown in FIG. 10, when an obstacle B is a high-height truck and an underride collision occurs in which a low-height vehicle 51 sneaks into the lower part of the obstacle B, right, In the left offset collision, the obstacle B hits one of the right and left side members in the front-rear direction arranged as a vehicle structural member, and in the underride collision, the obstacle B does not hit these side members and the front surface. Since the obstacle B does not hit both side members even in a pole collision, it is not possible to distinguish between a low-speed forward collision, an offset collision, a front pole collision, and an underride collision only by the magnitude of the detected acceleration of the front-rear G sensor 53. .. On the other hand, in a low-speed straight collision, only the crash box located at the rear of the front bumper is deformed, so that the detection acceleration by the satellite sensor 54 is small, whereas in offset collision, front pole collision and underride collision, the satellite sensor 54 detects it. Since the acceleration becomes large, it is possible to distinguish between a low-speed forward collision and these left-right offset collisions, front pole collisions, and underride collisions from the magnitude of the detected acceleration of the satellite sensor 54. When it is determined that the frontal collision is a left-right offset collision, a frontal pole collision, or an underride collision, the airbag computer unit 52 controls the occupant protection means to an operating state to protect the occupant from the impact of the collision.

At this time, in order to determine these frontal collisions with high accuracy, it is considered to provide a plurality of satellite sensors in the front part of the vehicle, for example, as described in Patent Document 1.

Japanese Unexamined Patent Publication No. 2001-30873 (paragraphs 0019 to 0053 *, etc.)

However, in order to provide the satellite sensor 54 in the front part of the vehicle 51, a harness for connecting to the airbag computer unit 52 is required in addition to a dedicated housing and mounting bracket, which leads to an increase in cost and is patented. When a plurality of satellite sensors are provided as in Document 1, a new problem arises in which the cost is further increased.

Therefore, instead of the satellite sensor 54 shown in FIG. 7, the airbag computer unit 52 is additionally equipped with a yaw rate sensor or a left and right G sensor that detects acceleration in the left-right direction, and utilizes the fact that the vehicle 51 rotates in the event of an offset collision. In addition to the acceleration detected by the front-rear G sensor 53, it is conventionally considered to distinguish the type of frontal collision based on the rotation of the vehicle 51 detected by the yaw rate sensor and the detection acceleration in the left-right direction by the left and right G sensors. .. Here, since the yaw rate sensor and the left and right G sensors can be mounted on the airbag computer unit 52, there is an advantage that a dedicated housing or harness such as the satellite sensor 54 becomes unnecessary and an increase in cost can be suppressed.

By the way, in the left-right offset collision, by providing the yaw rate sensor and the left-right G sensor as described above, when the rotation of the vehicle 51 or the acceleration in the left-right direction is detected, the left-right offset collision of the vehicle 51 is determined more accurately. However, in the two collision events of front pole collision and underride collision, rotation and left-right acceleration do not occur, so it is a villainous road such as overcoming a low-speed straight collision or a rim stone like an offset collision. It cannot be determined separately from the impact generated by running.

An object of the present invention is to make it possible to distinguish between a low-speed straight collision and a villainous road running and a front pole collision and an underride collision by a simple and inexpensive configuration.

In order to achieve the above object, whether the occupant protection device of the present invention is a frontal collision including a low-speed frontal collision, a front pole collision and an underride collision based on the acceleration detected by the acceleration detection means provided in the vehicle. In the occupant protection device that controls the occupant protection means mounted on the vehicle, the acceleration detection means has a function of detecting acceleration in two directions of front and rear and up and down of the vehicle, and the acceleration. Based on the detection acceleration by the detection function in the front-rear direction and the vertical direction of the detection means, it is determined whether the collision is a frontal collision excluding a low-speed forward collision or a low-speed forward collision, and when it is determined that the frontal collision excludes a low-speed forward collision, the vertical direction It is provided with a determination means for determining whether or not it is a front pole collision or an underride collision from the waveform of the detected acceleration of the above, and a control means for controlling the occupant protection means to operate or not operate according to the determination result of the determination means. When the determination means determines that the low-speed frontal collision occurs, the control means controls the occupant protection means to be inactive, and the determination means excludes the low-speed frontal collision. When it is determined that it is not the front pole collision or the underride collision, the occupant protection means is controlled to be inactive, and the frontal collision excluding the low-speed forward collision by the determination means is the front pole collision. It is characterized in that the occupant protection means is controlled to operate when the underride collision is determined.

The inventor of the present application states that vertical acceleration occurs in the case of villainy road driving and front pole collision or underride collision, and that the waveform of the vertical acceleration is due to villainy road driving and front pole collision and underride. We focused on the fact that it differs from the case of a ride collision. Then, as described above, the acceleration detecting means is provided with a function of detecting the acceleration in the front-rear direction and the up-down direction of the vehicle, and the determination means is based on the detected acceleration by the detection function in the front-back direction and the up-down direction of the acceleration detecting means. , Judging whether it is a frontal collision excluding a low-speed forward collision or a low-speed forward collision, and when it is determined that it is a frontal collision excluding a low-speed forward collision, from the waveform of the detected acceleration in the vertical direction, whether it is due to villainy road driving or the front Determine whether it is due to a pole collision or an underride collision. Here, when the determination means determines that the collision is at low speed, the control means controls the occupant protection means inactive, and the determination means excludes the low-speed front collision. In the front pole collision and the underride collision. When it is judged that there is no such thing, it is judged that an impact caused by traveling on a villainous road has occurred, the occupant protection means is controlled to be inactive by the control means, and the judgment means is a frontal collision excluding a low-speed frontal collision, which is a frontal pole collision. When it is determined that an underride collision occurs, the occupant protection means is controlled to operate by the control means.

Therefore, according to the present invention, based on the waveform of the detected acceleration in the vertical direction, it is determined whether the impact is caused by the villainy road running or the impact caused by the front pole collision and the underride collision. Can be done. At this time, the function of detecting the acceleration in the front-rear and up-down directions of the vehicle can be provided in, for example, one acceleration detecting means capable of detecting the acceleration in the three-axis directions of front-back, left-right, and up-down. It eliminates the need for a dedicated housing or harness such as a satellite sensor, and with a simple and inexpensive configuration, it is possible to distinguish between villainy road driving and front pole collisions and underride collisions, and accurately control occupant protection measures. It becomes possible to do.

It is a block diagram in one Embodiment of the occupant protection device which concerns on this invention. It is an operation explanatory view of FIG. It is an operation explanatory side view of FIG. It is an operation explanatory view of FIG. It is an operation explanatory side view of FIG. It is a block diagram concerning the threshold value setting for the operation control of the airbag in the airbag ECU of FIG. It is a schematic block diagram of a conventional example. It is an operation explanatory view of FIG. It is an operation explanatory view of FIG. It is an operation explanatory view of FIG.

An embodiment of the occupant protection device according to the present invention will be described with reference to FIGS. 1 to 6. The front / rear, left / right, and up / down in the present embodiment mean the front / rear, left / right, and up / down when viewed while sitting on the seat.

The occupant protection device in the present embodiment is configured as shown in FIGS. 1 and 2, and is an air bag called an airbag ECU (Electronic Control Unit) 2 having a microcomputer configuration provided in the front part of the passenger compartment of the vehicle 1. The bag computer unit determines whether or not the vehicle 1 has a frontal collision, and the occupant protection means mounted on the vehicle 1 controls the operating state or the non-operating state. Here, as occupant protection means, for example, as shown in FIG. 1, a D seat airbag 3a provided on the driver's seat side, a P seat airbag 3b provided on the passenger's seat side, and a driver's seat side seat belt in the event of a frontal collision. A D-seat pretensioner 4a that winds up the slack of the webbing to fix the occupant, and a P-seat pretensioner 4b that winds up the slack of the webbing of the passenger side seatbelt to fix the occupant in the event of a frontal collision are provided. The 3a and 3b and the pretensioners 4a and 4b are controlled by the airbag computer unit 2. The occupant protection means is not limited to the above-mentioned airbags 3a and 3b and pretensioners 4a and 4b.

As shown in FIG. 1, the airbag ECU 2 includes a control unit 2a composed of a CPU, a front-rear G sensor 2b that detects acceleration in the front-rear direction of the vehicle 1, and a up-down G sensor 2c that detects acceleration in the up-down direction. As auxiliary sensors for preventing malfunctions of airbags 3a, 3b and pretensioners 4a, 4b due to erroneous detection of front and rear G sensors 2b, in addition to front and rear G sensors 2d for safing, left and right G sensors and memory (not shown) Etc. are provided. Instead of the two sensors, the front-rear G sensor 2b and the up-down G sensor 2c, one acceleration sensor having two axes of front-rear and up-down acceleration detection functions may be mounted on the airbag ECU 2. Here, the airbag ECU 2 has functions as "determination means" and "control means" in the present invention.

The D-seat and P-seat airbags 3a and 3b are buried in a folded state inside the instrument panel in front of the driver's seat and the auxiliary seat and inside the steering wheel, and the inflator controls ignition by the ignition control signal from the airbag ECU 2 at the time of a frontal collision. The airbags 3a and 3b are respectively deployed rearward toward the upper body of the occupant to protect the occupant from the impact of a frontal collision. Further, in the D seat and P seat pretensioners 4a and 4b, for example, in the case of a frontal collision, a mechanism for winding the webbing is operated by utilizing the force due to the explosion of the explosive, and the slack of the webbing of the seatbelt is wound up, so that the occupant Is restrained on the seat to protect it from the impact of a frontal collision.

In such a configuration, when a left-right offset collision as shown in FIG. 8 occurs, it can be determined whether or not it is an offset collision based on the detection acceleration of the left and right G sensors of the airbag ECU 2. Therefore, the detection acceleration of the left and right G sensors is set to air. As a result of calculation by the bag ECU 2, if it is determined that the collision occurs, the airbags 3a and 3b are deployed (operated) by the airbag ECU 2 and the pretensioners 4a and 4b are operated to protect the occupants.

Further, even in the case of a frontal collision, in the case of a low-speed frontal collision other than an offset collision, a frontal pole collision or an underride collision, the airbags 3a and 3b are not deployed (non-actuated) in the former low-speed frontal collision, and the pretensioners 4a and 4b. It is necessary to control the non-operation, deploy (operate) the airbags 3a and 3b in the latter front pole collision and underride collision, and control the pretensioners 4a and 4b to operate. As shown in FIG. The magnitude of the detected acceleration of the front-rear G sensor 2b is large in a low-speed frontal collision and medium in a front pole collision and an underride collision, and the magnitude of the detected acceleration of the vertical G-sensor 2c is small in a low-speed frontal collision. Since it becomes large in a front pole collision and an underride collision, it is determined whether it is a low-speed straight collision or a front pole collision and an underride collision based on the magnitude of the detected accelerations of the front-rear G sensor 2b and the up-down G sensor 2c. It can be determined separately.

By the way, even in a situation where it can be determined that the frontal collision is a frontal pole collision or an underride collision based on the magnitudes of the detected accelerations of the front and rear G sensors 2b and the upper and lower G sensors 2c, as shown in FIG. The magnitude of the detected acceleration of the front-rear G sensor 2b and the upper and lower G-sensor 2c in the case of villainy road driving such as grooving or grooving has the same tendency as in the case of front pole collision or underride collision. There is an inconvenience that the airbags 3a and 3b and the pretensioners 4a and 4b, which do not need to be operated, are controlled to operate, and it is necessary to further distinguish between villainy road driving and front pole collision and underride collision. There is.

Therefore, paying attention to the fact that the waveforms of the detected accelerations of the upper and lower G sensors 2c are different between the case of traveling on a villainous road and the case of a front pole collision and an underride collision, the villainy road traveling and the front pole collision and the underride collision I tried to distinguish. That is, as shown in FIG. 4A, when the obstacle B is a curb of the road and the vehicle 1 travels on a villainous road over the curb, the obstacle B is pushed up from below with respect to the vehicle 1. As shown in FIG. 4 (b), the detection acceleration of the vertical G sensor 2c shows a large value on the positive side (upward) and then reverses on the negative side (downward) due to such an impact. The waveform converges to zero over time. In the case of groove drop, the moment it falls into the groove, an acceleration of 1G magnitude is generated due to the gravitational acceleration, but it is a very small value compared to the upward acceleration at the moment when the curb rides on, and it falls into the groove. Immediately after that, a large upward acceleration is generated as in the case of riding on the curb, so that the waveform of the detected acceleration of the vertical G sensor 2c during the groove drop running is almost the same as in FIG. 4 (b).

On the other hand, as shown in FIG. 5A, in the case of an underride collision in which the vehicle 1 collides with the obstacle B so as to slip under the loading platform of the truck on a large truck, the front part of the vehicle 1 is crushed by the collision. By deforming the vehicle so that the partition from the passenger compartment is pushed by the engine, a downward impact is applied to the vehicle 1, and the downward acceleration due to this downward impact is detected by the vertical G sensor 2c. As shown in FIG. 5B, the detected acceleration of the G sensor 2c shows a large value on the minus side (downward) at a timing slightly later than the timing of detecting the upward acceleration when traveling on a villainous road, and then the time. It becomes a waveform that converges to zero with the passage of. In the case of a front pole collision, the waveform of the detected acceleration of the vertical G sensor 2c is the same as the waveform shown in FIG. 5 (b).

Therefore, as shown in FIG. 3, when the magnitude of the detection acceleration by the front-rear G sensor 2b is medium and the magnitude of the detection acceleration by the top-bottom G sensor 2c is very large at the time of a frontal collision, the frontal collision occurs. In order to distinguish whether the impact of the above is caused by a villainous road driving or a front pole collision and an underride collision, the waveform of the detection acceleration of the upper and lower G sensors 2c is shown by the airbag ECU 2. It is determined whether it corresponds to 4 (b) or FIG. 5 (b), and the villainy road running is distinguished from the front pole collision and the underride collision.

Specifically, as shown in FIGS. 4 (b) and 5 (b), a first threshold value Ga is set on the plus side as a threshold value for the detection acceleration of the upper and lower G sensors 2c, respectively. A second threshold value Gb is set on the negative side. Then, when a frontal collision occurs, the detection acceleration of the front-rear G sensor 2b is not so large as to exceed the threshold value at the time of low-speed straight collision, and is moderate. As shown in FIG. If the detection acceleration of the above rises positively, exceeds the first threshold value Ga within a predetermined time, then reverses to the negative side and exceeds the second threshold value Gb, it is due to villainy road driving. It is determined that an impact has occurred, and all of the airbags 3a and 3b and the pretensioners 4a and 4b are controlled to be inactive.

Next, as shown in FIG. 5B, when the detection acceleration of the upper and lower G sensors 2c occurs on the minus side without rising to the plus side and exceeds the second threshold value Gb, a front pole collision occurs. Alternatively, it is determined that an impact due to an underride collision has occurred, the airbags 3a and 3b are deployed, and the pretensioners 4a and 4b are controlled to operate.

Further, when a frontal collision occurs, the detection acceleration of the front-rear G sensor 2b is so large that it exceeds the threshold value at the time of low-speed forward collision, but if the detection acceleration of the vertical G-sensor 2c is small, the frontal collision at that time is low-speed positive. It is determined that the collision occurs, and all of the airbags 3a and 3b and the pretensioners 4a and 4b are controlled to be inactive.

Next, the operation of switching the threshold value for determining the deployment (operation) and non-deployment (non-operation) of the airbags 3a and 3b by the airbag ECU 2 will be described using the logic circuit of FIG.

The logic circuit of FIG. 6 includes three comparators 11a, 11b, 11c, two AND gates 12a, 12b, and one OR gate 13. Note that 14 in FIG. 6 is a determination function of the airbag ECU 2 of the airbag computer unit 2 that distinguishes between villainy road driving, a front pole collision, and an underride collision (hereinafter, referred to as “pole / underride determination”). Based on the waveform of the detected acceleration Gup of the upper and lower G sensors 2c, when it is determined that a front pole collision or an underride collision has occurred instead of traveling on a villainous road, a logical value "" is displayed at one input end of the AND gate 12a. 1 ”is output.

Then, at the upper input end and the lower input end of the comparator 11a, an acceleration Gfb in the front-rear direction detected by the front-rear G sensor 2b of the airbag ECU 2 (hereinafter, this is referred to as a detection acceleration Gfb) and a low threshold value. Gl is input respectively, and as a result of comparison between the detected acceleration Gfb and the low threshold Gl, if the detected acceleration Gfb is larger than the low threshold Gl, a logical value is obtained from the comparator 11a to the other input end of the AND gate 12a. When "1" is output and the logical values of both input ends of the AND gate 12a become "1", the logical value "1" is output from the output end of the AND gate 12a to one input end of the OR gate 13. ..

Further, the detected acceleration Gfb and the high threshold Gh (> Gl) are input to the upper input end and the lower input end of the comparator 11b, and the result of comparison between the detected acceleration Gfb and the high threshold Gh is as a result. If the detected acceleration Gfb is larger than the high threshold value Gh, the logical value "1" is output from the comparator 11b to one input end of the OR gate 13, and the logical value of one of the input ends of the OR gate 13 is ". When it becomes "1", the logical value "1" is output from the output end of the OR gate 13 to one input end of the AND gate 12b.

Further, at the upper input end and the lower input end of the comparator 11c, the detection acceleration Gs in the front-rear direction by the front-rear G sensor 2d for saving the airbag ECU 2 (hereinafter, this is simply referred to as the detection acceleration Gs) and the threshold. The value Gst is input respectively, the detected acceleration Gs and the threshold Gst are compared, and if the detected acceleration Gs is larger than the threshold Gst, the logical value "1" is set from the comparator 11c to the other input end of the AND gate 12b. When the output ends and the logical values of both input ends of the AND gate 12b become "1", the logical value "1" is output from the output end of the AND gate 12b.

Then, when a frontal collision of the vehicle 1 occurs, as shown in FIG. 3, when the detection acceleration Gfb of the front / rear G sensor 2b is medium and the detection acceleration Gup of the top / bottom G sensor 2c is large, the front / rear G sensor 2b The detected acceleration Gfb is a value between the low threshold value Gl and the high threshold value Gh, and the logical values at the output ends of the comparators 11a and 11b are "1" and "0", respectively. If the acceleration Gup detected by the G sensor 2c is larger than the threshold value for determining a low-speed forward collision, the impact due to the frontal collision at that time is caused by running on a villainous road such as riding on a rim stone, or It is necessary to distinguish whether it is due to a front pole collision or an underride collision.

At this time, the airbag ECU 2 distinguishes between villainy road running and front pole collision and underride collision based on the waveform of the detected acceleration Gup of the upper and lower G sensors 2c, and compares them when it is determined that the villainy road running. Even if the logical value of the output end of the device 11a is "1" and the logical value of the other input end of the AND gate 12a is "1", the output end of the pole / underride determination 14 is ANDed with the logical value "0". Since the logical value of one input end of the gate 12a is "0", the output end of the AND gate 12a is a logical value "0", and the logical values of both input ends of the OR gate 13 are both "0". The logical value of the output end of the OR gate 13 becomes "0", and the logical value of one input end of the AND gate 12b becomes "0" regardless of the logical value of the output end of the comparator 11c, so that the AND gate 12b The logical value of the output end becomes "0", and the airbag ECU 2 controls the airbags 3a and 3b to be non-deployed (non-activated) and the pretensioners 4a and 4b to be non-activated.

On the other hand, if it is determined as a front pole collision or an underride collision as a result of the determination of the pole / underride determination 14, the output end of the pole / underride determination 14 becomes a logical value "1" and both inputs of the AND gate 12a. The logical values at the ends are both "1", the output end of the AND gate 12a is the logical value "1", and the logical values at both input ends of the OR gate 13 are "1" and "0", respectively. The logical value at the output end is "1", and if the front / rear and upper / lower G sensors 2b and 2c of the airbag ECU 2 are normal, the detected acceleration Gs of the front / rear G sensor 2d for safing becomes larger than the threshold value Gst. The logical value of the output end of the comparator 11c becomes "1", the logical value of both input ends of the AND gate 12b becomes "1", and the logical value of the output end of the AND gate 12b becomes "1". The airbag ECU 2 controls the airbags 3a and 3b to deploy (operate) and the pretensioners 4a and 4b to operate, and protects the occupant from the impact of a collision.

In this way, when a front pole collision or underride collision of the vehicle 1 occurs, vertical acceleration occurs, and the waveform of the vertical acceleration, that is, the temporal behavior is due to villainy road running and the front pole. By paying attention to the difference between the case of collision and underride collision, it is determined based on the waveform of the vertical G sensor 2c detection acceleration, whether it is caused by villainy road driving, front pole collision or underride collision. can do.

Therefore, according to the above-described embodiment, based on the waveform of the acceleration detected by the upper and lower G sensors 2c, it is possible to distinguish whether the impact of the frontal collision at that time is due to a villainous road driving, a frontal pole collision or an underride collision. It can be determined.

Moreover, since the upper and lower G sensors 2c of the vehicle 1 can be provided in the same airbag ECU 2 as the front and rear G sensors 2b, instead of being located away from the front and rear G sensors 2b as in the conventional satellite sensor, the conventional satellites. In addition to being able to judge low-speed forward collisions and offset collisions with a simple and inexpensive configuration that eliminates the need for a dedicated housing or harness such as a sensor, it is possible to distinguish between villainy road driving and front pole collisions and underride collisions. It is possible to control the occupant protection means accurately.

The present invention is not limited to the above-described embodiment, and various modifications other than those described above can be made without departing from the spirit of the present invention.

Further, in the above-described embodiment, the case where the airbag ECU 2 is provided with the upper and lower G sensors 2c and the left and right G sensors in addition to the front and rear G sensors 2b has been described, but instead of these G sensors 2b and 2c, at least in the front-rear direction. And one sensor having a function of detecting the acceleration in the vertical direction may be provided.

Further, in the case of a low-speed straight collision, in the case of traveling on a villainous road, and in the case of a front pole or underride collision, the correlation between the detection acceleration in the front-rear direction by the front-rear G sensor 2b and the detection acceleration in the vertical direction by the up-down G sensor 2c Since the patterns are different, the correlation pattern between the detection acceleration in the front-rear direction and the detection acceleration in the vertical direction in each of the case of low-speed straight collision, villainy road driving, front pole and underride collision is experimentally obtained in advance. It is mapped and stored in the built-in memory of the airbag ECU 2, and instead of deriving the waveform of the detected acceleration by the vertical G sensor 2c as in the above embodiment, the detection in the front-rear direction at the time of a frontal collision at that time is detected. Determine which pattern on the memory map the correlation pattern between the acceleration and the detected acceleration in the vertical direction corresponds to, and distinguish between three types: low-speed straight collision, villainous road driving, front pole, and underride collision. You may.

Further, in the above-described embodiment, when it is determined from the magnitude of the detection acceleration by the front-rear G sensor 2b that the collision is not a low-speed frontal collision, the detection acceleration in the vertical direction by the vertical G sensor 2c is shown in FIG. 4B, for example. When the first threshold value Ga on the positive side shown is exceeded, it is determined that the vehicle is running on a villainous road, and the pole / underride determination 14 is processed for a certain period of time after the first threshold value Ga is exceeded. By forcibly turning off and then not judging the acceleration exceeding the second threshold value Gb on the minus side, the processing time of the pole / underride judgment 14 can be shortened and the processing load can be reduced. Good.

Further, in the above-described embodiment, the case where the airbags 3a and 3b and the pretensioners 4a and 4b are provided as the occupant protection means for protecting the occupants has been described, but at least the D seat and P seat airbags 3a and 3b are used. In addition to the airbags 3a and 3b and the pretensioners 4a and 4b, knee protection means for protecting the occupant's knee from impact may be further provided.

Further, in the above-described embodiment, the airbag ECU 2 is provided with the front-rear G-sensor 2d for safing, but the front-rear G-sensor 2d for safing may not be provided.

Further, based on the acceleration detected by the acceleration detecting means provided in the vehicle, it is determined whether the collision is a frontal collision including a low-speed forward collision, a front pole collision and an underride collision, and the occupant protection means mounted on the vehicle is controlled. The present invention can be applied to the occupant protection device.

1 ... Vehicle 2 ... Airbag ECU (determination means, control means)
3a, 3b ... D seat, P seat airbag (occupant protection means)
4a, 4b ... D seat, P seat pretensioner (occupant protection means)

Claims (1)

Based on the acceleration detected by the acceleration detecting means provided in the vehicle, it is determined whether the collision is a frontal collision including a low-speed forward collision, a front pole collision and an underride collision, and an occupant who controls the occupant protection means mounted on the vehicle. In the protective device
The acceleration detecting means has a function of detecting acceleration in two directions of front and rear and up and down of the vehicle.
When it is determined whether the collision is a frontal collision excluding a low-speed forward collision or a low-speed forward collision based on the detection acceleration by the detection function in the front-rear direction and the vertical direction of the acceleration detection means, and it is determined that the frontal collision excludes the low-speed forward collision A determination means for determining whether or not there is a front pole collision or an underride collision from the waveform of the detected acceleration in the vertical direction, and
It is provided with a control means for controlling the occupant protection means to operate or not operate according to the determination result of the determination means.
The control means
When it is determined by the determination means that the collision is at low speed, the occupant protection means is controlled to be inactive.
When it is determined by the determination means that it is a frontal collision other than the low-speed forward collision and not the front pole collision and the underride collision, the occupant protection means is controlled to be inactive.
An occupant protection device comprising controlling the occupant protection means to operate when the frontal collision other than the low-speed forward collision is determined by the determination means and the front pole collision or the underride collision is determined.

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