JP2817101B2 - Operation control device for occupant protection device - Google Patents
Operation control device for occupant protection deviceInfo
- Publication number
- JP2817101B2 JP2817101B2 JP1032486A JP3248689A JP2817101B2 JP 2817101 B2 JP2817101 B2 JP 2817101B2 JP 1032486 A JP1032486 A JP 1032486A JP 3248689 A JP3248689 A JP 3248689A JP 2817101 B2 JP2817101 B2 JP 2817101B2
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- occupant protection
- protection device
- speed
- collision
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Landscapes
- Air Bags (AREA)
- Switches Operated By Changes In Physical Conditions (AREA)
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は乗員保護装置の作動制御装置に関し、特に車
両に搭載されるエアバッグ等の乗員保護装置の作動タイ
ミングを制御する乗員保護装置の作動制御装置に関する
ものである。Description: TECHNICAL FIELD The present invention relates to an operation control device for an occupant protection device, and more particularly to an operation of an occupant protection device for controlling the operation timing of an occupant protection device such as an airbag mounted on a vehicle. The present invention relates to a control device.
（従来技術） 従来、車両の衝突を衝撃検知センサで検出し、該セン
サ出力に応じて気体を発生させるか又は圧縮されたガス
を供給することにより、乗員の前面に設けられたエアバ
ッグを膨張させて乗員を保護するようにされたエアバッ
グ装置が知られているが、かかるエアバッグ装置におい
て、前記衝撃検知センサは例えば第３図に示すような構
造（ローラマイト方式）となっている。(Prior Art) Conventionally, a collision of a vehicle is detected by an impact detection sensor, and gas is generated or compressed gas is supplied according to the output of the sensor to inflate an airbag provided on the front of the occupant. An airbag device designed to protect an occupant by doing so is known. In such an airbag device, the impact detection sensor has a structure (roller-mite method) as shown in FIG. 3, for example.
即ち、衝撃検知センサは、台枠1,ローラ2,板状バネ3,
常開接点スイッチ４から成り、該台枠１はローラ２の動
きを規制するためのストッパ部102〜104を有し前記ロー
ラ２は衝撃検知センサが搭載される車両の走行方向ａと
その軸が直交して配され且つ所要の慣性力を発揮するた
めの質量を有する。また前記板状バネ３は、一端が台枠
１の一部101で台枠１に固定され、他端がローラ２に固
定され、且つローラ２に巻きつけられるとともに台枠１
に接する中央部に透孔部301を有する。前記接点スイッ
チ４は、板状バネ３の透孔部301に対向して台枠１に取
付けられ、透孔部301よりローラ２側に突出した部分を
有する。かかる衝撃検知センサーは車両が衝突に合う
と、ローラ２が慣性力とローラ２に巻きつけられた板状
バネ３の作用により矢印ｂ方向へ回転しながら矢印ａ方
向へ移動して接点スイッチ４の前記突出部を押圧し、こ
れによって接点スイッチ４が閉成するように構成されて
いる。That is, the impact detection sensor is composed of an underframe 1, a roller 2, a plate spring 3,
The underframe 1 has stoppers 102 to 104 for restricting the movement of the roller 2. The roller 2 is arranged so that the traveling direction a of the vehicle on which the impact detection sensor is mounted and the axis thereof are It has a mass that is arranged orthogonally and exhibits the required inertial force. The plate-shaped spring 3 has one end fixed to the frame 1 at a part 101 of the frame 1, the other end fixed to the roller 2, wound around the roller 2, and
Has a through-hole portion 301 in the central portion thereof in contact with. The contact switch 4 is attached to the underframe 1 so as to face the through hole 301 of the plate spring 3 and has a portion protruding from the through hole 301 toward the roller 2. When the impact sensor detects a collision of the vehicle, the roller 2 moves in the direction of arrow a while rotating in the direction of arrow b due to the inertia force and the action of the plate spring 3 wound around the roller 2 to move the contact switch 4. The projection is pressed so that the contact switch 4 is closed.
当該衝撃検知センサにおいて、車両の衝突によってロ
ーラ２に慣性力が加わってから接点スイッチ４が実際に
閉成するまでの応答時間は、車両の衝突直前の走行速度
に依存す。即ち、車両の衝突直前の走行速度が高くなる
につれて前記応答時間が概ね短くなるという相関関係が
ある。例えば車両の衝突直前の走行速度が10km/時のと
きには前記応答時間は10msecであるのに対し、走行速度
が100km/時のときには応答時間は1msecとなる。In the shock detection sensor, the response time from when the inertia force is applied to the roller 2 due to the collision of the vehicle until the contact switch 4 is actually closed depends on the traveling speed immediately before the collision of the vehicle. In other words, there is a correlation that the response time generally decreases as the traveling speed immediately before the collision of the vehicle increases. For example, when the traveling speed immediately before the collision of the vehicle is 10 km / h, the response time is 10 msec, whereas when the traveling speed is 100 km / h, the response time is 1 msec.
この相関関係のために、衝突によって乗員が前へ移動
する時期が比較的遅い低速走行時にはエアバッグが衝突
時から比較的長い時間の経過後に膨張し、一方、衝突に
よって乗員が前へ移動する時期が比較的早い高速走行時
には短時間後にエアバッグが膨張し、これによってエア
バッグの概ね適正な膨張状態に至ったときに乗員はエア
バッグにて保護される。Due to this correlation, the airbag inflates after a relatively long time has elapsed from the time of the collision, while the occupant moves forward due to the collision when the vehicle is traveling at a relatively low speed, while the occupant moves forward due to the collision. When the vehicle is traveling at a relatively high speed, the airbag is inflated a short time later, so that the occupant is protected by the airbag when the airbag reaches a substantially proper inflated state.
（発明が解決しようとする課題） しかしながら、上記従来技術に示した衝撃検知センサ
において、該センサを構成する板状バネの特性を、車両
の衝突直前の走行速度に応じて、しかも広範囲な該走行
速度に応じて、理想とする適正なエアバッグの作動が行
なえるように設定することが比較的難しかった。(Problems to be Solved by the Invention) However, in the impact detection sensor shown in the above-mentioned prior art, the characteristics of the plate-like spring constituting the sensor are changed according to the traveling speed immediately before the collision of the vehicle, and in a wide range. It has been relatively difficult to set such that the ideal and appropriate operation of the airbag can be performed according to the speed.
以上のような問題は、上記において例としてあげたロ
ーラマイト式の衝撃検知センサばかりでなく、バネ力や
磁力等の力に抗して慣性力により移動する質量体がこの
移動によってスイッチを閉成するタイプの衝撃検知セン
サを使用したエアバッグ装置ではいずれも発生する問題
である。The above problem is caused not only by the roller-mite-type impact detection sensor described above as an example, but also by a mass body that moves by an inertial force against a force such as a spring force or a magnetic force, thereby closing the switch. All of these problems occur in the airbag device using the type of impact detection sensor.
なお、衝突直前の車両速度に応じてエアバッグの膨張
速度を変える技術（例えば特開昭50−121938号公報に開
示）があるが、該技術ではエアバッグに気体を供給する
装置がコンパクト化を要求されるにもかかわらず大型化
し、構成が複雑化するという問題がある。There is a technology for changing the inflation speed of the airbag in accordance with the vehicle speed immediately before the collision (for example, disclosed in Japanese Patent Application Laid-Open No. 50-121938). In this technology, a device for supplying gas to the airbag has been downsized. Despite being required, there is a problem that the size is increased and the configuration is complicated.
（発明の目的） 本発明は、上記問題点を解決するためになされたもの
であり、エアバッグ装置等の乗員保護装置を、該装置を
搭載した車両の衝突直前の走行速度に正確に応じて作動
させて、いずれの走行速度にある車両の衝突においても
乗員の保護をより適切に行なうことを可能とし、且つ小
型に構成され得る乗員保護装置の作動制御装置を提供す
ることを目的とする。(Object of the Invention) The present invention has been made in order to solve the above-mentioned problems, and an occupant protection device such as an airbag device is accurately controlled in accordance with a traveling speed of a vehicle equipped with the device immediately before a collision. An object of the present invention is to provide an operation control device of an occupant protection device that can be operated to more appropriately protect an occupant in the event of a collision of a vehicle at any traveling speed, and that can be configured in a small size.
（課題を解決するための手段） 上記目的を達成するために、本発明は、車両衝突時に
乗員を保護するための乗員保護装置と、該乗員保護装置
を作動させる制御手段とから成る乗員保護装置の作動制
御装置において、前記制御手段は車両の衝突による衝撃
の大きさを検知する衝撃検知手段と、車両の走行速度を
検出する速度検出手段と、該速度検出手段の出力信号を
所定時間遅延させ、かつその振幅の変化方向を反転させ
た閾値信号を出力する閾値設定手段とを有し、該閾値設
定手段の閾値記号と前記衝撃検知手段の出力信号とに応
じて、前記速度検出手段で検出される車両の走行速度が
高い程前記乗員保護装置の作動タイミングを早く設定す
るようにしたものである。(Means for Solving the Problems) In order to achieve the above object, the present invention provides an occupant protection device including an occupant protection device for protecting an occupant in the event of a vehicle collision, and control means for operating the occupant protection device. In the operation control device of the above, the control means may be a shock detection means for detecting a magnitude of a shock due to a collision of the vehicle, a speed detection means for detecting a traveling speed of the vehicle, and delaying an output signal of the speed detection means for a predetermined time. And a threshold setting means for outputting a threshold signal in which the direction of change in the amplitude is inverted, wherein the speed detection means detects the threshold signal according to the threshold symbol of the threshold setting means and the output signal of the shock detection means. The operation timing of the occupant protection device is set earlier as the running speed of the vehicle is higher.
（作用） 速度検出手段の出力信号を所定時間遅延させ、かつそ
の振幅の変化方向を反転さることにより閾値信号が生成
され、該閾値記号と衝撃検知手段の出力信号とに応じ
て、速度検出手段で検出される車両の走行速度が高い程
乗員保護装置の作動タイミングが早く設定される。(Operation) A threshold signal is generated by delaying the output signal of the speed detecting means for a predetermined time and inverting the direction of change of the amplitude, and the speed detecting means is generated in accordance with the threshold symbol and the output signal of the impact detecting means. The operation timing of the occupant protection device is set earlier as the traveling speed of the vehicle detected at the time is higher.
（実施例） 本発明の一実施例を添付第１図及び第２図を参照して
説明する。(Embodiment) An embodiment of the present invention will be described with reference to FIGS. 1 and 2. FIG.
第１図は、本発明の乗員保護装置の作動制御装置の全
体構成を示すブロック図であり、同図中、符号11は該装
置が搭載された車両のフロントエンジンルームに設けら
れたＧセンサ（衝撃検知手段）である。該Ｇセンサは所
要の慣性力を発揮するための質量体と、該質量体の加圧
力に応じた起電力が生じる圧電素子とから成り、加えら
れた衝撃の大きさ（衝撃力又は加速度）に応じた連続的
な電圧値を出力するものである。Ｇセンサ11の出力端は
波形整形回路12を経て比較器13の１つの入力端に接続さ
れ、該比較器13の出力端は駆動回路14に接続される。比
較器13の別の入力端には車両の走行速度を検出する車速
センサ（速度検出手段）15の出力端が閾値設定回路16を
経て接続される。駆動回路14の出力端は電界効果トラン
ジスタ（FET）141のゲートに接続される。FET141のドレ
インは接地され、ソースはエアバッグ展開用の電気点火
ヒータ、即ち電気雷管17に接続される。電気雷管17は通
電されることにより火薬を爆発させてガス発生剤を燃焼
させてエアバッグ（図示なし）を膨張させるか又は高圧
ガスが封入された圧力容器の開口部の封板を破壊してエ
アバッグを膨張させるように構成される。電気雷管17は
車両の車室内に設けられた前述のローラマイト式の衝撃
検知センサ18を経て電源に接続される。FIG. 1 is a block diagram showing an overall configuration of an operation control device for an occupant protection device according to the present invention. In FIG. 1, reference numeral 11 denotes a G sensor (not shown) provided in a front engine room of a vehicle equipped with the device. Impact detection means). The G sensor is composed of a mass for exerting a required inertial force and a piezoelectric element generating an electromotive force according to the pressure of the mass, and the magnitude of the applied impact (impact force or acceleration) is reduced. It outputs a corresponding continuous voltage value. The output terminal of the G sensor 11 is connected to one input terminal of a comparator 13 via a waveform shaping circuit 12, and the output terminal of the comparator 13 is connected to a drive circuit 14. Another input terminal of the comparator 13 is connected to an output terminal of a vehicle speed sensor (speed detecting means) 15 for detecting a traveling speed of the vehicle via a threshold setting circuit 16. The output terminal of the drive circuit 14 is connected to the gate of a field effect transistor (FET) 141. The drain of the FET 141 is grounded, and the source is connected to an electric ignition heater for deploying an airbag, that is, an electric detonator 17. When the electric detonator 17 is energized, it explodes explosives and burns a gas generating agent to inflate an airbag (not shown) or break a sealing plate at an opening of a pressure vessel filled with high-pressure gas. The airbag is configured to inflate. The electric detonator 17 is connected to a power supply via the above-described roller-mite type impact detection sensor 18 provided in the vehicle compartment.
該衝撃検知センサ18は不要時にFET141が導通してエア
バッグを膨張させてしまう誤動作を防止するために設け
られるものである。また、車両の衝突による衝撃が車室
内に達する時間は、該衝撃がＧセンサ11の設けられたフ
ロントエンジンルームに達する時間よりも長く、且つ車
室内へ伝わる衝撃力は衝突時の車両のボディの変形等で
緩和されるため、車室内に用けられた衝撃検知センサ18
の感度は後述のように比較的高く設定される。即ち、該
センサ18の感度は、後述のようにＧセンサ11,波形整形
回路12,比較器13,駆動回路14,車速センサ15,閾値設定回
路16の作用によりFET141が導通されるときのＧセンサ11
の設けられた車室内位置での衝撃力（例えば、12.3G以
上）よりも低い衝撃力（例えば2.3G）で該センサ18が作
動するとともに、上記回路11乃至16によりFET141が通電
される時期（後述のように衝突直前の車両速度が高くな
るに従い早くなる）のいずれよりも遅くない時期にセン
サ18が閉成するように設定される。The impact detection sensor 18 is provided to prevent a malfunction in which the FET 141 conducts and inflates the airbag when not needed. Further, the time during which the impact due to the collision of the vehicle reaches the interior of the vehicle is longer than the time when the impact reaches the front engine room provided with the G sensor 11, and the impact force transmitted to the interior of the vehicle is reduced by the impact of the body of the vehicle during the collision. Shock detection sensor 18 used in the vehicle cabin because it is alleviated by deformation etc.
Is set relatively high as described later. That is, the sensitivity of the sensor 18 depends on the action of the G sensor 11, the waveform shaping circuit 12, the comparator 13, the drive circuit 14, the vehicle speed sensor 15, and the threshold setting circuit 16 when the FET 141 is turned on, as described later. 11
The sensor 18 operates with an impact force (for example, 2.3 G) lower than the impact force (for example, 12.3 G or more) at the position in the vehicle compartment provided with the timing when the FET 141 is energized by the circuits 11 to 16 ( The sensor 18 is set to close at a time that is not later than any of the following (which becomes faster as the vehicle speed immediately before the collision increases as will be described later).
次に以上のように構成される乗員保護装置の作動制御
装置の作用を該装置の要部における出力値の時間的変化
を示した第２図を参照しながら説明する。Next, the operation of the operation control device of the occupant protection device configured as described above will be described with reference to FIG. 2 showing a temporal change of an output value in a main part of the device.
フロントエンジンルーム位置での衝撃の大きさ（衝撃
力又は加速度）がＧセンサ11で検出され、該検出電圧値
が波形整形回路12でノイズ等を除かれて比較器13へ供給
される［第２図（ｂ）におけるＧ］。一方、車両の走行
速度ｖが車速センサ15で検出され［第２図（ａ）］、該
検出値は閾値設定回路16へ入力される。閾値設定回路16
は入力信号の振幅の変化方向を反転させる（即ち、入力
信号の振幅が増加するときに減少させる）とともに所定
時間（例えば５〜10msec）だけ遅延させた出力電圧（閾
値）VTHを比較器13へ供給する［第２図（ｂ）におけるV
TH］。比較器13では２つの入力電圧Ｇ及びVTHを比較
し、ＧがVTHを越えたときのみ高レベル出力を駆動回路1
4に供給する［第２図（ｃ）］。即ち、車両の衝突時に
車両速度が急激に低下するが閾値VTHの閾値設定回路16
からの出力タイミングが車両速度ｖの該回路16への入力
タイミングよりも所定時間遅延されるため、車両の衝突
した時（to）よりも所定時間だけ前の車両速度ｖに基づ
いて設定された閾値VTHと急上昇する衝撃力Ｇとが比較
され、しかも車両速度ｖが増加するに従い閾値VTHは減
少するため車両の衝突直前の車両速度ｖが高い程閾値V
THが低く、従って早い時期に高レベル出力［第２図
（ｃ）］が発生し、一方車両速度ｖが低い程閾値VTHが
高く、従って遅い時期に高レベル出力が発生する。The magnitude (impact or acceleration) of the impact at the position of the front engine room is detected by the G sensor 11, and the detected voltage value is supplied to the comparator 13 after removing the noise and the like by the waveform shaping circuit 12 [second. G in FIG. On the other hand, the traveling speed v of the vehicle is detected by the vehicle speed sensor 15 (FIG. 2A), and the detected value is input to the threshold setting circuit 16. Threshold setting circuit 16
Inverts the change direction of the amplitude of the input signal (that is, decreases when the amplitude of the input signal increases) and delays the output voltage (threshold) V TH by a predetermined time (for example, 5 to 10 msec) to the comparator 13 [V in Fig. 2 (b)
TH ]. The comparator 13 compares the two input voltages G and VTH , and outputs a high-level output only when G exceeds VTH.
4 [FIG. 2 (c)]. That is, the threshold setting circuit 16 in the threshold V TH, but the vehicle speed decreases abruptly at the time of collision of the vehicle
Since the output timing from the vehicle is delayed by a predetermined time from the input timing of the vehicle speed v to the circuit 16, a threshold value set based on the vehicle speed v a predetermined time before the time of the collision of the vehicle (to). V TH is compared with the rapidly increasing impact force G, and the threshold V TH decreases as the vehicle speed v increases, so that the higher the vehicle speed v immediately before the vehicle collision, the higher the threshold V
The high level output [FIG. 2 (c)] is generated early when the TH is low, while the threshold VTH is high when the vehicle speed v is low, and thus the high level output is generated late.
駆動回路14は比較器13から高レベル出力を供給される
とFET141を導通する。前述のように衝突直前の車両速度
にかかわらずFET141が導通されるまでには車室内に設け
られた衝撃検知センサ18が導通するように該センサ18の
感度を設定してあるのでFET141が導通すると同時に電気
雷管17には電流が流れ、従ってエアバッグが膨張する。
衝撃検知センサ18は前述のように回路11乃至16が誤動作
してFET141を導通させた場合に電気雷管17に電流が流れ
るのを防止するためのものである。When a high level output is supplied from the comparator 13, the drive circuit 14 conducts the FET 141. As described above, regardless of the vehicle speed immediately before the collision, the sensitivity of the impact detection sensor 18 provided in the vehicle cabin is set so that the sensor 18 is conductive until the FET 141 is conductive regardless of the vehicle speed. At the same time, current flows through the electric detonator 17 and the airbag is inflated.
The impact detection sensor 18 is for preventing a current from flowing to the electric detonator 17 when the circuits 11 to 16 malfunction and the FET 141 is turned on as described above.
以上の実施例において、車両の衝突時の衝撃検知セン
サ18の不作動に備えて、該センサ18に並列に同一特性の
衝撃検知センサを設けてもよい。In the above-described embodiment, an impact detection sensor having the same characteristics may be provided in parallel with the impact detection sensor 18 in preparation for a non-operation of the impact detection sensor 18 at the time of a vehicle collision.
また、Ｇセンサ11の不作動に備えて該Ｇセンサ11に並
列に同一特性のＧセンサを設けてもよい。更には回路11
乃至16及びFET141で構成される制御回路と同一回路を該
制御回路に並列接続して雷管17とアースとの間に設けて
回路11乃至16及びFET141の不作動に備えてもよい。Further, a G sensor having the same characteristics may be provided in parallel with the G sensor 11 in preparation for the inactivity of the G sensor 11. And circuit 11
Alternatively, the same circuit as the control circuit including the circuits 16 to 16 and the FET 141 may be connected in parallel to the control circuit and provided between the primer 17 and the ground so that the circuits 11 to 16 and the FET 141 can be prepared for non-operation.
更には、車室内に設けられる衝撃検知センサ18を回路
11乃至16及びFET141で構成してもよい。Further, the impact detection sensor 18 provided in the passenger compartment is connected to a circuit.
11 to 16 and the FET 141.
（発明の効果） 以上詳述したように本発明は、車両衝突時に乗員を保
護するための乗員保護装置と、該乗員保護装置を作動さ
せる制御手段とから成る乗員保護装置の作動制御装置に
おいて、前記制御手段は車両の衝突による衝撃の大きさ
を検知する衝撃検知手段と、車両の走行速度を検出する
速度検出手段と、該速度検出手段の出力信号を所定時間
遅延させ、かつその振幅の変化方向を反転させた閾値信
号を出力する閾値設定手段とを有し、該閾値設定手段の
閾値記号と前記衝撃検知手段の出力信号とに応じて、前
記速度検出手段で検出される車両の走行速度が高い程前
記乗員保護装置の作動タイミングを早く設定するように
したので、車両の衝突直前の走行速度に正確に応じて乗
員保護装置が作動し、従っていずれの走行速度にある車
両の衝突においても乗員の保護をより適切に行なうこと
を可能とするとともに小型な装置として構成されるとい
う効果を奏するものである。(Effects of the Invention) As described in detail above, the present invention relates to an operation control device for an occupant protection device including an occupant protection device for protecting an occupant in the event of a vehicle collision and control means for operating the occupant protection device. The control means includes an impact detection means for detecting a magnitude of an impact due to a collision of the vehicle, a speed detection means for detecting a traveling speed of the vehicle, an output signal of the speed detection means being delayed for a predetermined time, and a change in the amplitude of the output signal. Threshold value setting means for outputting a threshold signal in which the direction is reversed, and a traveling speed of the vehicle detected by the speed detection means according to a threshold symbol of the threshold value setting means and an output signal of the impact detection means. Is higher, the operation timing of the occupant protection device is set earlier, so that the occupant protection device operates in accordance with the traveling speed immediately before the collision of the vehicle, and therefore, the vehicle at any traveling speed This has the effect of enabling the occupant to be more appropriately protected even in the event of a collision and of being configured as a small device.
第１図は本発明の乗員保護装置の作動制御装置の全体構
成を示すブロック図、第２図は第１図に示された装置の
要部における出力値の時間的変化を示したグラフ、第３
図はローラマイト式の衝撃検知センサの要部外観図であ
る。 11……Ｇセンサ（衝撃検知手段）、15……車速センサ
（速度検出手段）、16……閾値設定回路、（閾値設定手
段）、17……電気雷管（乗員保護装置の一部）、11−1
6,141……（制御手段）。FIG. 1 is a block diagram showing an overall configuration of an operation control device for an occupant protection device according to the present invention. FIG. 2 is a graph showing a temporal change of an output value in a main part of the device shown in FIG. 3
The figure is an external view of a main part of a roller-mite type impact detection sensor. 11: G sensor (impact detection means), 15: vehicle speed sensor (speed detection means), 16: threshold setting circuit, (threshold setting means), 17: electric detonator (part of occupant protection device), 11 -1
6,141 ... (control means).
───────────────────────────────────────────────────── フロントページの続き (58)調査した分野(Int.Cl.6，ＤＢ名) B60R 21/32──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. 6 , DB name) B60R 21/32
Claims (1)
護装置と、該乗員保護装置を作動させる制御手段とから
成る乗員保護装置の作動制御装置において、前記制御手
段は車両の衝突による衝撃の大きさを検知する衝撃検知
手段と、車両の走行速度を検出する速度検出手段と、該
速度検出手段の出力信号を所定時間遅延させ、かつその
振幅の変化方向を反転させた閾値信号を出力する閾値設
定手段とを有し、該閾値設定手段の閾値記号と前記衝撃
検知手段の出力信号とに応じて、前記速度検出手段で検
出される車両の走行速度が高い程前記乗員保護装置の作
動タイミングを早く設定することを特徴とする乗員保護
装置の作動制御装置。An occupant protection device, comprising: an occupant protection device for protecting an occupant in the event of a vehicle collision; and control means for operating the occupant protection device. Shock detecting means for detecting the magnitude, speed detecting means for detecting the traveling speed of the vehicle, and a threshold signal in which the output signal of the speed detecting means is delayed for a predetermined time and the direction of change in the amplitude is inverted. Threshold value setting means, and the operation timing of the occupant protection device increases as the traveling speed of the vehicle detected by the speed detection means increases in accordance with the threshold symbol of the threshold value setting means and the output signal of the impact detection means. The operation control device of the occupant protection device, characterized in that the occupant protection device is set quickly.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1032486A JP2817101B2 (en) | 1989-02-09 | 1989-02-09 | Operation control device for occupant protection device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1032486A JP2817101B2 (en) | 1989-02-09 | 1989-02-09 | Operation control device for occupant protection device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH02212238A JPH02212238A (en) | 1990-08-23 |
| JP2817101B2 true JP2817101B2 (en) | 1998-10-27 |
Family
ID=12360316
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1032486A Expired - Fee Related JP2817101B2 (en) | 1989-02-09 | 1989-02-09 | Operation control device for occupant protection device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2817101B2 (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2543468Y2 (en) * | 1991-02-15 | 1997-08-06 | 富士通テン株式会社 | Automotive airbag equipment |
| JP3036278B2 (en) * | 1993-01-25 | 2000-04-24 | 日産自動車株式会社 | Control device for occupant restraint system |
| US5411289A (en) * | 1993-10-29 | 1995-05-02 | Morton International, Inc. | Air bag system for a motor vehicle |
| KR100437245B1 (en) * | 2001-07-31 | 2004-06-23 | 주식회사 현대오토넷 | A Frontal Airbag System of Vehicle and Control Method thereof |
| DE10309081A1 (en) | 2003-03-03 | 2004-09-16 | Robert Bosch Gmbh | Device for controlling restraint devices in a vehicle |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5127001Y2 (en) * | 1971-11-16 | 1976-07-09 | ||
| JPS50121938A (en) * | 1974-03-13 | 1975-09-25 |
-
1989
- 1989-02-09 JP JP1032486A patent/JP2817101B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH02212238A (en) | 1990-08-23 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |