JP3452014B2 - Activation control device for occupant protection device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an occupant protection device such as an airbag device for protecting an occupant in a vehicle when the vehicle collides, and more particularly to controlling activation of such an occupant protection device. The present invention relates to a start control device.

[0002]

2. Description of the Related Art As a device for controlling activation of an occupant protection device, there is, for example, a device for controlling ignition of a squib in an airbag device. In an airbag device, a gas generating agent is ignited by a squib in an inflator to generate gas from the inflator, and the bag is inflated by the gas to protect an occupant.

In such a device for controlling the ignition of the squib of an air bag device, a shock applied to a vehicle is usually detected as a deceleration by an acceleration sensor, and a calculated value is obtained based on the detected deceleration. The calculated value is compared with a preset threshold value, and the ignition control of the squib is performed based on the comparison result. Conventionally, the acceleration sensor is conventionally arranged at one place in the vehicle, and is usually mounted on a floor tunnel in the vehicle. Hereinafter, an acceleration sensor mounted on such a floor tunnel will be referred to as a floor sensor.

Further, the above-mentioned threshold value is the maximum of the calculated values obtained based on the deceleration detected by the floor sensor when the vehicle is subjected to an impact that is not enough to activate the airbag device. It is set to a value greater than the value.

[0005]

As described above, in the conventional activation control device for an occupant protection device, the impact applied to the vehicle is detected only by the floor sensor, and the activation of the occupant protection device is controlled based on the detection result. Was. Therefore, conventionally, there have been the following problems.

Generally, the collision mode of a vehicle depends on the manner of collision, the direction of the collision, the type of the object to be collided, etc., as shown in FIG. 27, such as a normal collision, an oblique collision, a pole collision, an offset collision, and an underride collision. are categorized. this house,
At the time of a head-on collision, the vehicle is impacted by the two left and right side members, so that a large deceleration occurs on the floor tunnel to which the floor sensor is attached within a predetermined time after the collision. At the time of a collision other than a head-on collision, such an impact is not received, and therefore, a large deceleration does not occur on the floor tunnel within a predetermined time after the collision.

Therefore, the floor sensor relatively easily detects the impact in the case of a head-on collision within a predetermined time after the collision, but it is difficult to detect the impact in the case of a collision other than the head-on collision.

Therefore, the above-mentioned threshold value is mainly set based on the deceleration detected at the time of a head-on collision. That is, the threshold value is set on the basis of a calculated value obtained from the deceleration detected by the floor sensor when the vehicle is impacted by a head-on collision to the extent that the airbag device is not activated.

However, if the threshold value is set based on the deceleration detected at the time of a head-on collision as described above, the threshold value itself becomes a relatively large value. On the other hand, in the case of a collision other than a head-on collision, as described above, since the floor sensor is difficult to detect the shock within a predetermined time after the collision, the deceleration signal obtained during the collision is used as a DSP (digital signal). It is necessary to detect the characteristics of the specific frequency component by performing a Fourier transform using a signal processor) to detect a collision (offset collision or the like) other than a head-on collision. In such cases, DS
Since a device such as P is required and a computer with high processing capability must be used, there is a problem that the cost is high.

Therefore, an object of the present invention is to solve the above-mentioned problems of the prior art, and to provide an occupant protection device capable of reliably activating the occupant protection device with a simple structure regardless of the collision mode of the vehicle. It is to provide an activation control device.

[0011]

In order to achieve at least a part of the above-mentioned object, the activation control device for an occupant protection device according to the present invention activates an occupant protection device mounted on a vehicle. A starting control device for controlling, which is arranged at a predetermined position in the vehicle, and which measures an impact applied to the vehicle, and an impact measuring means for measuring the impact applied to the vehicle. Speed detection means for detecting the speed of the object determined to be not fixed with respect to the vehicle, and a change in the value obtained based on the value measured by the impact measurement means with respect to the speed detected by the speed detection means And starting control means for controlling the starting of the occupant protection device based on the derivation result.

In the above-mentioned start-up control device, a shock detecting means which is arranged in front of the shock measuring means in the vehicle and outputs a signal based on a detection result of a shock applied to the vehicle at least by a collision, and the shock detecting means. Further comprising threshold change pattern selecting means for selecting a change pattern of a threshold for controlling activation of the occupant protection device from a plurality of change patterns based on an output from the means, wherein the change pattern of the threshold is the vehicle. The change pattern of the threshold value with respect to the speed of the object that is not fixed in the above, the activation control means changes with respect to the speed detected by the speed detecting means, the measurement by the impact measuring means A value obtained based on the value, according to a predetermined change pattern selected by the threshold change pattern selection means, A threshold which varies with respect to the speed detected by the serial speed detecting means, comparing, it is preferable to control the activation of the occupant protection device based on the comparison result.

In the above-mentioned start-up control device, it is preferable that the impact detecting means is arranged in a portion of the vehicle that is easily deformed by a collision of the vehicle.

In the above startup control device, it is preferable that a plurality of the impact detection means are present in the vehicle.

In the above-mentioned start-up control device, it is preferable that the impact detecting means is arranged diagonally to the right and diagonally forward of the impact measuring means.

In the above-mentioned start-up control device, it is preferable that the impact detecting means detects whether or not an impact greater than a predetermined reference value is applied to the vehicle.

In the above start-up control device, the impact detection means has a plurality of the reference values, and each reference value is
It is preferable to detect whether or not an impact exceeding the reference value is applied.

In the above-mentioned start-up control device, the impact detecting means has n reference values from the first to the n-th (where n is an integer of 1 or more) in descending order of value. For each reference value, it is detected whether or not an impact exceeding the reference value is applied, and the threshold value change pattern selection means has n + 1 change patterns of the threshold value, and the output from the impact detection means is , The first reference pattern is selected as the threshold change pattern for controlling the activation of the occupant protection device, when the first reference value or more is applied. i (however, 2
≦ i ≦ n) If the impact is equal to or larger than the (i) th reference value and less than the (i−1) th reference value, then the ith change pattern is selected and the nth reference value is selected. It is preferable to select the (n + 1) th change pattern when it indicates that an impact of less than 1 is applied.

In the above-mentioned start-up control device, the reference value is provided with the impact detection means when the vehicle is impacted by a collision in a predetermined collision mode to the extent that the passenger protection device is not activated. It is preferable that the value is set to a value larger than the value of the impact detected at the place.

In the above startup control device, it is preferable that a part of the transmission path for transmitting the detection result of the impact detection means from the impact detection means to the selection means is two or more paths in the vehicle.

In the activation control device, the impact measuring means measures deceleration as an impact applied to the vehicle, and the activation control means determines a value obtained on the basis of a value measured by the impact measuring means. It is preferable to use a value obtained by integrating the measured deceleration once with respect to time.

In the activation control device, the reference value is detected at the place where the impact detection means is provided when a shock is applied to the vehicle by a head-on collision to the extent that it does not activate the occupant protection device. Than the impact value
It is preferably set to a large value.

In the above-mentioned start-up control device, the reference value is set to a value larger than the value of the impact detected at the location where the impact detection means is arranged when the vehicle is traveling on a rough road. Preferably.

In the above-mentioned start-up control device, the reference value is set when the vehicle is subjected to an impact that is not enough to activate the occupant protection device due to a collision other than a head-on collision.
It is preferable that the value is set to a value smaller than the value of the shock detected at the installation location of the shock detecting means.

In the activation control device, when the threshold value changes in accordance with a predetermined change pattern for a predetermined physical quantity, it is used before the shock detection means detects that a shock of the reference value or more is applied. The change pattern of the threshold value is a value obtained based on the measurement value measured by the impact measurement means when an impact is applied to the vehicle by a head-on collision to such an extent that the passenger protection device is not activated, 1 that represents the change with respect to the physical quantity
One or more first curves, and one representing a change with respect to the physical quantity in a value obtained based on the measurement value measured by the impact measurement means when the vehicle is traveling on a rough road. It is preferable that the specific line has a larger value than at least one of the above second curves.

In the activation control device, the specific line is preferably an envelope of at least one of the one or more first curves and the one or more second curves.

In the activation control device, when the threshold value changes in accordance with a predetermined change pattern with respect to a predetermined physical quantity, the threshold value used after the impact detection means detects that an impact greater than the reference value is applied. Change pattern is obtained on the basis of the measured value measured by the impact measuring means when the vehicle is impacted by a predetermined collision other than a head-on collision to the extent that the occupant protection device is not activated. It is preferable that it comprises a specific line whose value is larger than one or more curves representing changes in the value to the physical quantity.

In the activation control device, the specific line is preferably an envelope of the one or more curves.

In the activation control device, it is preferable that the predetermined physical quantity is a velocity of an object in the vehicle that is determined as not fixed.

In the above startup control device, it is preferable that the predetermined physical quantity is time.

In the activation control device, the threshold value used before the impact detection means detects that an impact greater than the reference value is applied is used to activate the occupant protection device on the vehicle by a head-on collision. A first value obtained on the basis of the measured value measured by the shock measuring means at a certain time when a shock that is beyond the limit is applied.
And a second value obtained on the basis of the measured value measured by the impact measuring means at a certain time when the vehicle is traveling on a rough road. Is also preferably large.

In the above startup control device, the threshold is
It is preferable that the value is larger than at least one of the first value and the second value by a predetermined value.

In the above-mentioned start-up control device, the threshold value used after the impact detection means detects that an impact greater than the reference value is applied is used as the threshold value for the vehicle occupant protection device for the vehicle due to a predetermined collision other than a head-on collision. It is preferable that, when a shock is applied that is not enough to activate, the value is larger than a specific value obtained based on the measured value measured by the shock measuring means at a certain time.

In the activation control device, the threshold is
It is preferable that the value is larger than the specific value by a predetermined value.

In the above-mentioned start-up control device, the impact detection means includes a signal output terminal for outputting a detection result, a diode whose one end is connected to the signal output terminal, and the other end of the diode which is connected to the diode. A first resistor to which is connected, and the other end of the diode, one end of which is connected,
An internal switch which is arranged in parallel with the first resistor and which is turned on when an impact of the reference value or more is applied to the vehicle, and the other end of the first resistor and the internal switch, A second resistor having one end connected and the other end connected to ground.

In the above-mentioned start-up control device, the impact detection means includes two or more of each of the signal output terminal and the diode, one end of each diode is connected to each signal output terminal, and the impact detection means is provided. It is preferable that the transmission path for transmitting the detection result from the impact detection means to the selection means includes two or more signal lines respectively connected to the signal output terminals.

In the above-mentioned start-up control device, the shock detecting means includes two or more signal output terminals and two or more diodes, respectively. One end of each diode is connected to each signal output terminal, and further, a ground output is provided. The transmission path having one or more terminals for transmitting the detection result of the impact detection means from the impact detection means to the selection means has two or more signal lines respectively connected to respective signal output terminals, and the ground output. And one or more ground wires connected to the terminals.

In the above startup control device, a plurality of devices are arranged in front of the impact measuring means in the vehicle,
At least while further comprising impact detection means for outputting a signal based on the detection result of the impact applied to the vehicle due to a collision, the activation control means, based on the derivation result and the output result of the impact detection means, of the occupant protection device. It is preferable to control activation.

In the above-mentioned start-up control device, it is preferable that the impact detecting means is arranged in a portion of the vehicle that is easily deformed by a collision of the vehicle.

In the above-mentioned start-up control device, it is provided in a portion in front of the impact measuring means in the vehicle and is apt to be deformed by a collision of the vehicle, and based on at least a result of detection of an impact applied to the vehicle by the collision The system further includes impact detection means for outputting a signal, and controls activation of the occupant protection device based on the above, a value obtained based on the measurement value by the impact measurement means, and an output result of the impact detection means. It is preferable to provide a start control means.

In the above startup control device, it is preferable that a plurality of the impact detection means are present in the vehicle.

In the above-mentioned start-up control device, it is preferable that the impact detecting means is disposed diagonally to the right front and diagonally forward to the left with respect to the impact measuring means.

In the above-mentioned start-up control device, it is preferable that the impact detecting means detects whether or not an impact greater than a predetermined reference value is applied to the vehicle.

In the above startup control device, the impact detecting means has a plurality of the reference values, and each reference value is
It is preferable to detect whether or not an impact exceeding the reference value is applied.

In the above startup control device, the reference value is provided with the impact detection means when the vehicle is impacted by a collision in a predetermined collision mode to the extent that the vehicle protection device is not activated. It is preferable that the value is set to a value larger than the value of the impact detected at the place.

In the above-mentioned start-up control device, the impact detecting means is arranged diagonally to the right of the impact measuring means and the diagonally to the left of the impact measuring means of the vehicle. It is preferable that a part of the transmission path from the vehicle to the start control means includes a path passing through the right side of the vehicle and a path passing through the left side of the vehicle for each impact detection means.

In the activation control device, the reference value is detected at the place where the impact detection means is provided when a shock is applied to the vehicle by a head-on collision to the extent that it does not activate the occupant protection device. Than the impact value
It is preferably set to a large value.

In the above startup control device, the reference value is set to a value larger than the value of the shock detected at the place where the shock detecting means is arranged when the vehicle is traveling on a rough road. Preferably.

In the above-mentioned start-up control device, the reference value is set in the case where the vehicle is subjected to an impact that is not enough to activate the occupant protection device due to a collision other than a head-on collision.
It is preferable that the value is set to a value smaller than the value of the shock detected at the installation location of the shock detecting means.

[0050]

BEST MODE FOR CARRYING OUT THE INVENTION A. Start control device using satellite sensor a. First Example Hereinafter, an embodiment of the present invention will be described based on an example. FIG. 1 is a block diagram showing a start-up control device using a satellite sensor as a first embodiment of the present invention, and FIG. 2 is an explanatory diagram showing the locations of the satellite sensor 30 and floor sensor 32 in FIG.

The activation control device of the present embodiment is a device for controlling the activation of the airbag device 36 which is a kind of passenger protection device, and as shown in FIG.
, A satellite sensor 30, a floor sensor 32, and a drive circuit 34.

Among them, the satellite sensor 30 is a sensor for detecting whether or not the vehicle 46 is impacted with a predetermined reference value or more, and specifically, the satellite sensor 30 reduces the vehicle 46 by a predetermined reference value or more. When the speed is applied, the internal switch turns on and outputs an on signal. The floor sensor 32 is a so-called acceleration sensor for measuring the impact applied to the vehicle 46. Specifically, the floor sensor 32 measures the deceleration applied to the vehicle 46 in the front-rear direction at any time, and the measured value is measured. Output as a signal.

The control circuit 20 is a central processing unit (CPU).
22, a read only memory (ROM) 26, a random access memory 28, an input / output circuit (I / O circuit) 24, and the like, and each component is connected by a bus. Of these, the CPU 22 performs various processing operations for activation control according to a program stored in the ROM 42. The RAM 28 is a CPU based on the obtained data obtained from the signals from the sensors 30 and 32
22 is a memory for storing the result calculated by 22. The I / O circuit 24 is a circuit for inputting signals from the sensors 30 and 32 and outputting a start signal to the drive circuit 34.

Further, the CPU 22 compares a value obtained based on the detection result of the floor sensor 32 with a predetermined threshold value, as will be described later, in accordance with the above-mentioned program, etc.
The activation control unit 40 that controls the activation of the airbag device 36 based on the comparison result and the variation pattern of the threshold value when the satellite sensor 30 detects that an impact of a predetermined reference value or more is applied is changed. It functions as the threshold change pattern selection unit 42 for changing to a change pattern.

Further, the drive circuit 34 is responsive to the activation signal from the control circuit 20 to squib 3 in the airbag device 36.
It is a circuit that energizes 8 to ignite.

On the other hand, the airbag device 36 includes a squib 38 which is an ignition device, a gas generating agent (not shown) ignited by the squib 38, a bag (not shown) inflated by the generated gas, and the like. I have it.

Of these components, the control circuit 20 and
The floor sensor 32 and the drive circuit 34 are the EC shown in FIG.
It is housed in a U (electronic control unit) 44 and mounted on the floor tunnel in the center of the vehicle 46.
In addition, as shown in FIG.
The floor sensor 32 in the CU 44 is disposed in the front part of the vehicle 46 in the diagonally right front and the diagonal left front. In addition,
The floor sensor sensor 32 of this embodiment corresponds to the impact measuring means described in claim 1, and the satellite sensor 30 corresponds to the impact detecting means described in claim 2.

Now, the operations of the satellite sensor 30, the floor sensor 32 and the CPU 22 when the vehicle collides will be described.

FIG. 3 shows the satellite sensor 30 shown in FIG.
It is an explanatory view for explaining operations of the floor sensor 32 and the CPU 22. As shown in FIG. 3, the CPU shown in FIG.
The activation control unit 40 in 22 includes a calculation unit 58 and an activation determination unit 6
It has 0 and.

In FIG. 3, the floor sensor 32 constantly measures the deceleration G applied to the vehicle 46 in the front-rear direction, and outputs the measured value G as a signal, as described above. The calculation unit 58 of the activation control unit 40 uses the floor sensor 32.
Calculated value f
Find (G). The calculated value f (G) is obtained by integrating the speed (that is, the value obtained by integrating the deceleration G once with respect to time) and the moving distance (that is, integrating the deceleration G twice with respect to time. Value), a moving average (that is, a value obtained by integrating the deceleration G for a certain period of time), an intensity of a specific frequency of the deceleration G, a vector representing the front-rear direction, the left-right direction deceleration G of the vehicle, and the like. Any one of the synthetic components is used.
Alternatively, the deceleration G itself (that is, the measured value G itself) may be used as the calculated value f (G). In this case, it can be considered that the measurement value G is multiplied by "1" as a coefficient.

Next, the activation determination unit 60 of the activation control unit 40
Compares the value f (G) calculated by the calculator 58 with a threshold T. At this time, the threshold value T is not a constant value, but a value that changes according to the speed v of an object (for example, an occupant or the like) in the vehicle 46 that is determined to be not fixed.

Here, the velocity v of an object which is determined to be not fixed in the vehicle 46 (hereinafter referred to as a non-fixed object) is a value obtained by integrating the deceleration G once for the time t. . That is, when the deceleration G is applied to the vehicle moving forward, the non-fixed object in the vehicle is pulled forward by the inertial force and accelerates forward with respect to the vehicle. The relative speed v of the non-fixed object to the vehicle at this time is obtained by integrating the deceleration G once. It should be noted that such a speed v is also calculated by the above-described calculation unit 58 when the calculated value f (G) is calculated from the deceleration G.

FIG. 4 is a characteristic diagram showing an example of changes in the deceleration G and the speed v of the non-fixed object with respect to time t, and an example of changes in the calculated value f (G) with respect to the speed v. 4, (a) shows a change in deceleration G, (b) shows a change in speed v, and (c) shows a change in calculated value f (G). 4A and 4B, the vertical axis represents deceleration G and speed v, and the horizontal axis represents time t.
Further, in FIG. 4C, the vertical axis represents the calculated value f (G) and the horizontal axis represents the speed v.

In the example shown in FIG. 4, the deceleration G drastically changes with time, but the speed v obtained by integrating the deceleration G once increases monotonically with time. There is. Further, the calculated value f (G) obtained from the deceleration G by a predetermined calculation changes as shown in FIG. 4C with respect to the change of the speed v shown in FIG. 4B.

FIG. 5 is a characteristic diagram showing an example of a change pattern of the threshold value T used in the first embodiment with respect to the speed v of the non-fixed object. In FIG. 5, the vertical axis is the calculated value f (G) obtained by the calculation unit 58, and the horizontal axis is the speed v of the non-fixed object in the vehicle. As shown in FIG. 5, the threshold T changes according to the speed v of the non-fixed object in the vehicle. The difference between FIGS. 5A and 5B will be described later.

The start-judgment unit 60 has a variation pattern of the threshold T with respect to the speed v as shown in FIG. 5 in advance. Then, the activation determination unit 60 obtains the threshold value T corresponding to the speed v calculated by the calculation unit 58 from the change pattern, and uses the threshold value T as the calculated value f (G) also calculated by the calculation unit 58. Compare the size. If the calculated value f (G) exceeds the threshold value T as a result of the size comparison, the activation determination unit 60 outputs the activation signal A to the drive circuit 34 shown in FIG. As a result, the drive circuit 34 energizes the squib 38 to activate the airbag device 36, and the squib 38 ignites a gas generating agent (not shown).

On the other hand, as described above, the satellite sensor 30 turns on the internal switch and outputs an on signal when the vehicle 46 is decelerated by a predetermined reference value or more. Here, the above-mentioned reference value is used when the impact of the satellite sensor 30 is applied to the vehicle 46 to the extent that the airbag device is not activated due to a head-on collision, or when the vehicle 46 is traveling on a rough road. It is set to a value larger than the value of the impact detected at the installation location. For this reason, the satellite sensor 30 is at least applied to the vehicle 46 even if a head-on collision occurs, to the vehicle 46 only with an impact that is not enough to activate the airbag device, or when the vehicle 46 is traveling on a bad road. , The internal switch never turns on. However, in other cases (for example, when a collision other than a head-on collision occurs), the internal switch is turned on even when the vehicle 46 receives a shock that is not enough to activate the airbag device. , An ON signal can be output.

Next, the ON signal output from the satellite sensor 30 is input to the threshold change pattern selection section 42 as shown in FIG. In the threshold change pattern selection unit 42,
Depending on the ON signal from the satellite sensor 30, the speed v
The change pattern of the threshold value T with respect to is changed to another change pattern. Specifically, the threshold change pattern selection unit 42
When it is detected that the ON signal is input from the satellite sensor 30, the change pattern of the threshold T included in the activation determination unit 60 is changed from the change pattern shown in FIG. 5A to the change pattern shown in FIG. 5B.

In FIGS. 5A and 5B, C1 to C4
Are curves respectively showing changes in the calculated value f (G) with respect to the velocity v of the non-fixed object. Among them, C1 is a curve showing an example of a change in the calculated value f (G) when the vehicle 46 is subjected to an impact not enough to activate the airbag device due to the head-on collision, and C2 is a curve other than the head-on collision. An impact that is not enough to activate the airbag device due to the collision is applied to the vehicle 46.
Is a curve showing an example of a change in the calculated value f (G) when applied to the vehicle, and C3 and C4 are curves showing an example of a change in the calculated value f (G) obtained during traveling on a rough road. .
When the vehicle is traveling on a rough road, it is natural that the air bag device is not driven, so that any of the curves C1 to C4 does not reach the air bag device activation value f ( This shows the change of G) with respect to the speed v.

Therefore, it is necessary to set the threshold value T used for the activation determination of the airbag device (that is, the comparison with the calculated value f (G)) to a value larger than any of the curves C1 to C4. There is. However, even if it is set to a value larger than these curves, it is better to set the value as small as possible in order to make the activation determination of the airbag device early. Therefore, in order to obtain the change pattern of the threshold value T in FIG. 5A, first, the calculated value f when it is not necessary to start the airbag device as described above.
A plurality of curves showing changes in (G) are drawn, and then a pattern is obtained that has a value larger than these curves but is as close to these curves as possible. Specifically, the envelope of these plural curves is obtained and is obtained as the change pattern of the threshold T.

On the other hand, as described above, the satellite sensor 30 is used when the vehicle 46 is impacted by a head-on collision to the extent that it does not activate the airbag device or when the vehicle 46 is traveling on a rough road. Since the ON signal is not output, it can be said that the satellite sensor 30 outputs the ON signal in other cases.
Therefore, after the satellite sensor 30 outputs the ON signal, all of these two cases can be removed from consideration. Therefore, in order to obtain the change pattern of the threshold value T shown in FIG. 5B, a shock such as a curve C1 which is not enough to activate the airbag device is applied due to a head-on collision, or curves C3 and C4 are applied. All the cases where the vehicle 46 traveling on a bad road as shown are excluded to obtain the change pattern. Specifically, first, a plurality of curves, such as the curve C2, showing changes in the calculated value f (G) when a shock other than the collision of the airbag device is applied due to a collision other than the head-on collision is drawn. After that, as in the case of FIG. 5A, a pattern is obtained which has a value larger than those curves but is as close as possible to these curves. Specifically, the envelope of these plural curves is obtained, and this is used as a threshold T
Change pattern.

The floor sensor 32 generally gives an impact (ie, in the case of a head-on collision) within a predetermined time after the impact (ie, an initial stage of the impact) as compared with the case of other impacts.
The deceleration G) is easy to detect. In addition, it is relatively easy to detect an impact while traveling on a rough road. Therefore, in the case of a collision other than a head-on collision, the calculated value (that is, the curve C2) obtained from the detection result of the floor sensor 32 is the calculated value in the case of a head-on collision or when traveling on a rough road (that is, the curve C1, Compared with C3, C4), the value is smaller overall. Therefore, even if the change pattern of the threshold T is the change pattern shown in FIG.
The value is generally smaller than that of the change pattern shown in (a).

Now, as shown in FIG.
As described above, the threshold change pattern selection unit 42 switches the change patterns of the threshold T shown in (a) and (b) using the ON signal from the satellite sensor 30 as a trigger.

Therefore, the activation determination unit 60 of the activation control unit 40
Until the satellite sensor 30 outputs an ON signal, the magnitude comparison with the calculated value f (G) is made based on the threshold value T obtained from the change pattern of the threshold value T shown in FIG. After the satellite sensor 30 outputs the ON signal, the magnitude is compared with the calculated value f (G) based on the threshold value obtained from the change pattern of the threshold value T shown in FIG. 5B.

FIG. 6 shows a calculated value f in the case where a shock is required to activate the airbag device due to a vehicle collision.
FIG. 6 is a characteristic diagram showing a change of (G) with respect to the speed v after comparison with a change pattern of a threshold T shown in FIG. 5. In FIG. 6, the vertical axis represents the calculated value f calculated by the calculation unit 58.
(G), and the horizontal axis is the velocity v of the non-fixed object in the vehicle. 6A and 6B, d is a curve showing a change in the calculated value f (G) when the same impact is applied. In FIG. 6A, the threshold value T shown in FIG. The curve d is shown in comparison with the change pattern of FIG. 6B, and the curve d is shown in FIG. 6B after being compared with the change pattern of the threshold T shown in FIG. 5B.

When the change pattern shown in FIG. 5 (a) is used as the threshold value T, the curve d is changed as shown in FIG. 6 (a).
Is the calculated value f (G) when the velocity v of the non-fixed object is v1.
Will exceed the threshold value T and the airbag device will be activated. However, if the change pattern shown in FIG.
Since the threshold value T is generally smaller than that in the case of FIG. 5A, the curve d shows that the velocity v of the non-fixed object is v2 smaller than the velocity v1 as shown in FIG. 6B. Calculated value f
(G) exceeds the threshold value T, and the airbag device is activated.

As shown in FIG. 4 (b), generally, the velocity v of the non-fixed object increases monotonously with time, so that when the same impact is applied as shown in FIG. , The smaller the value of the speed v, the faster the time. Therefore, the velocity v2 shown in FIG. 6 (b) has a smaller value than the velocity v1 shown in FIG. 6 (a).
In the case shown in (b), the airbag device is activated earlier than in the case shown in FIG. 6 (a). That is, in other words, using the change pattern shown in FIG. 5B as the threshold value T causes the airbag device to be activated earlier than when using the change pattern shown in FIG. 5A. .

Therefore, when the satellite sensor 30 outputs an ON signal until the velocity v of the non-fixed object exceeds v1, the change pattern of the threshold value T is output from the satellite sensor 30 as in this embodiment. When the change pattern shown in FIG. 5A is changed to the change pattern shown in FIG.
Compared to the case where only the change pattern shown in (a) is used,
The airbag device can be activated early.

As described above, according to this embodiment, the threshold change pattern selection unit 42 uses the ON signal from the satellite sensor 30 to determine the change pattern of the threshold T used for the activation determination of the airbag device 36 as shown in FIG. The following effects can be obtained by changing the change pattern shown in a) to the change pattern shown in FIG. 5B. That is, the satellite sensor 30 does not output an ON signal when only a shock that is not enough to activate the airbag device is applied to the vehicle even if a head-on collision occurs, or when the vehicle is traveling on a bad road. ,
Since the change pattern shown in FIG. 5A is used as the change pattern of the threshold value T, the calculated value f (G) does not exceed the threshold value T, and the airbag device is not activated. When a collision occurs and a shock that requires activation of the airbag device is applied to the vehicle, the satellite sensor 30 outputs an ON signal, and the change pattern of the threshold T is as shown in FIG. Since the change pattern shown in FIG. 5B, which has a smaller value as a whole, is used, the calculated value f (G) exceeds the threshold value T at an early stage, and the airbag device can be activated early. it can.

Further, according to the present embodiment, as the threshold value T,
Since a value that changes according to the velocity v of the non-fixed object is used, compared to the case where a value that changes according to time t, which will be described later, is used, the influence of the type of the collision target, which is the opponent of the vehicle collision, is almost eliminated. It is possible to control the activation of the airbag device without receiving it. That is, when the collision mode is the same, but when the type of the collision target that is the collision partner is different, comparing the change in the calculated value f (G) between the case of the speed v and the case of the time t, the time t In the case of the change with respect to, the change curve expands or contracts in the time axis direction due to the difference in the type of the collision target, and the waveform of the change curve has no reproducibility, but in the case of the change with respect to the speed v,
The waveform of the change curve (that is, the curve C shown in FIG. 5) is almost unchanged regardless of the type of the collision object and is reproducible. Therefore, as the change pattern of the threshold T obtained by approaching these change curves, the velocity v
The change pattern with respect to is less affected by the difference in the type of the collision object than the change pattern with respect to the time t.

B. Second Embodiment FIG. 7 is a block diagram showing a start control device using a satellite sensor as a second embodiment of the present invention, and FIG. 8 is a satellite sensor 30, a floor sensor 32 and a CP shown in FIG.
It is explanatory drawing for demonstrating operation | movement of U22.

As shown in FIG. 7, the CPU 22 is provided with a threshold selection section 62 instead of the threshold change pattern selection section 42 shown in FIG. That is the point. In addition, as the operation difference, the operation content of the threshold selection unit 62 is different from that of the threshold change pattern selection unit 42, and the operation content of the activation control unit 40 is also the first.
This is different from the embodiment. Therefore, the other components are the same as those in the first embodiment, and the description thereof will be omitted.

In this embodiment, the CPU 22 functions as the activation control unit 40 and the threshold value selection unit 62 as shown in FIG. Further, the activation control unit 40 includes a calculation unit 58 and an activation determination unit 60, as shown in FIG.

Of these, the calculation unit 58 performs a predetermined calculation on the measured value G output from the floor sensor 32 to obtain a calculated value f (G). The activation determination unit 60 includes a calculation unit 58.
The calculated value f (G) obtained from is compared with the threshold value T in magnitude.
At this time, unlike the case of the first embodiment, the threshold value T is not a value that changes according to the velocity v of the non-fixed object,
A constant value or a value that changes with time t is used. The threshold T used by the activation determination unit 60 is given by the threshold selection unit 62.

FIG. 9 is a characteristic diagram showing an example of a temporal change of the threshold value T used in the second embodiment and an example of a temporal change of the calculated value f (G) at the time of collision or traveling on a rough road.
In FIG. 9, the vertical axis is the calculated value f (G) obtained by the calculation unit 58, and the horizontal axis is the time t. Also, E1
Is a curve showing an example of the temporal change of the calculated value f (G) when the impact that needs to activate the airbag device is applied to the vehicle due to a head-on collision, and E2 is the calculated value obtained during traveling on a rough road. 6 is a curve showing an example of a change in f (G), where E3 is a temporal change in the calculated value f (G) when a shock that needs to activate the airbag device is applied to the vehicle by a collision other than a head-on collision. E4 is a curve showing an example, and E4 is a curve showing an example of a temporal change of the calculated value f (G) when the vehicle is subjected to an impact not enough to activate the airbag device due to a collision other than a head-on collision. is there.

The threshold selection unit 62 gives the activation determination unit 60 a value as shown in FIG. 9 as the threshold T. Note that, in FIG. 9, it is assumed that an ON signal is input from the satellite sensor 30 to the threshold selection unit 62 at time t1. Specifically, first, a constant value T1 is given to the activation determination unit 60 as the threshold T until time t1 when the ON signal is input from the satellite sensor 30. Next, at time t1 when the ON signal is input, the threshold value T is changed from the value T1 up to that point to a value T2 lower than that value. After that, from time t2 to time t3, the threshold value T is gradually increased, and after the time t3 has passed, a constant value T3 as the threshold value T is set to the activation determination unit 60.
Give to.

Of these, the constant value T1 given as the threshold T until the ON signal is input is set as follows. When the satellite sensor 30 has not output the ON signal yet, when the vehicle is subjected to an impact that is not sufficient to activate the airbag device due to a head-on collision or the vehicle is traveling on a rough road, In order to prevent the bag device from being activated, it is necessary to set the threshold T taking these two cases into consideration. So first,
The calculated value f (G) is set for each of a case in which a vehicle collision is applied to the vehicle due to a vehicle collision (a head-on collision or other collision), which is not enough to activate the airbag device, or a case where the vehicle is traveling on a rough road. Ask. Then, the calculated value f
The maximum value is derived from (G), and a value T1 slightly larger than the maximum value is set as the threshold value T.

After the ON signal is input, the value given as the threshold value T is set as follows. After the satellite sensor 30 outputs the ON signal, it is not applicable when the vehicle is impacted by the above-described head-on collision to the extent that the airbag device is not activated or when the vehicle is traveling on a bad road. Therefore, the threshold value T can be set without considering these two cases. So first,
A plurality of curves, such as the curve E4, showing the temporal change of the calculated value f (G) when the vehicle is subjected to an impact to the extent that the airbag device is not activated by a collision other than a head-on collision, are prepared. The time when the satellite sensor 30 outputs the ON signal is entered on the curve. Then, the time axes of the curves are adjusted so that the times at which the ON signals are output on the curves all match at a certain point on the time axis, and then all the curves are superimposed. Then, based on each curve after the time when the ON signal is output, a pattern that is larger than these curves as a value, but is as close to these curves as possible,
That is, specifically, the envelopes of these curves are obtained. Then, a polygonal line (T2 to T3) that approximates this envelope
Is obtained and set as the threshold value T.

In general, the floor sensor 32 gives an impact (ie, in the case of a head-on collision) within a predetermined time after the impact (ie, an initial stage of the impact) as compared with the case of other impacts.
The deceleration G) is easy to detect. In addition, it is relatively easy to detect an impact while traveling on a rough road. Therefore, in the case of a collision other than a head-on collision, in the initial stage of the collision, the calculated value f (G) obtained from the detection result of the floor sensor 32 is higher than the calculated value in the case of a head-on collision or when traveling on a rough road. , The value becomes smaller. Therefore, even for the threshold value T, the value T2 after the ON signal is output is smaller than the value T1 before the ON signal is output.

Now, the threshold value selecting section 62 gives the above-mentioned threshold value T to the activation judging section 60 in response to the ON signal from the satellite sensor 30, so that in the activation judging section 60, the satellite sensor 30 outputs the ON signal. Until then, the calculated value f (G) is compared with the threshold value which is constant at the value T1. Therefore, when the vehicle is subjected to an impact that is not sufficient to activate the airbag device due to a head-on collision, or when the vehicle is traveling on a bad road, the curve E2 (when the vehicle is traveling on a bad road) is used. ), The calculated value f (G)
Does not exceed the threshold value T, and the airbag device is not activated. However, even if there is a head-on collision, if a shock that requires activation of the airbag device is applied to the vehicle, the calculated value is as shown by the curve E1. f (G) exceeds the threshold value T, and the airbag device is activated.

On the other hand, after the satellite sensor 30 outputs the ON signal, the calculated value f (G) is compared with the threshold value that changes with time from T2 to T3. In the event of a collision that impacts the vehicle and requires activation of the airbag system, the curve E3
As described above, the calculated value f (G) exceeds the threshold value T at time t1, and the airbag device is activated.

Here, if the threshold value T is not changed by the ON signal, the threshold value T remains the value T1, and therefore the calculated value f (G) exceeds the threshold value T at the time t4. Therefore, as in the present embodiment, by changing the threshold value T from the value T1 to the value T2 smaller than the threshold value T by the ON signal from the satellite sensor 30, the airbag device can be activated early.

As described above, according to the present embodiment, the threshold value selection unit 62 changes the threshold value T used for the activation determination of the airbag device 36 by the ON signal from the satellite sensor 30 as shown in FIG. As a result, the following effects can be obtained. That is, the satellite sensor 30 does not output an ON signal when only a shock that is not enough to activate the airbag device is applied to the vehicle even if a head-on collision occurs, or when the vehicle is traveling on a bad road. Since the constant value T1 is used as the threshold value T, the calculated value f (G) does not exceed the threshold value T, and the airbag device is not activated. However, for example, a collision other than a head-on collision occurs and the airbag device is not activated. When a shock is applied to the vehicle, the satellite sensor 30 outputs an ON signal, and the threshold value T is as follows.
Since a value that increases with time from a value T2 that is smaller than the value T1 is used, the calculated value f (G) exceeds the threshold value T at an early stage, and the airbag device can be activated early.

By the way, in the above-described first embodiment, the change pattern of the threshold value T after the satellite sensor 30 outputs the ON signal is such that the airbag device is not activated by a collision other than a head-on collision. After drawing a plurality of curves showing changes in the calculated value f (G) when a shock is applied,
It was obtained by finding these envelopes, but
The change pattern of the threshold T may be obtained by the same method as in the above embodiment. That is, first, a plurality of curves showing the temporal change of the calculated value f (G) when the vehicle is subjected to an impact that is not enough to activate the airbag device due to a collision other than a head-on collision are prepared. Enter the time when the satellite sensor 30 outputs the ON signal. Next, adjust the time axis of each curve so that the time when the ON signal is output on each curve matches at a certain point on the time axis, and then superimpose all the curves and output the ON signal. Envelopes are obtained for each curve after the specified time, and the change pattern of the threshold T is obtained.

Further, in the first embodiment, a value that changes according to the speed v of the non-fixed object in the vehicle 46 is used as the threshold T, and the change of the threshold T with respect to the speed v according to the ON signal from the satellite sensor 30. Although the pattern is switched, the threshold value T is set to the time t as in the second embodiment.
The change pattern of the threshold T with respect to the time t may be changed according to the ON signal from the satellite sensor 30 by using the value that changes according to.

Further, when a plurality of satellite sensors having different reference values of deceleration at which the internal switch is turned on are used as the satellite sensors, as will be described in the third embodiment to be described later, an on signal is output from each satellite sensor. The change pattern of the threshold value T in the first embodiment and the threshold value T in the second embodiment may be changed each time it is output.

C. Satellite Sensor The satellite sensor 30 used in the first and second embodiments is the ECU 44 shown in FIG. 2 as described above.
It is arranged in the front part of the vehicle 46 diagonally forward right and diagonally forward left with respect to the floor sensor 32 inside. As described above, the satellite sensors 30 are arranged at two positions diagonally forward and to the left, in the case of a collision that is asymmetric with respect to the center line (a center line along the front-rear direction) of the vehicle, such as an oblique collision or an offset collision. This is because the impact is accurately detected.

However, when such an oblique collision or an offset collision occurs, the portion where the vehicle has collided is damaged, so that there is a signal line (that is, a wire harness) taken out from the satellite sensor at that portion. The wire harness may be broken due to the collision, and the transmission path of the ON signal of the satellite sensor from the satellite sensor to the ECU 44 may not be secured.

Therefore, in each of the above embodiments, 1
In the vehicle, the wiring harnesses taken out from the two satellite sensors are separated into two directions, the right side and the left side of the vehicle.

FIG. 10 is an explanatory view for explaining a specific example of the arrangement of the wire harness taken out from the satellite sensor 30 used in the present invention. Figure 10
In the example shown in (a), the wire harnesses taken out from the satellite sensors 30R and 30L disposed on the left and right of the vehicle 46 are each made into two lines, and the two lined wire harnesses are respectively on the right side and the left side in the vehicle 46. The ECU 44 is connected to the ECU 44.

Further, in the example shown in FIG. 10B, the wire harnesses are taken out line by line from the satellite sensors 30R and 30L, and the wire harnesses are separately routed to the right side and the left side in the vehicle 46, and the left and right sides The other wire harnesses are connected to each other by another wire harness.

In this way, the handling of the wire harness taken out from one satellite sensor in the vehicle is
By separating the vehicle right side and left side in two directions, even if either the right side or the left side of the vehicle is damaged due to an oblique collision or an offset collision, the wire harnesses routed to the right side and the left side of the vehicle are Since disconnection at the same time is almost nothing, it is possible to secure the transmission path of the ON signal from the satellite sensor to the ECU, and it is possible to improve the reliability of the start control of the airbag device.

In the example shown in FIG. 10 (b), since the ON signals output from the satellite sensors 30R and 30L pass through the same wire harness, these ON signals are prevented from interfering with each other. It is necessary to perform well-known signal processing on the.

Next, the specific structure of the satellite sensor 30 will be described. FIG. 11 is a circuit diagram showing a specific example of the satellite sensor 30 used in the present invention.
In the example shown in FIG. 11A, as shown in FIG. 10A, the wire harness taken out from one satellite sensor 30a has two lines. Then, two diodes 52, 5 are provided between the wire harnesses W1, W2.
4 are connected so that their polarities are symmetrical with respect to each other. Between the connection point P of the diodes 52 and 54 and the ground, a parallel circuit including the internal switch 50 and the resistor 56 and the resistor 48 are connected in series.

In the satellite sensor 30a, the internal switch 50 is turned on when the vehicle is impacted with a predetermined reference value or more due to a vehicle collision or the like, whereby the voltage between the connection point P and the ground is changed. Then, this change in voltage is transmitted to the ECU 44 as an ON signal.

In this specific example, due to a vehicle collision,
For example, even if the point P of the wire harness W2 is broken, by dividing the wire harness into two lines, an ON signal can be reliably transmitted to the ECU via the wire harness W1.
4 can be transmitted.

Further, by inserting the resistor 48 between the internal switch 50 and the ground, the internal switch 50
Even if is turned on, the voltage at the connection point P does not become 0V, so the voltage input to the ECU 44 does not become 0V. On the other hand, when the point Q of the wire harness W2 is shorted to the body ground due to a vehicle collision, the voltage input to the ECU 44 becomes 0V. Therefore, in the ECU 44, it is possible to reliably distinguish between the case where the internal switch 50 is turned on and the case where the wire harness is short-circuited to the body ground based on the value of the input voltage, so that the short-circuit of the wire harness can be easily detected. can do.

In addition, two wires are provided between the wire harnesses W1 and W2.
By inserting the two diodes 52 and 54, even if, for example, the Q point of the wire harness W2 is shorted to the body ground due to a vehicle collision, the voltage at the connection point P does not become 0 V. It is possible to reliably detect that the switch is turned on.

On the other hand, in the example shown in FIG. 11B, not only the signal line for the ON signal but also the earth line is made into two lines to form an EC.
It is connected to U44. As a result, the ground potential of the satellite sensor 30b can be matched with the ground potential in the ECU 44.

D. Third Embodiment FIG. 12 is a block diagram showing a start control device using a satellite sensor as a third embodiment of the present invention, and FIG. 13 is a first and second satellite sensor 64, 66 seat belt shown in FIG. FIG. 6 is an explanatory diagram for explaining operations of the attachment / non-attachment detector 68, the floor sensor 32, and the CPU 22.

The structural difference of this embodiment from the second embodiment is that, as shown in FIG.
Instead of the first and second satellite sensors 64, 66.
A new seat belt presence detector 6
8 is provided. The difference in operation is that the first and second satellite sensors 64 and 66 and the seat belt wearing / non-wearing detector 68 are newly provided.
The operation content of the threshold selection unit 62 is different from that of the threshold selection unit 42 of the second embodiment. Therefore, the other components are the same as those in the second embodiment, and the description thereof will be omitted.

In the present embodiment, the first and second satellite sensors 64, 66 differ from each other in the reference value of deceleration at which the internal switch is turned on. That is, in the first satellite sensor 64, when the deceleration of the reference value K1 or more is applied to the vehicle, the internal switch is turned on and the ON signal is output, while in the second satellite sensor 66, the reference value K is set.
When a deceleration equal to or greater than the reference value K2 (K2 <K1) smaller than 1 is applied to the vehicle, the internal switch is turned on and the on signal is output. These first and second satellite sensors 6
Similar to the satellite sensor 30, the sensors 4 and 66 are respectively disposed in the front part of the vehicle 46 in the diagonally right front and the diagonal left front with respect to the floor sensor 32 in the ECU 44.

Further, the seatbelt presence / absence detector 68
Detects whether an occupant (for example, a driver) in the vehicle is seated on a seat and is wearing a seat belt, and outputs the detection result as a detection signal.

On the other hand, as shown in FIG. 13, the threshold value selecting section 62 receives the detection signal from the seat belt wearing / non-wearing detector 68, and sets different threshold values depending on whether the seat belt is wearing or not. Give to 60.

FIG. 14 is a characteristic diagram showing an example of a temporal change in the threshold value with and without the seatbelt in the third embodiment. In FIG. 14, the vertical axis represents the calculated value f (G) and the horizontal axis represents the time t. That is, the threshold value selection unit 62 uses the seat belt wearing presence detector 6
When the detection signal from 8 indicates that the seat belt is worn, the threshold Th shown in FIG. 14 is given to the activation determination unit 60, and when the seat belt is not worn, the threshold value Th shown in FIG.
The threshold value Tl shown in FIG.

Moreover, the threshold selection unit 62 further includes the first
When the ON signals from the second satellite sensors 64 and 66 are input and the seat belt is attached, the ON signals are ignored when the ON signal is input from the second satellite sensor 66, but from the first satellite sensor 64. When the ON signal is input, the threshold value is changed from the previous value to another value. On the contrary, if the seat belt is not attached,
When an ON signal is input from the first satellite sensor 64, that signal is ignored, but the second satellite sensor 66
When the ON signal is input from, the threshold value is changed from the previous value to another value.

In FIG. 14, it is assumed that the ON signal is input from the first satellite sensor 64 at time t6 and the ON signal is input from the second satellite sensor 66 at time t5. When the seat belt is worn, the threshold Th is given to the activation determination unit 60 in accordance with the ON signal from the first satellite sensor 64, as described above. Therefore, first, the first satellite sensor 64
Until time t6 when the ON signal is further input, a constant value T4 is given to the activation determination unit 60 as the threshold Th. Next, at time t6 when the ON signal is input, the threshold Th is changed from the value T4 up to then to a value T6 lower than that value. After that, after time t7, the threshold Th is gradually increased.

On the other hand, when the seat belt is not worn, the threshold value Tl is given to the activation judging section 60 in accordance with the ON signal from the second satellite sensor 66, as described above. Therefore, first, until the time t5 when the ON signal is input from the second satellite sensor 66, the activation determination unit 60 is given a constant value T5 as the threshold Tl. Next, at time t5 when the ON signal is input, the threshold value Tl is set to the value T5 up to that point.
To a value T7 lower than that value. After that, after time t8, the threshold Tl is gradually increased.

In this embodiment, comparing the threshold values with and without the seat belt,
As shown in FIG. 14, the threshold Tl when the seat belt is not worn is set to be smaller than the threshold Th when the seat belt is worn. That is, specifically, comparing the threshold values until the ON signal is input, the value T5 is set to a value smaller than the value T4, and comparing the threshold values immediately after the ON signal input, the value T7 is the value. It is set to a value smaller than T6. Furthermore, even if the thresholds after that are compared,
The threshold value Tl is set to a value smaller than the threshold value Th.

As described above, the reason why the threshold value Tl when the seat belt is not worn is set to be smaller than the threshold value Th when the seat belt is worn is that the occupant wears the seat belt. , Even if a certain amount of impact is applied to the vehicle, the restraint force of the seat belt protects the occupant, so it is not necessary to activate the airbag device, but if the occupant does not wear the seat belt, , Even if a comparatively small impact is applied, there is no restraint by the seat belt, so the occupant's body is likely to move according to inertial force and collide with the articles in the vehicle, so it is necessary to activate the airbag device. Because there is.

The reason why the reference value K2 in the second satellite sensor 66 is set smaller than the reference value K1 in the first satellite sensor 64 is as follows. That is, the ON signal of the second satellite sensor 66 is used when the seat belt is not worn, whereas the ON signal of the first satellite sensor 64 is used when the seat belt is worn. On the other hand, as described above, the threshold value until the ON signal is input from the satellite sensor is set to a smaller value when the seat belt is not worn than when the seat belt is worn. Therefore, the reference value K2 in the second satellite sensor 66 is set to a small value because the threshold value until the ON signal is input is small, and the reference value K1 in the first satellite sensor 64 is large because the threshold value is large. This is because it is preferable to set the value.

As described above, in the present embodiment, the threshold value used for the activation determination of the airbag device can be changed depending on whether the occupant wears the seat belt or not, so that the occupant can wear the seat belt. Therefore, it is possible to more accurately control the activation of the airbag device. In addition, by preparing two satellite sensors having different reference values and selectively using the seatbelt with and without the seatbelt, the ON signal timing,
That is, the timing of changing the threshold value to another value can be changed depending on whether the seat belt is attached or not, so that the airbag device can be activated with higher accuracy.

By the way, in the present embodiment, the first satellite sensor 64 and the second satellite sensor 66 are configured as separate sensors, but these two sensors may be integrated into one sensor. Is also good.

FIG. 15 is a circuit diagram showing a specific example in the case where the first and second satellite sensors 64 and 66 shown in FIG. 12 are integrated into one satellite sensor. Figure 1
As shown in FIG. 5, the satellite sensor 78 has two internal switches 70 and 72.
The resistors 0 and 72 have resistors 74 and 76 connected in parallel, and are connected in series between the terminals P1 and P2. Then, for example, the internal switch 70 is turned on when an impact of the reference value K1 or more is applied to the vehicle, and the internal switch 72 is turned on when an impact of the reference value K2 or more is applied to the vehicle. ing. As a result, when only a shock smaller than the reference value K2 is applied to the vehicle, both the internal switches 70 and 72 are not turned on, and when a shock larger than the reference value K2 and smaller than the reference value K1 is applied, only the internal switch 72 is applied. When the switch is turned on and the shock of the reference value K1 or more is applied, the internal switch 70 is further turned on. Therefore, the internal switches 70, 72
Since the voltage between the terminals P1 and P2 changes when each is turned on, the change in the voltage is transmitted to the ECU 44 as an ON signal corresponding to each of the reference values K1 and K2.

By using the integrated satellite sensor 78 as described above, the number of parts can be reduced.

By the way, in the third embodiment, two satellite sensors 64 and 66 having different reference values are used as satellite sensors, but three or more satellite sensors may be used.

E. Fourth Embodiment FIG. 16 is a block diagram showing an activation control device using a satellite sensor as a fourth embodiment of the present invention, and FIG. 17 shows the operations of the satellite sensor 30, floor sensor 32 and CPU 22 shown in FIG. It is an explanatory view for explaining.

The structural difference of this embodiment from the third embodiment is that, as shown in FIG. 16, the first and second embodiments are used without using the first and second satellite sensors 64 and 66. The same normal satellite sensor 30 used in
Is the point using. The difference in operation is that the normal satellite sensor 30 is used, so that the operation content of the threshold selection unit 80 is different from that of the threshold selection unit 62 of the third embodiment. Therefore, the other components are the same as those in the third embodiment, and the description thereof will be omitted.

In the present embodiment, the threshold selection unit 80 is
As shown in FIG. 17, the seatbelt presence / absence detector 68
A detection signal is input to the activation determination unit 60, and different threshold values are given to the activation determination unit 60 depending on whether or not the seat belt is worn.

FIG. 18 is a characteristic diagram showing an example of a temporal change in the threshold value with and without the seat belt in the fourth embodiment. In FIG. 18, the vertical axis represents the calculated value f (G) and the horizontal axis represents the time t. That is, the threshold selection unit 80 is configured so that the seat belt wearing presence / absence detector 6
When the detection signal from 8 indicates that the seat belt is worn, the threshold Ta shown in FIG. 18 is given to the activation determination unit 60, and when the seat belt is not worn, the threshold value Ta shown in FIG.
The threshold value Tn shown in 8 is given to the activation determination unit 60.

When the threshold selection unit 80 detects that an ON signal is input from the satellite sensor 30, the threshold selection unit 80 changes the threshold value from the previous value to another value.

Referring now to FIG. 18, the satellite sensor 3 is now
It is assumed that the ON signal is input from time 0 at time t9. When the seat belt is attached, the threshold value Ta is given to the activation determination unit 60 as described above. Therefore, first, until time t9 when the ON signal is input from the satellite sensor 30, a constant value T8 is given to the activation determination unit 60 as the threshold Ta. Next, at time t9 when the ON signal is input, the threshold value Ta is changed from the value T8 up to that point to a value T10 lower than that value. After that, after time t10, the threshold value Ta is gradually increased.

On the other hand, in the case where the seat belt is not worn, the threshold value Tn is given to the activation judging section 60 as described above. Therefore, first, until the time t9 when the ON signal is input from the satellite sensor 66, the activation determination unit 60 is given a constant value T9 as the threshold value Tn. Next, at time t9 when the ON signal is input, the threshold value Tn is set to the value T9 up to that point.
To a value T10 lower than that value. After that, after time t10, the threshold Tn is gradually increased.

Also in this embodiment, comparing the threshold values with and without the seat belt,
As shown in FIG. 18, the threshold value Tn when the seat belt is not worn is set to be substantially smaller than the threshold value Ta when the seat belt is worn. Specifically, comparing the threshold values until the ON signal is input, the value T9 is set to a value smaller than the value T8, and even if the threshold values after a predetermined time has elapsed after the ON signal is input are compared. , The threshold value Tn is set to a value larger than the threshold value Ta. The threshold value immediately after the ON signal is input is the same for both threshold values Tn and Ta.

As described above, the reason why the threshold value Tn when the seat belt is not worn is set to be substantially smaller than the threshold value Ta when the seat belt is worn is described in the third embodiment. It is the same as the reason.

As described above, in the present embodiment, the threshold value used for the activation determination of the airbag device is switched depending on whether or not the occupant wears the seat belt.
It is possible to more accurately control the activation of the airbag device in accordance with the seatbelt wearing state of the occupant. Further, as in the third embodiment, the timing of the ON signal cannot be changed between with and without the seatbelt, but since the normal satellite sensor 30 can be used, the third embodiment can be used. The number of parts can be reduced as compared with the embodiment.

By the way, in the present embodiment, when the threshold selection unit 80 detects that the ON signal is input from the satellite sensor 30 with or without the seatbelt, the threshold is set to the value up to that point. Was changed to another value. However, only with the seat belt attached,
The threshold value may be changed according to the ON signal from the satellite sensor 30, and when the seat belt is not worn, the threshold value may be kept constant regardless of the ON signal from the satellite sensor 30.

FIG. 19 is an explanatory diagram for explaining a specific example in which the threshold value is changed only when the seat belt is attached and a constant threshold value is used when the seat belt is not attached. In FIG. 19, the vertical axis represents the calculated value f (G) and the horizontal axis represents the time t. That is, the threshold selection unit 80
When the detection signal from the seatbelt presence / absence detector 68 indicates that the seatbelt is present, FIG.
19 is given to the activation determination unit 60, and when the seatbelt is not attached, the threshold Tc shown in FIG. 19B is given to the activation determination unit 60. That is, in the case where the seat belt is attached, a constant value T11 is given to the activation determination unit 60 as the threshold value Tv until the ON signal is input from the satellite sensor 30, but when the ON signal is input,
The threshold value Tv is changed from the previous value T11 to another value T13. On the other hand, in the case where the seat belt is not attached, regardless of the input of the ON signal from the satellite sensor 30,
A constant value T12 is always given to the activation determination unit 60 as the threshold value Tc.

As described above, the logic for determining whether to activate the airbag device may be different depending on whether the seat belt is attached or not.

In the third and fourth embodiments described above, the threshold value is changed depending on whether or not the occupant wears the seatbelt. You may make it change a threshold value according to a position, the angle of a sheet | seat, etc.

Further, there are two kinds of thresholds (that is, the threshold Th and the threshold Tl in the third embodiment, and the threshold Tv in the fourth embodiment, depending on whether or not the seatbelt is worn by the occupant.
And the threshold value Tn) are prepared and the activation of the airbag device is controlled based on each threshold value. For example, the vehicle is equipped with a seat belt with a pretensioner as an occupant protection device in addition to the airbag device. In this case, regardless of whether or not the seat belt is worn, the threshold value used for seat belt wearing (that is, the threshold value Th in the third embodiment, the fourth
In the embodiment, the threshold value Tv) is used for activation determination of the airbag device, and the threshold value used for not wearing the seat belt (that is, the threshold value Tl in the third embodiment, the threshold value Tc in the fourth embodiment) is used. It may be used for determining whether the seat belt with the pretensioner is activated.

FIG. 20 is an explanatory diagram showing a specific example of an airbag to which two inflators are attached. The airbag 88 shown in FIG. 20 includes a first inflator 84 and a second inflator 86. These inflators 84, 86 operate when the airbag device is activated to generate gas in the airbag 88, and Inflate the bag 88. At this time, by controlling which inflator is to be operated or at what operation timing, it is possible to adjust the inflating method and pressure of the airbag 88.

Therefore, as shown in FIG. 20, two inflators 8 are attached to the airbag 88 in the airbag device 36.
In the case where the seat belts 4 and 86 are attached, the threshold value used for the seat belt wearing condition (that is, the threshold value Th in the third embodiment, the threshold value in the fourth embodiment, regardless of whether or not the seat belt is worn). Tv) is used for actuating the first inflator 84, and the threshold value (that is, the threshold value Tl in the third embodiment and the threshold value Tc in the fourth embodiment) used for not wearing the seat belt is set in the second inflator 86. It may be used for operation.

In addition, in the third and fourth embodiments,
The case where the threshold value is changed by the ON signal from the satellite sensor using the threshold value selection unit has been described as an example, but the case where the threshold value change pattern is changed by the ON signal from the satellite sensor using the threshold value change pattern selection unit is also applicable. It goes without saying that you can do it.

B. Start control device using two-axis sensor a. Fifth Embodiment FIG. 21 is a block diagram showing a start control device using a biaxial sensor as a fifth embodiment of the present invention, and FIG. 22 is a biaxial sensor 90, a floor sensor 32 and a CPU 22 shown in FIG.
6 is an explanatory diagram for explaining the operation of FIG.

The structural difference of this embodiment from the first embodiment is that, as shown in FIG.
Instead of the above, a two-axis sensor 90 is provided. As for the operation difference, the operation content of the biaxial sensor 90 is different from that of the satellite sensor 30, and the operation content of the threshold value change pattern selection unit 92 is also different from that of the threshold value change pattern selection unit 42 of the first embodiment. It is a point. Therefore, since the other components are the same as those in the first embodiment,
The description is omitted.

In the present embodiment, the threshold value change pattern selection section 92 includes an integration calculation section 94, a direction determination section 96, and a threshold value change pattern switching section 98, as shown in FIG.

FIG. 23 is an explanatory view showing the location of the two-axis sensor 90 in FIG. 21 in the vehicle 46. As shown in FIG. 23, it is arranged in the center of the vehicle 46.

In the present embodiment, the biaxial sensor 90 is a sensor for detecting the direction of the impact applied to the vehicle, and specifically, as shown in FIG. , X direction) and the deceleration Gy applied in the left-right direction (hereinafter referred to as y direction) are measured at any time, and each measured value is output as a signal. In addition, the threshold value change pattern selection unit 92 changes the threshold value change pattern used in the activation determination unit 60 to another change pattern when the impact direction detected by the biaxial sensor 90 matches a preset direction. change.

Here, the operation of the threshold change pattern selection unit 92 will be described in more detail. As shown in FIG. 22, in the threshold value change pattern selection unit 92, the integral calculation unit 94 causes the measurement value output from the biaxial sensor 90 (that is,
The deceleration in the x direction and the deceleration in the y direction) Gx and Gy are integrated once for each time t, and an integrated value in the x direction ∫Gx
Obtain the integrated value ∫Gydt of dt and y direction, respectively. Here, since the value obtained by integrating the deceleration once for the time t is the speed v of the non-fixed object in the vehicle as described above, the integrated values ∫Gxdt and ∫Gydt are respectively the values of the non-fixed object. It represents the velocity in the x direction and the velocity in the y direction.

Next, the direction determining unit 96 first determines the direction of the impact applied to the vehicle 46 from the integrated values ∫Gxdt, ∫Gydt obtained by the integral calculating unit 94. Then, by determining whether or not the direction of the impact coincides with a predetermined direction, the collision mode of the vehicle is an oblique collision, an offset collision, or other collisions (that is, a head collision, a pole collision, an under collision). If it is a collision or an offset collision, an instruction signal is given to the threshold change pattern switching unit 98.

FIG. 24 is a characteristic diagram showing the integral values ∫Gxdt, ∫Gydt in the x and y directions obtained by the integral calculator 94 in FIG. 22 plotted on the orthogonal coordinates. Figure 2
4, the vertical axis represents the integrated value ∫Gxdt in the x direction,
The horizontal axis represents the integrated value ∫Gydt in the y direction.

In FIG. 24, (a) shows the own vehicle S
When the vehicle S1, which is a collision partner, collides against 0,
The curve obtained by plotting the integrated value is compared with the case where the vehicle S2 collides obliquely. Figure 24
In (a), M1 is a curve when the vehicle S1 obliquely collides, and M2 is a curve when the vehicle S2 obliquely collides. Further, N1 indicates the direction of the impact applied to the vehicle S0 when the vehicle S1 and the vehicle S0 collide, and N2 indicates the vehicle S2.
And the direction of the impact applied to the vehicle S0 when the vehicle S0 and the vehicle S0 collide.

The integrated value of the deceleration G, that is, the speed of the non-fixed object in the vehicle, gradually increases from 0 with the lapse of time after the collision as shown in FIG. a)
, The curve M obtained by plotting the integrated value
1, 1 and M2 also extend from 0, which is the origin of the coordinate axes, toward the periphery with the lapse of time after the collision. On the other hand, the curve M1,
Looking at the relationship between M2 and the impact directions N1 and N2, near the origin of 0 (that is, immediately after the collision), the direction in which the curves M1 and M2 extend and the impact applied to the vehicle S0 The direction is clearly in agreement. Therefore,
Integral values ∫Gxdt, ∫ in x and y directions as shown in FIG.
By using a curve obtained by plotting Gydt on Cartesian coordinates, the direction of the impact applied to the vehicle can be easily determined.

Therefore, the direction determining unit 96 shown in FIG. 22 determines the direction of the impact applied to the vehicle 46 from the integrated values ∫Gxdt, ∫Gydt obtained by the integral calculating unit 94 by the above method. .

In FIG. 24, (b) shows a comparison of curves obtained by plotting integral values for each collision mode. In FIG. 24B, M3 and M6 are curves when a high-speed oblique collision occurs (high-speed oblique collision), and M4 is a medium-speed oblique collision (medium-speed oblique collision).
M5 is a curve when an offset collision occurs at medium speed (medium speed offset). Further, M7 to M9 drawn by broken lines are curves when a head-on collision, a pole collision, and an underride collision occur.

As shown in FIG. 24 (b), when a collision that is asymmetric with respect to the center line of the vehicle (center line along the x direction), such as an oblique collision or an offset collision, is applied to the vehicle. The direction of has an angle of a predetermined value or more with respect to the center line. On the other hand, when a collision, such as a head-on collision, a pole collision, or an underride collision, which is substantially symmetrical with respect to the center line of the vehicle, the direction of the impact applied to the vehicle is approximately the x direction (that is, the front-rear direction ) Along the direction.
Therefore, in other words, it is determined whether or not the direction of impact has an angle greater than or equal to the predetermined value from the center line of the vehicle,
If the angle is equal to or more than the predetermined value, it can be determined that the collision is an oblique collision or an offset collision, and if the angle is not equal to or more than the predetermined value, a head-on collision, a pole collision, or an underride. It can be determined to be a collision.

Therefore, the direction determining unit 96 uses the above method to match the direction of the collision with a predetermined direction (that is, a direction forming an angle of not less than the above predetermined value with respect to the center line of the vehicle). It is determined whether or not the collision is to be performed, and it is determined whether the collision mode of the vehicle is an oblique collision, an offset collision, or another collision. Then, the direction determining unit 96 gives an instruction signal to the threshold value change pattern switching unit 98 when it is determined that the vehicle is in an oblique collision or an offset collision.

Here, the instruction signal given from the direction determining section 96 is a signal corresponding to the ON signal from the satellite sensor in each of the above-described embodiments, and the threshold change pattern switching section 98 uses the instruction signal as a trigger. For example, two change patterns for the threshold value T, which correspond to the change patterns shown in FIGS. 5A and 5B, are switched.

Therefore, the activation determination unit 60 of the activation control unit 40
When comparing the calculated value f (G) with the threshold value T,
As the change pattern of the threshold value T, a change pattern corresponding to the change pattern shown in FIG. 5A is used until the direction determination unit 96 outputs the instruction signal.
After the direction determination unit 96 outputs the instruction signal, FIG.
A change pattern corresponding to the change pattern shown in is used.

Here, the change pattern of the threshold value T corresponding to the change pattern shown in FIG. 5A is a calculated value f when the airbag device is not activated for various collision modes including a head-on collision. Draw multiple curves showing changes in (G),
Although the value is larger than these curves, it is possible to obtain a pattern that is as close to these curves as possible.

On the other hand, as described above, the direction determining unit 96
Gives an instruction signal to the threshold value change pattern switching unit 98 only when it is determined that the vehicle is a diagonal collision or an offset collision. Therefore, the fact that the direction determination unit 96 has given the instruction signal means that the collision mode is not a head-on collision, a pole collision, or an underride collision. All can be excluded from consideration, and oblique collisions or offset collisions should be considered. Therefore, the threshold value T corresponding to the change pattern shown in FIG.
The change pattern is a plurality of curves showing changes in the calculated value f (G) when an impact is applied to the airbag device due to an oblique collision or an offset collision. However, the pattern should be obtained as close to these curves as possible.

Therefore, as the threshold value T, the change pattern of the threshold value T corresponding to the change pattern shown in FIG. 5B is the threshold value T corresponding to the change pattern shown in FIG.
Since it is smaller than the change pattern of
When the change pattern of the threshold value T corresponding to the change pattern shown in (b) is used, the airbag device can be activated earlier.

As described above, according to this embodiment, the threshold change pattern selection unit 92 causes the direction of the impact applied to the vehicle to be a predetermined direction (that is, an angle equal to or larger than the predetermined value from the center line of the vehicle). Direction), if it is determined that
Change the change pattern of the threshold value T used for the activation determination of the airbag device 36 from the change pattern corresponding to the change pattern shown in FIG. 5A to the change pattern corresponding to the change pattern shown in FIG. 5B. The following effects can be obtained. That is, when a head-on collision, a pole collision, an underride collision, or the like occurs, the direction determination unit 96 does not give the instruction signal to the threshold change pattern switching unit 98, and the change pattern of the threshold T is shown in FIG. Since a change pattern corresponding to the change pattern shown is used,
Even if a collision such as a pole collision or an underride collision occurs, the calculated value f (G) does not exceed the threshold value T and the airbag device is not affected if the impact is not enough to activate the airbag device. Is not started. However, when a slanting collision or an offset collision occurs, the direction determination unit 96 gives an instruction signal to the threshold change pattern switching unit 98, so that the change pattern of the threshold T has a value as a whole as compared with the above change pattern. A change pattern corresponding to the small change pattern shown in FIG. 5B will be used. Therefore, when an impact that requires activation of the airbag device is applied to the vehicle due to a leaning collision or an offset collision, Since the calculated value f (G) exceeds the threshold value T at an early stage, the airbag device can be activated early.

B. Sixth Embodiment By the way, the above-mentioned method of detecting the direction of the impact applied to the vehicle by using the two-axis sensor and changing the change pattern of the threshold based on the detected direction is of course the same as in the second embodiment. It can also be applied when changing the threshold value.

FIG. 25 shows a second embodiment of the present invention.
A block diagram showing a start-up control device using an axis sensor, FIG.
6 is an explanatory diagram for explaining the operations of the biaxial sensor 90, the floor sensor 32, and the CPU 22 shown in FIG.

The structural difference of this embodiment from the fifth embodiment is that, as shown in FIG. 25, the CPU 22 includes a threshold selection unit 100 instead of the threshold change pattern selection unit 92. is there. Further, the difference in operation is that the operation content of the threshold selection unit 100 is the threshold change pattern selection unit 9
It is different from 2. Therefore, the other components are the same as those in the fifth embodiment, and the description thereof will be omitted.

In this embodiment, the threshold selection unit 100 is
As shown in FIG. 26, the integration calculation unit 94 and the direction determination unit 96
And a threshold adjustment unit 102.

Of these, the operations of the integral calculation section 94 and the direction determination section 96 are the same as those in the fifth embodiment, and therefore the threshold adjustment section 1
Only the operation No. 02 will be described. Threshold adjustment unit 102
Gives a value that corresponds to the value shown in FIG. 9 to the activation determination unit 60 as the threshold value T. That is, a constant value is given to the activation determination unit 60 as the threshold T until the direction determination unit 96 inputs the instruction signal. Next, when the instruction signal is input, the threshold value T is changed from its previous value to a value lower than that value. After that, the threshold value T is gradually increased, and after a certain time, a constant value is given to the activation determination unit 60 as the threshold value T.

Among these, a constant value given as the threshold T by the start-judgment unit 60 until the instruction signal is given is set as follows. In the state where the direction determination unit 96 does not give the instruction signal, the collision mode has not yet been determined to be an oblique collision or an offset collision, and therefore, for example, an impact that is not enough to activate the airbag device due to a head-on collision is applied to the vehicle. In order to prevent the airbag device from being activated when it is added, it is necessary to set the threshold value T in consideration of a head-on collision, a pole collision, an underride collision, and the like. Therefore,
First, the calculated value f (G) is calculated for each case in which a vehicle collision (frontal collision and other collisions) gives a shock to the vehicle that is not sufficient to activate the airbag device.
Then, the maximum value is derived from the calculated values f (G), and a value slightly larger than the maximum value is set as the threshold value T.

After the instruction signal is given, the value given as the threshold value T to the activation judging section 60 is set as follows. After the direction determination unit 96 gives the instruction signal, a head-on collision, a pole collision, an underride collision, and the like are no longer applicable. Therefore, the threshold T can be set without taking these collision modes into consideration. Therefore, a plurality of curves showing the temporal change of the calculated value f (G) when the vehicle is subjected to an impact not enough to activate the airbag device due to a leaning collision or an offset collision are prepared. The time when the determination unit 96 seems to have given the instruction signal is entered. Then, the time axes of the respective curves are adjusted so that the times all match at a certain time point on the time axis, and then all the curves are superposed. Then, based on the curves after the above time, a pattern is obtained that is larger than these curves as a value, but is as close to these curves as possible. Then, a polygonal line that approximates this pattern is obtained and set as the threshold value T.

As described above, according to the present embodiment, the threshold change pattern selection unit 92 causes the direction of the impact applied to the vehicle to be a predetermined direction (that is, an angle equal to or larger than the predetermined value from the center line of the vehicle). The following effects can be obtained by changing the threshold value T used for the activation determination of the airbag device as described above based on the determination of whether or not it coincides with the (direction). That is, when a head-on collision, a pole collision, an underride collision, or the like occurs, the direction determination unit 96 does not give the instruction signal to the threshold adjustment unit 102, and the threshold T has a constant value as described above. In the case where a collision such as a head-on collision, a pole collision or an underride collision is applied to the vehicle with an impact that is not enough to activate the airbag device, the calculated value f (G) does not exceed the threshold value T. , The airbag device is not activated. However, when a slanting collision or an offset collision occurs, the direction determination unit 96 gives an instruction signal to the threshold adjustment unit 102, so that the threshold T has a value that increases from a value smaller than the above constant value with time. Since it is used, the calculated value f (G) exceeds the threshold value T at an early stage, and the airbag device can be activated early.

The present invention is not limited to the above-described examples and embodiments, but can be carried out in various modes without departing from the scope of the invention.

[Brief description of drawings]

FIG. 1 is a block diagram showing a startup control device using a satellite sensor as a first embodiment of the present invention.

FIG. 2 is an explanatory diagram showing the locations where satellite sensors 30 and floor sensors 32 in FIG. 1 are arranged.

FIG. 3 is an explanatory diagram for explaining operations of the satellite sensor 30, the floor sensor 32, and the CPU 22 shown in FIG.

FIG. 4 is a characteristic diagram showing an example of changes in deceleration G and speed v of a non-fixed object with respect to time t, and an example of changes in calculated value f (G) with respect to speed v.

FIG. 5 is a characteristic diagram showing an example of a change pattern of the threshold value T used in the first embodiment with respect to the velocity v of the non-fixed object.

FIG. 6 is a speed v of a calculated value f (G) when a shock that requires activation of the airbag device is applied due to a vehicle collision.
6 is a characteristic diagram showing a change with respect to a change pattern of a threshold T shown in FIG.

FIG. 7 is a block diagram showing a start control device using a satellite sensor as a second embodiment of the present invention.

8 is an explanatory diagram for explaining operations of the satellite sensor 30, the floor sensor 32, and the CPU 22 shown in FIG.

FIG. 9 shows an example of a temporal change of a threshold value T used in the second embodiment and a calculated value f at the time of collision or traveling on a rough road.
It is a characteristic view which shows an example of the time change of (G).

FIG. 10 is an explanatory diagram for explaining a specific example of routing the wire harness taken out from the satellite sensor 30 used in the present invention.

FIG. 11 is a circuit diagram showing a specific example of the satellite sensor 30 used in the present invention.

FIG. 12 is a block diagram showing an activation control device using a satellite sensor as a third embodiment of the present invention.

13 is an explanatory diagram for explaining the operations of the first and second satellite sensors 64, 66, the seatbelt wearing / unfitting detector 68, the floor sensor 32, and the CPU 22 shown in FIG.

FIG. 14 is a characteristic diagram showing an example of a temporal change of a threshold value with and without a seat belt in the third embodiment.

FIG. 15 is a circuit diagram showing a specific example in the case where the first and second satellite sensors 64 and 66 shown in FIG. 12 are integrated into one satellite sensor.

FIG. 16 is a block diagram showing a startup control device using a satellite sensor as a fourth embodiment of the present invention.

FIG. 17 is an explanatory diagram for explaining the operations of the satellite sensor 30, the floor sensor 32, and the CPU 22 shown in FIG.

FIG. 18 is a characteristic diagram showing an example of a temporal change of a threshold value with and without a seat belt in the fourth embodiment.

FIG. 19 is an explanatory diagram for explaining a specific example in which the threshold value is changed only when the seat belt is attached, and a fixed threshold value is used when the seat belt is not attached.

FIG. 20 is an explanatory diagram showing a specific example of an airbag to which two inflators are attached.

FIG. 21 is a block diagram showing an activation control device using a biaxial sensor as a fifth embodiment of the present invention.

22 is an explanatory diagram for explaining the operation of the biaxial sensor 90, the floor sensor 32, and the CPU 22 shown in FIG.

FIG. 23 is an explanatory diagram showing a location where the biaxial sensor 90 shown in FIG. 21 is arranged in the vehicle 46.

FIG. 24 is a characteristic diagram showing the integral values ∫Gxdt, ∫Gydt in the x and y directions obtained by the integral calculation unit 94 in FIG. 22, which are plotted on orthogonal coordinates.

FIG. 25 is a block diagram showing an activation control device using a biaxial sensor as a sixth embodiment of the present invention.

FIG. 26 is an explanatory diagram for explaining the operation of the biaxial sensor 90, the floor sensor 32, and the CPU 22 shown in FIG. 25.

FIG. 27 is an explanatory diagram showing classification of general vehicle collision modes.

[Explanation of symbols]

20 ... Control circuit 22 ... CPU 24 ... I / O circuit 28 ... Memory 30 ... Satellite sensor 30R, 30L ... Satellite sensor 30a ... Satellite sensor 30b ... satellite sensor 32 ... Floor sensor 34 ... Drive circuit 36 ... Airbag device 38 ... Squibb 40 ... Activation control unit 42 ... ROM 42 ... Threshold change pattern selection unit 44 ... ECU 46 ... Vehicle 48 ... Resistor 50 ... Internal switch 52, 54 ... Diode 56 ... Resistor 58 ... Calculation unit 60 ... Activation determination unit 62 ... Threshold value selection unit 64 ... First satellite sensor 66 ... Second satellite sensor 68 ... Seatbelt presence / absence detector 70, 72 ... Internal switch 74, 76 ... Resistors 78 ... Satellite sensor 80 ... Threshold selection section 84 ... 1st inflator 86 ... Second inflator 88 ... Airbag 90 ... 2-axis sensor 92 ... Threshold change pattern selection unit 94 ... Integral calculation unit 96 ... Direction determination unit 98 ... Threshold change pattern switching unit 100 ... Threshold selection section 102 ... Threshold adjustment unit

Front Page Continuation (72) Inventor Hiromichi Fujishima 1 Toyota Town, Toyota City, Aichi Prefecture, Toyota Motor Corporation (72) Inventor Yuichi Sakaguchi 1 Toyota Town, Toyota City, Aichi Prefecture, Toyota Motor Corporation (72) Inventor Takao Akatsuka 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (56) Reference Japanese Patent Laid-Open No. 10-152014 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60R 21/16-21/32 B60R 22/46 B60R 21/01

Claims (38)

(57) [Claims] 1. An activation control device for controlling activation of an occupant protection device mounted on a vehicle, the impact control means being disposed at a predetermined position in the vehicle and measuring an impact applied to the vehicle. A speed detecting means for detecting a speed of the object determined to be not fixed in the vehicle with respect to the vehicle based on a measurement value of the impact measuring means; and a speed detecting means for the speed detected by the speed detecting means,
A starting control device for an occupant protection device, comprising: a starting control device that derives a change in a value obtained based on a measured value by the impact measuring device and controls the starting of the occupant protection device based on the derivation result. 2. The activation control device for an occupant protection system according to claim 1, wherein the signal is provided in the vehicle in front of the impact measuring means and is based on at least a result of detection of an impact applied to the vehicle by a collision. And a threshold value change pattern selection means for selecting a change pattern of a threshold value for controlling the activation of the occupant protection device from a plurality of change patterns based on the output from the shock detection means. The change pattern of the threshold is a change pattern of the threshold with respect to the speed of the object not fixed in the vehicle, and the activation control unit changes the speed detected by the speed detection unit. A value obtained on the basis of the measured value by the impact measuring means, which is changed with respect to the threshold value, and the threshold change pattern selecting means. An occupant protection characterized by comparing a threshold value that changes with respect to the speed detected by the speed detection means in accordance with a predetermined change pattern, and controlling activation of the occupant protection device based on the comparison result. Device startup control device. 3. The activation control device for an occupant protection system according to claim 2, wherein the impact detection means is arranged in a portion of the vehicle that is easily deformed by a collision of the vehicle. Activation control device for occupant protection device. 4. The activation control device for an occupant protection device according to claim 2 or 3, wherein a plurality of the impact detection means are present in the vehicle. 5. The activation control device for an occupant protection system according to claim 4, wherein the impact detection means is disposed diagonally to the right front and to the left diagonal front with respect to the impact measurement means. Activation control device for passenger protection device. 6. The activation control device for an occupant protection system according to any one of claims 2 to 5, wherein the impact detection means applies an impact of a predetermined reference value or more to the vehicle. An activation control device for an occupant protection device, which is characterized by detecting whether or not it is. 7. The activation control device for an occupant protection system according to claim 6, wherein the impact detection means has a plurality of the reference values, and an impact equal to or greater than the reference value is applied to each reference value. An activation control device for an occupant protection device, which is characterized by detecting whether or not it is present. 8. The activation control device for an occupant protection device according to claim 6 or 7 , wherein the reference value does not reach a level at which the occupant protection device is activated in the vehicle due to a collision in a predetermined collision mode. When the impact is applied, the activation control device for the occupant protection device is set to a value larger than the value of the impact detected at the location of the impact detection means. 9. The activation control device for an occupant protection system according to any one of claims 2 to 8 , wherein the detection result of the impact detection means is transmitted from the impact detection means to the selection means. The activation control device for an occupant protection device, wherein a part of the transmission path is provided in two or more paths in the vehicle. 10. The activation control device for an occupant protection system according to any one of claims 1 to 9 , wherein the impact measuring means measures a deceleration as an impact applied to the vehicle. The occupant protection device is characterized in that the activation control means uses a value obtained by integrating the measured deceleration once with respect to time, as a value obtained based on a measured value by the impact measuring means. Startup control device. 11. The activation control device for an occupant protection device according to any one of claims 6 to 10 , wherein the reference value is for activating the occupant protection device in the vehicle by a head-on collision. If a shock that does not reach it is applied,
An activation control device for an occupant protection device, which is set to a value larger than a value of an impact detected at a location where the impact detection means is provided. 12. The activation control device for an occupant protection device according to any one of claims 6 to 11 , wherein the reference value is set when the vehicle is traveling on a rough road. An activation control device for an occupant protection device, which is set to a value larger than a value of an impact detected at a location where the impact detection means is provided. 13. The activation control device for an occupant protection device according to any one of claims 6 to 12 , wherein the reference value is the occupant protection device for the vehicle due to a collision other than a head-on collision. When a shock that does not reach the start is applied, the start control of the occupant protection device is set to a value smaller than the value of the shock detected at the installation location of the shock detection means. apparatus. 14. The activation control device for an occupant protection system according to any one of claims 6 to 13 , wherein the impact is generated when the threshold value changes in accordance with a predetermined change pattern for a predetermined physical quantity. The change pattern of the threshold value used before the detection means detects that an impact greater than the reference value is applied is such that the vehicle has been impacted by a head-on collision to the extent that it does not activate the occupant protection device. In this case, one or more first curves representing changes in the value obtained based on the measurement value measured by the impact measuring means with respect to the physical quantity, and the vehicle traveling on a rough road. And at least one of at least one second curve representing a change in the value obtained based on the measurement value measured by the impact measuring means with respect to the physical quantity. Also, activation control device for passenger protection device characterized by comprising a specific line large value. 15. The activation control device for an occupant protection system according to claim 14 , wherein the specific line is one of the one or more first curves and the one or more second curves. An activation control device for an occupant protection device, which is at least one envelope. 16. The activation control device for an occupant protection system according to any one of claims 6 to 15 , wherein the impact is generated when the threshold value changes in accordance with a predetermined change pattern for a predetermined physical quantity. The change pattern of the threshold value used after the detection means detects that an impact greater than the reference value has been applied is of a level that is not enough to activate the occupant protection device on the vehicle by a predetermined collision other than a head-on collision. It is characterized by comprising a specific line having a larger value than one or more curves representing changes with respect to the physical quantity in a value obtained based on the measured value measured by the shock measuring means when a shock is applied. The activation control device for the occupant protection device. 17. The activation control device for an occupant protection device according to claim 16 , wherein the specific line is an envelope of the one or more curves. 18. The activation control device for an occupant protection device according to any one of claims 14 to 17 , wherein the predetermined physical quantity is an object that is determined not to be fixed in the vehicle. The starting control device for the occupant protection device, characterized in that 19. The activation control device for an occupant protection device according to any one of claims 14 to 17 , wherein the predetermined physical quantity is time. Control device. 20. The activation control device for an occupant protection device according to any one of claims 6 to 13 , wherein the impact detection means detects that an impact greater than or equal to the reference value is applied. The threshold value used before is based on the measured value measured by the shock measuring means at a certain time when a shock to the vehicle is applied to the vehicle due to a head-on collision to such an extent that the passenger protection device is not activated. And a second value obtained based on the measured value measured by the impact measuring means at a certain time when the vehicle is traveling on a rough road, An activation control device for an occupant protection device, wherein the activation control device is larger than at least one of the above. 21. The activation control device for an occupant protection system according to claim 20 , wherein the threshold value is a predetermined value greater than at least one of the first value and the second value. An activation control device for an occupant protection device, which has a large value. 22. Claims 6 to 13 , claim 2
0 , and the activation control device for an occupant protection device according to any one of claims 21 to 25 , wherein the threshold value used after the impact detection unit detects that an impact greater than or equal to the reference value is applied. , When a predetermined collision other than a head-on collision gives a shock to the vehicle that is not enough to activate the occupant protection device, based on the measured value measured by the shock measuring means at a certain time. An activation control device for an occupant protection device, which is larger than a specific value obtained. 23. The activation control device for an occupant protection device according to claim 22 , wherein the threshold value is a value larger than the specific value by a predetermined value. 24. The activation control device for an occupant protection device according to any one of claims 2 to 23 , wherein the impact detection means includes a signal output terminal for outputting a detection result, A diode whose one end is connected to the signal output terminal, a first resistor whose one end is connected to the other end of the diode, and one end of which is connected to the other end of the diode, An internal switch that is arranged in parallel with the resistor and that is turned on when an impact greater than the reference value is applied to the vehicle, and one end of which is connected to the other ends of the first resistor and the internal switch. And a second resistor having the other end connected to the ground, and an activation control device for an occupant protection device. 25. The activation control device for an occupant protection system according to claim 24 , wherein the impact detection means includes two or more of each of the signal output terminal and the diode, and each signal output terminal has one end of each diode. And a transmission path for transmitting the detection result of the shock detecting means from the shock detecting means to the selecting means includes two or more signal lines respectively connected to the signal output terminals. The activation control device for the occupant protection device. 26. The activation control device for an occupant protection system according to claim 24 , wherein the impact detection means includes two or more of each of the signal output terminal and the diode, and each signal output terminal has one end of each diode. And one or more ground output terminals, and a transmission path for transmitting the detection result of the impact detection means from the impact detection means to the selection means is connected to each signal output terminal. An activation control device for an occupant protection device, comprising: two or more signal lines; and one or more ground lines connected to the ground output terminal. 27. The activation control device for an occupant protection system according to claim 1, wherein a plurality of occupant protection devices are provided in front of the impact measuring means in the vehicle, and at least a result of detection of an impact applied to the vehicle by a collision is provided. An occupant protection device, further comprising an impact detection unit that outputs a signal based on the activation control unit, the activation control unit controlling activation of the occupant protection device based on the derivation result and the output result of the impact detection unit. Startup control device. 28. The activation control device for an occupant protection system according to claim 27 , wherein the impact detection means is arranged in a portion of the vehicle that is easily deformed by a collision of the vehicle. Activation control device for occupant protection device. 29. The activation control device for an occupant protection system according to claim 1, wherein the occupant protection device is provided in a portion of the vehicle in front of the impact measuring means and which is easily deformed by a collision of the vehicle, and at least a collision. According to the above, the shock detection means for outputting a signal based on the detection result of the shock applied to the vehicle is further provided, and the value obtained based on the measurement value by the shock measurement means and the output result of the shock detection means. An activation control device for an occupant protection device, comprising: activation control means for controlling activation of the occupant protection device based on the above. 30. The activation control device for an occupant protection device according to claim 29 , wherein a plurality of the impact detection means are present in the vehicle. 31. The activation control device for an occupant protection device according to any one of claims 27 to 30 , wherein the impact detection means is diagonally forward right and diagonally forward left with respect to the impact measuring means. A start-up control device for an occupant protection device, characterized in that 32. The activation control device for an occupant protection system according to any one of claims 27 to 31 , wherein the impact detection means applies an impact of a predetermined reference value or more to the vehicle. An activation control device for an occupant protection device, which is characterized by detecting whether or not it is. 33. The activation control device for an occupant protection system according to claim 32 , wherein the impact detection means has a plurality of the reference values, and an impact equal to or greater than the reference value is applied to each reference value. An activation control device for an occupant protection device, which is characterized by detecting whether or not it is present. 34. The activation control device for an occupant protection device according to claim 32 or claim 33 , wherein the reference value does not reach a level at which the occupant protection device is activated in the vehicle by a collision in a predetermined collision mode. When the impact is applied, the activation control device for the occupant protection device is set to a value larger than the value of the impact detected at the location of the impact detection means. 35. The activation control device for an occupant protection device according to any one of claims 27 to 34 , wherein the impact detection means is diagonally right front and left of the impact measurement means in the vehicle. A part of the transmission path, which is arranged diagonally forward and transmits the detection result of each impact detection means from each impact detection means to the activation control means, is provided in the vehicle for each impact detection means. An activation control device for an occupant protection device, characterized in that there is a path passing through the right side and a path passing through the left side inside the vehicle. 36. The activation control device for an occupant protection device according to any one of claims 32 to 35 , wherein the reference value is for activating the occupant protection device in the vehicle by a head-on collision. If a shock that does not reach it is applied,
An activation control device for an occupant protection device, which is set to a value larger than a value of an impact detected at a location where the impact detection means is provided. 37. The activation control device for an occupant protection system according to any one of claims 32 to 36 , wherein the reference value is set when the vehicle is traveling on a rough road. An activation control device for an occupant protection device, which is set to a value larger than a value of an impact detected at a location where the impact detection means is provided. 38. The activation control device for an occupant protection device according to any one of claims 32 to 37 , wherein the reference value is the occupant protection device for the vehicle due to a collision other than a head-on collision. When a shock that does not reach the start is applied, the start control of the occupant protection device is set to a value smaller than the value of the shock detected at the installation location of the shock detection means. apparatus.