JP3546212B2 - Airbag deployment control device - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an operation control device for detecting a collision of a vehicle and operating an airbag device, and particularly relates to an airbag device of a type in which one airbag is deployed by a plurality of inflators. The present invention relates to a deployment control device that determines the operation mode (the number of operations and the operation timing) of each inflator and the necessity of the operation of each inflator in accordance with the above.
[0002]
[Prior art]
Conventionally, an airbag device generally used is a method in which one airbag is deployed by one inflator. In this method, a change in the acceleration of the vehicle is constantly detected by an acceleration sensor installed in the passenger compartment, and the acceleration signal is subjected to appropriate arithmetic processing such as integration once or twice, and compared with a predetermined threshold value. If the threshold value is exceeded, an activation signal is issued to the ignition circuit of the inflator to activate the inflator and deploy the airbag.
[0003]
According to the safety standard, this system is designed to exhibit the highest performance in the case of a frontal collision at a speed of 50 km / h, so that the threshold value is set regardless of the severity of the collision or the position or posture of the occupant. Beyond that, the airbag will deploy with certain characteristics. Therefore, in the case of a low-speed collision, the bag deploys with excessive deployment energy to protect the occupant, and when the occupant is close to the bag or the occupant is small, There was a risk of injury due to the deployed bag.
[0004]
Therefore, as one of the solutions to these problems, the output of the inflator is optimally controlled according to various conditions such as the degree of collision, the physique and position of the occupant, and whether or not the seat belt is worn, and the injury value of the occupant is reduced. A new system called a “smart airbag system” for optimization has been proposed. In this smart airbag system, in order to optimize the output of the inflator, a plurality of inflators are arranged for one airbag, and the degree of collision, the seating position and posture of the occupant, and other various conditions are adjusted. This is a method of optimizing the output of the inflator by controlling the operation form of the inflator, that is, the number and timing of the inflators to be operated.
[0005]
[Problems to be solved by the invention]
The determination of the severity of the collision, which is the reference, is generally performed based on an acceleration signal detected by an acceleration sensor arranged in the vehicle interior. However, in an acceleration sensor installed in the vehicle interior, Depending on the type of collision, there is no significant difference in the acceleration waveform immediately after the collision, and if the severity of the collision is determined when the difference occurs, it is too late for inflator operation control, and it is difficult to optimize the operation of the inflator. There was a problem.
[0006]
For example, as shown in FIG. 5A, for example, a high-speed oblique collision (oblique forward collision at high speed; the same applies hereinafter) indicated by a solid line and a low-speed frontal collision (front collision at low speed) indicated by a dotted line. (The same applies hereinafter.), There is no significant difference in the waveform of the acceleration G at the initial stage of the collision, and also in FIG. In particular, although a slight difference occurs in the acceleration waveform in the latter half of the inflator operation request timing, the average acceleration is almost the same. Therefore, it is extremely difficult to judge the severity of the collision based on the acceleration sensor installed in the vehicle cabin and to calculate the operation control of the inflator at the same time during the operation request time. There was a problem that the judgment seemed to be late. As described above, the necessity of deploying the airbag can be determined within the required operation time based on the determination based on the acceleration sensor installed in the vehicle interior. In some cases, it is extremely difficult to determine even the form of deployment of the bag.
[0007]
The present invention has been made in view of the above-mentioned conventional problems, and an object of the present invention is to provide a method capable of easily determining the severity of a collision in an early stage of the collision. A second object of the present invention is to provide an operation control device which can easily optimize the operation of the inflator according to the degree of the severity of the collision. It is intended to realize various development forms.
[0008]
[Means for Solving the Problems]
The present invention has been made in order to achieve the above-described object.Aside from an acceleration sensor disposed in a vehicle interior, a switch function for judging the degree of collision is provided in a crash zone where deformation occurs first in a collision. A crash zone sensor is provided to determine the degree of collision and control the necessity of operation of the plurality of inflators and the operation mode such as the number of operations and the operation timing.
[0009]
There are two types of systems according to the present invention. First, the specific configuration of the first system is provided with a plurality of inflators for one airbag, and when a vehicle collision is detected, the degree of the collision is reduced. An airbag device deployment control device configured to control the operation of the inflator accordingly.
An acceleration sensor installed in the vehicle interior and constantly detecting the acceleration of the vehicle interior,
A crash sensor that is installed in a crash zone at the front of the vehicle body and has a switch mechanism that closes an electric circuit by a collision of a predetermined level or more ;
A timer circuit for measuring a time after the circuit of the crash sensor is closed,
A first time comparator for comparing the elapsed time measured by the timer circuit with a first time threshold value for determining the degree of collision severity set in advance,
A time integration value obtained by time integration based on the acceleration signal from the acceleration sensor is compared with a second speed threshold value which is set in advance to determine whether airbag deployment is necessary. A second speed comparator for determining whether or not the operation of
Comparison of the results in the first hours comparator, when the elapsed time is below the first hour threshold than is the time integral value, the previously set to determine the severity degree of the collision A first speed comparator for setting an inflator operation mode for setting an operation time difference between the plurality of inflators, according to the magnitude thereof,
As a result of the comparison in the first time comparator, if the elapsed time exceeds the first time threshold, the timer circuit is reset, and a part of the inflator is only determined by the second speed comparator. It is characterized by being operated.
[0010]
Further, the configuration of the second system is such that an airbag is provided with a plurality of inflators for one airbag, and when the collision of the vehicle is detected, the operation of the inflator is controlled according to the degree of the collision. In the device deployment control device,
An acceleration sensor installed in the vehicle interior and constantly detecting the acceleration of the vehicle interior;
A crash sensor that is installed in a crash zone at the front of the vehicle body and has a switch mechanism that closes an electric circuit by a collision of a predetermined level or more;
A timer circuit for measuring the time after the crash sensor circuit is closed;
A first time comparator for comparing the elapsed time measured by the timer circuit with a first time threshold set in advance ,
As a result of the comparison in the first time comparator, when the elapsed time is equal to or less than the first time threshold, the time integrated value obtained by time integration based on the acceleration signal from the acceleration sensor is activated by a part of the inflator. A third speed comparator for determining the necessity of operation of some inflators to be compared with a preset third speed threshold to determine the necessity of,
If the result of the comparison in the third speed comparator indicates that the time integrated value is equal to or greater than the third speed threshold value, the time integrated value is set in advance to determine whether or not another inflator needs to be operated. And a fourth speed comparator for determining the necessity of operation of another inflator to be compared with the set fourth speed threshold value.
[0011]
In each of the above systems, the operation mode of the inflator is a combination of a rapid deployment system and a slow deployment system. As a rapid deployment system, a system in which all the inflators are simultaneously operated or all the inflators are set at a minute ignition timing. When the operation method is selected, as the slow deployment, there is a method in which only some of the inflators are operated, or a method in which the ignition timing of each inflator is slightly shifted to sequentially ignite. The combination of the slow and rapid deployment of the bag is appropriately selected, and is appropriately selected according to the vehicle type and the vehicle body structure.
[0012]
BEST MODE FOR CARRYING OUT THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings. In this specification, the acceleration on the deceleration side is described as a positive value. However, when the value is set to a negative value, the same applies if the signs are reversed.
[0013]
FIG. 1 is a block diagram of an operation control device according to the present invention. In FIG. 1, an acceleration sensor 1 installed in a vehicle interior as usual has a reset circuit 19 and two inflators via an arithmetic circuit 3. The trigger circuits 25 and 26 are connected to the trigger circuits 25 and 26, and the trigger circuits 25 and 26 respectively ignite the first inflator and the second inflator to deploy one airbag 27.
[0014]
Next, the arithmetic circuit 3 will be described. In block 11, first, a time point t0 at which the acceleration value G detected by the acceleration sensor 1 in the vehicle interior exceeds a predetermined acceleration G1 is detected. To start. Block 12 is a peak cut means, which cuts less than a predetermined acceleration G2 from the acceleration value G after the time point t0 to calculate an acceleration G3 equal to or greater than G2 (acceleration G2 or less is regarded as G2). Next, the time integrating means 13 performs time integration of the acceleration G3 to calculate a time integrated value V, and the next speed subtracting means 14 determines a predetermined subtracted speed value per unit time from the time integrated value V as necessary. ΔV is subtracted to calculate a subtraction integral value V1. The subtraction speed value ΔV may be a constant value or a time function value.
[0015]
The calculation processing of each of the above blocks 11 to 14 will be described with reference to the diagram of FIG. 3. In FIG. 3A, when G1 is detected in block 11, the calculation for collision determination is started from time t0. In a block 12 (peak cut means), a value equal to or less than a predetermined value G2 is cut off and regarded as G2, and only the acceleration value G3 equal to or more than G2 is time-integrated by the time integration means 13, and then a block 14 (subtraction means). A predetermined subtraction speed value ΔV per unit time in the hatched portion is subtracted. Next, the integration and the subtraction will be described. In FIG. 3 (b), the vertical line shows the value obtained by subtracting the subtraction speed value ΔV from the time integration value, which is the subtraction integration value V1. That is, since the portion B of the acceleration diagram is cut, it does not contribute to the subtraction speed value ΔV, and the vertical line portion A is added as a negative value.
[0016]
As a result of the arithmetic processing, the difference between the high-speed oblique impact and the low-speed oblique impact described with reference to FIGS. 5A and 5B, which is not clear, can be clearly distinguished. That is, the acceleration waveform of a high-speed oblique impact has a considerable vibration component due to buckling, vibration, etc. of the vehicle body, but most of the impact energy of a low-speed frontal impact is absorbed by a crash zone such as a bumper at the front of the vehicle body. Therefore, the vibration component is not so large. Paying attention to the difference between the characteristics of the two acceleration waveforms, G3 obtained by removing the valley (G2 or less) of the acceleration waveform is time-integrated. As a result, as shown in FIG. 4, the subtraction integral value Va of the high-speed oblique collision acceleration having a large vibration component can be clearly distinguished from the subtraction integral value Vb of the low-speed front collision.
[0017]
On the other hand, in the present invention, apart from the acceleration sensor 1 installed in the vehicle interior, a crash sensor 2 is installed also in a crash zone at the front of the vehicle, and a signal from the crash sensor 2 is used. It has great features. That is, the crash sensor 2 used in the present invention is a collision sensor that closes (ON) an electric circuit by an inertia force at the time of a collision. For example, a mass body called a sensing mass that is constantly attracted by a magnet is used. , Are disposed near the pair of contacts, and in the event of a collision, the mass body moves toward the contacts against the magnetic force by inertial force to turn on the contacts. The crash sensor is adjusted to turn on the circuit when it receives an inertial force equal to or higher than a predetermined level. Another crash sensor used in the present invention is a pressure-sensitive sensor, that is, a sensor that closes a contact when it receives a pressure equal to or higher than a predetermined surface pressure, or a conductive metal wire in a conductive metal pipe. Any one of a pipe sensor or the like that turns on a circuit when a metal pipe is deformed and comes into contact with an internal metal wire at the time of a collision can be used.
[0018]
In the present invention, when the crash sensor 2 is turned on, this is detected in a block 4, and subsequently, an elapsed time t 1 after the ON is measured by a timer 5, and the elapsed time is transmitted to the first time comparator 7. . In the first hours comparator 7 compares the first time threshold ts1 and the elapsed time t1 which is set in advance, when the elapsed time is equal to or less than the threshold value (t1 ≦ ts1), the first speed comparison A signal of a calculation instruction is sent to a device (inflator operation mode determination device) 9. Here, the first time threshold ts1 is set in the time zone of the initial stage of the airbag operation request timing shown in FIGS. 4 and 5, and the operation request timing is 30 to 50 ms (millisecond) after the collision. On the other hand, the time threshold ts1 is set in a range of 10 to 20 ms. That is, t1 ≦ ts1 indicates that it is an extremely early time after the collision. When the time of the timer 5 exceeds ts1, the time measurement by the timer is no longer necessary, so that a reset signal is output to the reset circuit 10 of the timer 5 to terminate the time measurement and to wait for the next input. enter.
[0019]
Then, the first speed comparator 9, to determine the severity of the collision is determiner for determining inflator operating configuration, quite at an early time after the collision that satisfies the conditions of the t1 ≦ ts1, collision The purpose is to judge the degree of intenseness. The first speed comparator 9 compares the subtracted integral value (hereinafter simply referred to as a time integral value V1) with a preset first speed threshold value Vs1, and when V1 ≧ Vs1, a post-collision value is obtained. At an extremely early stage, the time integration value V1 indicates a large value, which means that the collision is severe. On the other hand, if V1 <Vs1, it means that the collision is not so intense, contrary to the case described above. The magnitude of the severity of the collision is determined based on the comparison result of the first speed comparator 9, and the operating time differences Δt1 and Δt2 (including zero) between the first inflator and the second inflator are determined accordingly. It is set by the operation time difference setting devices 15 and 16. Here, when V1 <Vs1, that is, when the collision is not so severe, the operating time difference Δt1 between the first inflator and the second inflator is set to a predetermined time. When V1 ≧ Vs1, that is, when the collision is severe, the operation time difference Δt2 is set to a value smaller than Δt1, or set to zero, and both inflators are set to operate simultaneously. You.
[0020]
Subsequently, the second speed comparator shown in block 17 (the inflator actuating necessity determining unit), the necessity of airbag deployment, i.e., a determiner for determining the necessity of operation of the inflator, is set in advance The second speed threshold value Vs2 is compared with the time integral value V1, and if V1 ≧ Vs2, that is, if the time integral value is equal to or greater than a predetermined threshold value, the signal is transmitted to the block 21 and the first inflator Is transmitted to the first inflator trigger circuit of the block 25 to deploy the airbag 27. At the same time, a signal is sent from the block 21 to the block 22 to start measuring the time Δt after the first inflator operation ON signal is transmitted, and the signal of the time Δt is sent to the second time comparator 23, where the block 15 Or, the ignition time difference Δt1 or Δt2 between the first inflator and the second inflator set in 16 is compared, and when Δt = Δt1 or Δt2 is reached, a signal is sent to the block 24, and in the block 24, the trigger ON signal of the second inflator is sent. The signal is transmitted to the trigger circuit 26 of the inflator to ignite the second inflator.
[0021]
Thus, after the ignition of the first inflator, the second inflator is deployed at a predetermined time difference, and the airbag is initially gently deployed only by the first inflator, and subsequently supplied from both the first and second inflators. It will be developed rapidly by the gas being used. As a result, even when the occupant is seated at the front of the seat close to the airbag device, it is possible to avoid damage due to rapid deployment of the airbag.
[0022]
If the result of the comparison by the second speed comparator 17 for the necessity determination of the inflator is V1 <Vs2, the signal is transmitted to the comparator 18, and V1 is set in advance. Compare with zero (0) or a small value in the vicinity thereof, and when the value is equal to or less than the set value (eg, equal to or less than zero), the signal is transmitted to the system reset circuit 19 to reset the system, and is equal to or more than the set value (eg, equal to or more than zero) In the case of, the operation in the arithmetic circuit 3 is continued. In the first time comparator 7, when t1> ts1, the timer circuit 5 is reset as described above, and the first speed comparator 9 does not judge the severity of the collision. The operation timing of the first and second inflators is not set, and the trigger of the first inflator is determined only by the necessity of operation of the inflator based on the value of the time integration value V1 input to the second speed comparator 17. A trigger signal is output to the circuit 25.
[0023]
Next, FIG. 2 shows another embodiment of the present invention, in which a time integral value V1 is calculated based on an acceleration signal G detected by an acceleration sensor 1 in a vehicle interior, and a crash zone of a vehicle body is calculated. When the crash sensor 2 installed at the ON is turned on, the timer 5 is operated, and the elapsed time t1 after the ON is compared with the first time threshold ts1 by the first time comparator 7 as in the case of FIG. Therefore, detailed description is omitted. In the present example, when the time t1 ≦ ts1, the time integral value V1 is transmitted from the block 30 to the third speed comparator 32 which is a first inflator operation necessity determination unit. It is compared with the three-speed threshold value Vs3, and if V1 ≧ Vs3, it is determined that the airbag needs to be deployed, and a trigger ON signal of the first inflator is sent from the block 21 to the inflator trigger circuit of the block 25, and the first inflator Is operated to deploy the airbag 27.
[0024]
If V1 ≧ Vs3, the time integration value V1 is also transmitted to the fourth speed comparator 33, which is a necessity determining unit for the operation of the second inflator. When V1 ≧ Vs4 is compared with the speed threshold value Vs4, the second inflator trigger ON signal is transmitted from the block 24 to the second inflator trigger circuit 26 assuming that the second inflator also needs to operate. Accordingly, when V1 ≧ Vs3 in block 32, the first inflator is first ignited, and subsequently, when V1 ≧ Vs4 in block 33, the second inflator is ignited. It appears as a difference in the ignition timing of the inflator. That is, in the case of FIG. 1, the operation time difference between the two inflators is set in the blocks 15 and 16, but in the case of this example, the time difference until V1 ≧ Vs3 and then V1 ≧ Vs4 is satisfied. However, because of the difference in ignition timing, in the case of a severe collision, the time difference during this period is small, and in the case of a relatively mild collision, the time difference becomes longer, and the ignition timing is automatically adjusted according to the type of collision. Will be set.
[0025]
When the third speed comparator 32 determines that V1 <Vs3, and when the fourth speed comparator 33 determines that V1 <Vs4, the signal is output as in the case of FIG. The signal V1 is transmitted to the comparator 18, and is compared with a preset value of zero (0) or a small value in the vicinity of the value. 1 is the same as that of FIG. 1 in that when the system is reset and the value is equal to or more than the set value (for example, zero or more), the operation in the arithmetic circuit 3 is continued.
[0026]
In the embodiment described above, the first time threshold value ts1 is preferably 10 to 20 ms because the airbag deployment necessity determination time immediately after the collision must be early, and the first inflator and the first inflator The operating time difference between the two inflators is preferably set to about 0 to 5 ms for rapid deployment, and about 3 to 15 ms for gentle deployment.
[0027]
Further, in the above embodiment, the case where two inflators of the first and second inflators are used has been described. However, it goes without saying that the present invention can be similarly applied to the case where three or more inflators are used. . Further, it is also possible to deploy only a part of the plurality of inflators in the case of a slight collision.
[0028]
Further, each of the speed thresholds (Vs1 to Vs4) may be a fixed value, but it is preferable that the speed thresholds (Vs1 to Vs4) be easily made to follow various collision modes by forming a time function.
[0029]
Further, in the above embodiment, the first to fourth speed comparators 9, 17, 32, and 33 compare the subtraction integral value V1 obtained in the block 14, which is a subtractor, with various predetermined threshold values. However, this can be compared with the time integral value V obtained in the block 13 before the subtraction, but from the viewpoint of the judgment accuracy, it is more preferable to compare with the subtracted integral value V1. , As described above.
[0030]
Furthermore, the above description does not refer to a control method based on a combination of a seating position and a posture of an occupant when the present invention is applied to the airbag device of the passenger seat or the rear seat, but the present invention is based on these combinations. It goes without saying that control is possible. For example, immediately before or immediately after a block for outputting a trigger signal to the first and second inflators, a circuit for determining the necessity of operating the airbag device based on the seating position or posture of the occupant is provided to make a final determination of the necessity of airbag deployment It is also possible to do so. Further, it is determined whether or not the airbag is loose / rapidly deployed based on the seating position and posture of the occupant, and this is coupled with the above-described determination system of the present invention, and the seating position and posture and the degree of the severity of collision are determined. It is also possible to give a priority in between to control the deployment form of the airbag. In short, various embodiments exist within the scope of the present invention described in the claims.
[0031]
Furthermore, the inflator used in the present invention may use a plurality of independent inflators, but the inside of the housing of one inflator is divided into a plurality of combustion chambers, and an ignition device is arranged in each combustion chamber. Thus, an inflator capable of independently operating each combustion chamber may be used.A plurality of inflators according to the present invention include all of these forms and include a plurality of independently ignitable gas generating units. It goes without saying that any inflator having the same can be used in the present invention irrespective of whether the form is combined or not.
[0032]
【The invention's effect】
As described above, according to the present invention, in addition to the electronic acceleration sensor installed in the passenger compartment, a mechano-electric crash sensor that closes a contact point in the event of a collision is disposed in the crash zone at the front of the vehicle body. A time integration value based on an acceleration signal from the acceleration sensor within a predetermined time after the crash sensor is turned on is compared with a first speed threshold value Vs1 for judging the severity of a collision to determine an operation mode of each inflator. Therefore, even in the case of a collision mode (for example, a high-speed oblique collision and a low-speed front collision) in which an acceleration sensor installed in the vehicle compartment does not cause a large difference in acceleration waveform, the crash sensor installed in the crash zone is turned on. The timing is obviously different. As a result, it is possible to determine the ignition timing of each inflator at an early stage, and it is possible to perform an optimal airbag deployment operation according to the degree of collision.
[0033]
Further, even when the time integration value is individually compared with each threshold value for determining whether or not each inflator needs to be operated, this determination is made within a predetermined time after the crash sensor is turned on. Therefore, there is no delay in determination, and it is easy to achieve optimization of airbag deployment.
[Brief description of the drawings]
FIG. 1 is a block diagram showing an example of an operation control device of an airbag device according to the present invention.
FIG. 2 is a block diagram showing another embodiment of the operation control device of the airbag device according to the present invention.
FIG. 3 is a chart showing a part of arithmetic processing in the systems of FIGS. 1 and 2 and showing a relationship between acceleration (G) and time (t) in both (a) and (b) .
FIG. 4 is a chart showing a relationship between a subtraction integral value (V1) and a time (t) in a calculation process of the present invention.
FIG. 5A is a chart showing a temporal change of an acceleration (G) in various collision modes, and FIG. 5B is a chart of a temporal integration value (V) of FIG. It is a chart which shows a change.
[Explanation of symbols]
Reference Signs List 1 vehicle interior acceleration sensor 2 crash sensor 3 arithmetic circuit 7 first time comparator 9 first speed comparator
13 time integration means 14 subtraction means 15, 16 inflator operation time difference setting unit 17 second speed comparator (inflator operation necessity judgment unit)
25 first inflator trigger circuit 26 second inflator trigger circuit 27 airbag 32 third speed comparator (first inflator operation necessity determination unit)
33 4th speed comparator (2nd inflator operation necessity judgment unit)

Claims (9)

A deployment control device for an airbag device, comprising a plurality of inflators for one airbag and detecting the collision of the vehicle and controlling the operation of the inflator according to the degree of the collision,
An acceleration sensor (1) installed in the vehicle interior and constantly detecting the acceleration (G) of the vehicle interior;
A crash sensor (2) installed in a crash zone at the front of the vehicle body and having a switch mechanism for closing an electric circuit by a collision of a predetermined level or more ;
A timer circuit (5) for measuring a time after the circuit of the crash sensor (2) is closed;
A first time comparator (7) for comparing the elapsed time (t1) measured by the timer circuit (5) with a preset first time threshold (ts1);
A time integration value (V, V1) obtained by time integration based on the acceleration signal (G) from the acceleration sensor (1) is converted into a second speed threshold value which is set in advance to determine whether airbag deployment is necessary. (Vs2), a second speed comparator (17) for judging the necessity of operation of the inflator according to the magnitude thereof,
As a result of the comparison in the first time comparator (7), when the elapsed time (t1) is equal to or less than the first time threshold (ts1) (t1 ≦ ts1), the time integration value (V, V1) is calculated. An inflator operation mode setting for setting an operation time difference (Δt) between the plurality of inflators according to the magnitude of the first speed threshold (Vs1), which is set in advance to determine the degree of collision severity, A first speed comparator (9) for
If the elapsed time (t1) exceeds the first time threshold (ts1) as a result of the comparison in the first time comparator (7) (t1> ts1), the timer circuit (5) is reset and A part of the inflator is actuated only by the judgment of the second speed comparator (17). The inflator includes a first inflator and a second inflator, and as a result of the comparison in the first speed comparator (9), the time integrated value (V, V1) is less than the first speed threshold (Vs1). in the case of (V, V1 <Vs1), said as second inflator after activation of the first inflator is activated, and set operation time difference of that the (Delta] t), the time integral value (V, V1) is the The operation form of each inflator is set so that the first inflator and the second inflator are operated simultaneously when the speed is equal to or more than the first speed threshold (Vs1) (V, V1 ≧ Vs1). Control device for airbag device as described The inflator includes a first inflator and a second inflator, and as a result of the comparison in the first speed comparator (9), the time integrated value (V, V1) is less than the first speed threshold (Vs1). In the case of (V, V1 <Vs1) , only the first inflator is operated, and when the time integration value ( V, V1) is equal to or greater than the first speed threshold (Vs1), (V, V1 ≧ 2. The deployment control device for an airbag device according to claim 1, wherein the operation form of each inflator is set to Vs1) such that the first inflator and the second inflator are operated simultaneously or at different timings. 3. 4. The deployment control device for an airbag device according to claim 1, wherein the first speed threshold value (Vs1) and the second speed threshold value (Vs2) are both time function threshold values. 5. A deployment control device for an airbag device, comprising a plurality of inflators for one airbag and detecting the collision of the vehicle and controlling the operation of the inflator according to the degree of the collision,
An acceleration sensor (1) installed in the vehicle interior and constantly detecting the acceleration (G) of the vehicle interior;
A crash sensor (2) installed in a crash zone at the front of the vehicle body and having a switch mechanism for closing an electric circuit by a collision of a predetermined level or more ;
A timer circuit (5) for measuring a time after the circuit of the crash sensor (2) is closed;
A first time comparator (7) for comparing the elapsed time (t1) measured by the timer circuit (5) with a preset first time threshold (ts1);
As a result of the comparison in the first time comparator (7), when the elapsed time (t1) is equal to or less than the first time threshold value (ts1) (t1 ≦ ts1), the acceleration signal (1) from the acceleration sensor (1) is output. Part of comparing the time integration value (V, V1) obtained by time integration based on G) with a third speed threshold (Vs3) set in advance to determine whether or not some of the inflators need to operate. A third speed comparator (32) for determining the necessity of inflator operation,
As a result of the comparison in the third speed comparator (32), when the time integration value (V, V1) is equal to or more than the third speed threshold value (Vs3) (V, V1 ≧ Vs3), the time integration is continued. A fourth speed comparator for determining whether or not to operate another inflator, comparing the value (V, V1) with a fourth speed threshold value (Vs4) set in advance to determine whether or not to operate another inflator. (33)
Airbag device deployment control device characterized by having The deployment control device for an airbag device according to claim 5, wherein the third speed threshold (Vs3) and the fourth speed threshold (Vs4) are both time function thresholds. The calculation based on the acceleration value (G) is started from the time (t0) when the acceleration value (G) of the acceleration sensor (1) installed in the vehicle interior exceeds a predetermined acceleration value (G1). An airbag device deployment control device according to any one of claims 1 to 6. A peak cut means (12) for performing a peak cut of a predetermined value (G2) or less from an acceleration value (G) after the time point (t0) exceeding the predetermined acceleration value (G1); The airbag according to claim 7, further comprising a time integration means (13) for performing time integration of (G3), wherein the time integration value (V) obtained by the time integration means (13) is used as the time integration value. Equipment deployment control device A peak cut means (12) for performing a peak cut of a predetermined value (G2) or less from an acceleration value (G) after the time point (t0) exceeding the predetermined acceleration value (G1); Time integration means (13) for performing time integration of (G3), and subtraction means (14) for subtracting a predetermined speed subtraction value (ΔV) from the time integration value (V) obtained by the time integration means (13). The deployment control device for an airbag device according to claim 7, further comprising: a subtraction integral value (V1) obtained by said subtraction means (14) is used as said time integral value.

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