JP3858709B2 - Output adjustment device and output adjustment method for occupant protection device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an output adjustment device that adjusts the output level of an occupant protection device mounted on a vehicle. More specifically, the present invention relates to an emergency level of occupant protection by performing useful processing for deceleration output by an acceleration sensor. It is related with the output adjustment apparatus and output adjustment method which can adjust the output level of a passenger | crew protection apparatus with high precision and robustness to the output level suitable for.
[0002]
[Prior art]
Conventionally, a predetermined calculation process is performed on the deceleration detected at the time of collision, and a waveform defined by this calculated value and the detected deceleration is compared with a threshold value pattern for determining activation for the occupant protection device, An activation control device for an occupant protection device that controls the activation of the occupant protection device based on the comparison result is known. The activation control device uses a value obtained by integrating the deceleration once with time as the calculation value, and the activation determination threshold pattern of the activation control device includes the deceleration obtained in a collision test and the like described above. It is defined using a waveform defined by the calculated value.
[0003]
[Problems to be solved by the invention]
However, from the viewpoint of protecting the occupant more reliably when the vehicle collides, the level of protection required by the occupant at the time of the collision, that is, the urgency level of the occupant protection is taken into consideration, and the occupant protection device is More preferably, the output is adjusted. That is, for example, when a vehicle collides with a preceding vehicle at a high speed, the urgency of occupant protection is higher than when a vehicle collides with a preceding vehicle at a low speed, and in such a case, the output of the occupant protection device is adjusted. Need to protect the occupant with optimal output.
[0004]
On the other hand, the urgency level of occupant protection is an important parameter related to occupant protection and should be determined with high accuracy. Furthermore, since the urgency level of the passenger protection mainly depends on the collision mode, it is necessary to more accurately determine the difference in the collision mode. In particular, in recent years, there is a need for a method that can identify two types of collisions that differ only by a slight speed difference (for example, 10 km / s).
[0005]
Therefore, the present invention makes it possible to easily identify at least two types of collisions with few differences, and to respond to the urgency level of occupant protection with high accuracy, and an output adjustment device and output for an occupant protection device The purpose is to provide an adjustment method.
[0006]
[Means for Solving the Problems]
  The object is as described in claim 1.An output adjustment device for adjusting an output level of an occupant protection device mounted on a vehicle,
Means for integrating the deceleration detected by the deceleration detection means twice in a predetermined time;
A threshold value determining means for determining a threshold value determined by the value obtained by integrating twice above from a given threshold pattern;
Means for comparing the determined threshold value with the deceleration detected by the deceleration detection means;
Means for determining the output level based on the comparison result.This is achieved by the output adjustment device.
[0007]
  According to the above invention, the integration is performed twice in the predetermined time of the deceleration detected by the deceleration detecting means.The valueBy using this, it is possible to more reliably determine the urgency level for occupant protection than when using a value obtained by integrating the deceleration once for a predetermined time. That is, a value obtained by integrating twice at a predetermined deceleration time (hereinafter referred to as “two times integrated value”) is compared with a value obtained by integrating once at a predetermined time during deceleration (hereinafter referred to as “one time integrated value”). Thus, it is hardly affected by the vibration component generated at the time of collision, and has higher accuracy especially near the peak position of deceleration. As a result, the output level of the occupant protection device can be adjusted in a more reliable manner to the output level corresponding to the urgency level of occupant protection.Moreover, according to the said invention, more robust discrimination | determination is realizable using the threshold value prepared beforehand. In other words, the threshold pattern defined by the threshold value prepared in advance easily partitions the gap between the deceleration waveforms increased by the two-time integration without depending on the difference in peak height of the deceleration of each collision. Therefore, it is possible to realize more robust discrimination that is not affected by an error (variation) peculiar to the peak height.
[0008]
  The deceleration compared by the comparing means and the deceleration calculated by the twice integrating means may be the decelerations detected by the same deceleration detecting means, respectively, or Either of them may be a deceleration subjected to an appropriate process such as a filter process, or may be a deceleration detected by a different deceleration detection means. In particular, when different deceleration detection means are used, it is possible to further strictly and surely determine the urgency level of occupant protection by utilizing the difference in output characteristics due to the installation position of the deceleration detection means. .
[0009]
  Also,As described in claim 2,Preferably, the threshold pattern is set on a map determined by the value obtained by integrating twice and the deceleration detected by the deceleration detecting means.
The threshold value determining means determines a deceleration value with respect to the value integrated twice on the threshold pattern as the threshold value.
[0010]
  Further, the object is an output adjustment method for adjusting an output level of an occupant protection device mounted on a vehicle, as described in claim 3,
Integrating the deceleration detected by the deceleration detecting means twice in a predetermined time;
A threshold value determining step for determining a threshold value determined by the value obtained by integrating twice above from a given threshold pattern;
Comparing the determined threshold with the deceleration detected by the deceleration detection means;
And determining the output level based on the comparison result. This is achieved by an output adjustment method.
[0011]
  According to the above invention, by integrating the deceleration detected by the deceleration detection means twice in a predetermined time, the urgency level of occupant protection can be more reliably increased than in the case where the deceleration is integrated once in a predetermined time. Can be determined. That is, the integral value twice at the predetermined time of deceleration is hardly affected by the vibration component generated at the time of collision compared with the integral value once at the predetermined time of deceleration, and particularly in the vicinity of the peak position of the deceleration. Has higher accuracy. As a result, the output level of the occupant protection device can be adjusted with high accuracy to the output level corresponding to the urgency level of occupant protection, and the difference in the urgency level of occupant protection can be determined more precisely. Moreover, according to the said invention, more robust discrimination | determination is realizable using the threshold value prepared beforehand. In other words, the threshold pattern defined by the threshold value prepared in advance easily partitions the gap between the deceleration waveforms increased by the two-time integration without depending on the difference in peak height of the deceleration of each collision. Therefore, it is possible to realize more robust discrimination that is not affected by an error (variation) peculiar to the peak height.
[0012]
  Preferably, the threshold pattern is set on a map determined by the value obtained by integrating twice and the deceleration detected by the deceleration detecting means.
The threshold value determining step includes determining a deceleration value for the value integrated twice on the threshold pattern as the threshold value.
[0014]
  The above object is also claimed.5As described in the above, there are at least two map areas corresponding to the output level of the occupant protection device, the deceleration detected by the deceleration detection means mounted on the vehicle, and the deceleration detected by the deceleration detection means. An output adjustment method for adjusting an output level of an occupant protection device mounted on a vehicle using a map determined by a value obtained by integrating twice, and a deceleration waveform detected by the deceleration detection means on the map When the vehicle shifts to a new map area, the output level of the occupant protection device is changed to an output level corresponding to the map area.
[0015]
According to the above invention, even when only a single deceleration detecting means such as a floor sensor is used, the deceleration detected by the floor sensor and the deceleration detected by the floor sensor are integrated twice. By using a map determined by the value, it is possible to clearly determine a difference that is difficult to discriminate, such as a difference in collision at a high speed with respect to a collision at a medium speed. In addition, by creating a plurality of map areas corresponding to each stage of the output level of the occupant protection device on the map, it is possible to cope with the more urgent degree of occupant protection. Each map area defined in the map may be partitioned by a threshold line created in advance based on the relationship between the deceleration of the floor sensor and a value obtained by integrating the deceleration twice.
[0016]
  The above object is also claimed.6As described in the above, a deceleration having at least two map areas corresponding to the output level of the occupant protection device, detected by the first deceleration detecting means mounted on the vehicle, and the first deceleration detecting means Output that adjusts the output level of the occupant protection device mounted on the vehicle using a map that is determined by a value obtained by integrating twice the deceleration detected by the second deceleration detecting means disposed behind the vehicle. An adjustment method, the step of integrating the deceleration detected by the second deceleration detecting means twice in a predetermined time in order to determine the position of the deceleration detected by the first deceleration detecting means in the map. And adjusting the output level of the occupant protection device to the output level corresponding to the map area to which the position belongs.
[0017]
According to the above invention, instead of using only a single deceleration detecting means, two deceleration detecting means such as a front sensor and a floor sensor can be used in combination. Further, as the first deceleration detecting means, for example, by using a map determined by a value obtained by integrating twice the deceleration detected by the floor sensor, for example, the deceleration detected by the front sensor, and the second deceleration detecting means. It is possible to clearly determine a difference that is difficult to discriminate, such as a difference in a collision at a high speed with respect to a collision at a medium speed. Further, by creating a plurality of map areas corresponding to each stage of the output level of the occupant protection device on the map, it is possible to cope with more detailed adjustment of the output level. Each map area defined in the map may be partitioned by a threshold line that is created in advance based on the relationship between the deceleration of the front sensor and the deceleration of the floor sensor twice.
[0018]
In addition, it is possible to more reliably determine the difference in the collision mode by utilizing the difference in the detection characteristics of the respective deceleration detection means. Therefore, if the present invention is applied to a combination of a plurality of deceleration detection means (for example, a combination of a front sensor and a left front sensor and a combination of a front sensor and a right front sensor), an emergency for passenger protection The degree can be further subdivided more clearly, and the determination of the urgency level for occupant protection can be further ensured.
[0019]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 is a system configuration diagram showing an embodiment of an occupant protection system using an output adjustment device 80 for an occupant protection device according to the present invention. The occupant protection system of the present embodiment includes an output adjustment device 20 that adjusts the output level of the occupant protection device 50, an occupant protection device 50 that is connected to the output adjustment device 20 and operates according to a command from the output adjustment device 20, and an output adjustment. And a deceleration detection means 30 that is connected to the device 20 and detects the deceleration of the vehicle 10.
[0020]
The occupant protection device 50 includes, for example, an air bag device, a seat belt device, and the like, and is a device that protects the occupant in a variety of forms in the event of a vehicle collision. The occupant protection device 50 of the present embodiment is configured so that its output level is adjusted.
[0021]
For example, referring to the airbag apparatus exemplarily shown in FIG. 1 as the occupant protection apparatus 50, the airbag apparatus includes an airbag 52 and two inflators 54 that supply gas to the airbag 52. , 54, an ignition device 56 for igniting a gas generating agent (not shown), and drive circuits 58 and 58 for energizing the ignition device 56 to ignite the gas generating agent. Therefore, the output level of the air bag device, that is, the pressure of the air bag 52 is changed by changing the number of inflators 54 to be operated out of the two inflators 54 or by changing the operation timing of the two inflators 54. By doing so, it can be adjusted.
[0022]
The occupant protection device 50 may be a motor-driven seat belt device, an inflator pull curtain device, or the like. For example, when the occupant protection device 50 is a motor-driven seat belt device, the motor-driven seat belt device may be configured such that the seat belt winding amount or the operating strength can be adjusted as its output level.
[0023]
As shown in FIG. 2, the deceleration detection means 30 is attached to a floor tunnel (not shown) of the vehicle 10, and is a deceleration (hereinafter referred to as “X” and “Y” directions in FIG. 2) at the attachment position. , “Floor G”) and left and right front sensors 24 and 26 that are mounted in front of a side member (not shown) of the vehicle 10 and detect the deceleration of the mounting position. ing. One front sensor may be provided at the front position in the center of the vehicle 10. Note that the decelerations detected by the left and right front sensors 24 and 26 are simply referred to as “front G” in the present specification without distinguishing them.
[0024]
The output adjustment device 20 includes a microcomputer 40 that determines the output level of the occupant protection device 50 based on the floor G detected by the floor sensor 22 and / or the front G detected by the left and right front sensors 24, 26. Contains. The microcomputer 40 is configured around a CPU 42, and includes a ROM 44 in which a predetermined processing program and the like are stored, a RAM 46 for temporarily storing data, and an input / output circuit (I / O) 48. .
[0025]
By the way, when the output adjustment device 20 determines the output level of the occupant protection device 50, it is useful that the urgency level of occupant protection when the vehicle 10 collides can be determined with high accuracy. The urgency of occupant protection is generally high when the vehicle 10 collides at a high speed, and is relatively high when the vehicle 10 collides at a low speed or an intermediate speed. Low and set to Low. Further, the output adjustment device 20 subdivides such urgent protection switching (for example, from Low to High), that is, with a smaller speed difference (for example, an urgency level of 32 km / s) It is useful to be able to execute High at a speed of 26 km / s.
[0026]
In order to realize such useful processing, the CPU 42 of the output adjustment device 20 performs the following arithmetic processing on the floor G detected by the floor sensor 22 and calculates the arithmetic value d (t₁) Is calculated.
[0027]
d (t₁) = ∫∫G_floor(T) dt (1)
Where G_floor(T) represents the floor G detected at time t. However, G_floor(T) may be a value obtained by applying a predetermined filter process to the floor G. In order to facilitate understanding of the present invention, the integration interval is from the collision start time t = 0 to the time t = t.₁And d (0) = 0. Therefore, the calculated value d (t₁) Is physically a certain time t from the start of the collision.₁Means the relative movement amount of the object in the vehicle that is not fixed to the vehicle 10 with respect to the vehicle 10.
[0028]
3, 4, 5, and 6 show waveforms formed by plotting values obtained by the calculation processing of the CPU 42 at the time of an actual collision, and when the vehicle 10 collides head-on at a medium speed. And the waveform when a head-on collision occurs at a high speed are shown in comparison. FIG. 3A shows G with time t as the horizontal axis._floorFIG. 3B shows the waveform of the floor G with the time t as the horizontal axis. FIG. 4A shows the time t₁Is the computed value d (t₁) Shows the waveform. FIG. 5A shows the calculated value d (t₁) With horizontal axis_floor(T₁), And FIG. 6A shows the calculated value d (t₁) With horizontal axis_front(T₁) Shows the waveform.
[0029]
Further, FIG. 5B and FIG. 6B show calculation values d (t₁) (See FIGS. 5A and 6A), the calculated value v (t₁) With horizontal axis_floor(T₁) And G_front(T₁FIG. This calculated value v (t₁) Is represented by G_floorIt is calculated by integrating (t) once at time t. The calculated value v (t₁) Physically means a relative speed of an object in the vehicle not fixed to the vehicle 10 with respect to the vehicle 10.
[0030]
v (t₁) = ∫G_floor(T) dt (2)
FIG. 4B shows the calculated value v (t₁) Shows the waveform.
[0031]
5 (B) and 6 (B) in comparison with FIGS. 5 (A) and 6 (A), the peak position of the deceleration waveform when the vehicle 10 collides at medium speed, Gap Δc between peak position of deceleration waveform when colliding at high speed₁It can be seen that the (gap) is relatively small. Further, depending on the structure of the vehicle 10, both peak positions may overlap (Δc₁= 0) It is known that there is a case. This is calculated value v (t obtained by integrating once.₁), As shown in the circle in FIG. 4B, the vibration component of the original waveform (see FIG. 3B) is placed (remains). ing. This tendency is particularly remarkable in the vicinity of the peak position at the time of collision shown in FIG. This can be understood from the fact that there are particularly many vibration components near the peak position at the time of collision.
[0032]
On the other hand, as apparent from FIG. 4A, the calculated value d (t obtained by integrating twice.₁) Does not contain the vibration component of the original waveform. This is because the vibration component is smoothed by further integration. As a result, the reliability of the data in the vicinity of the peak position at the time of the collision is improved, and at the same time, as is clear from FIGS. Between the peak position at the time of collision₁Is relatively increasing.
[0033]
The determination of the output level of the occupant protection device 50 should of course be performed at least before the activation of the occupant protection device 50, that is, before the first peak position shown in the circle of FIG. From this point of view, the reliability of the data near the peak position at the time of the collision is particularly important, and the output adjustment device 20 according to the present invention has an advantage that such highly reliable data can be used in a particularly important aspect.
[0034]
Next, a specific method by which the output adjustment device 20 according to the present invention discriminates a difference in the urgency level for occupant protection will be described.
[0035]
As described above, the output adjustment device 20 has a gap Δc between the peak positions of the deceleration waveform.₁Is used to distinguish the difference in urgency of each occupant protection when two or more collisions occur. Since the peak position of this deceleration waveform mainly depends on the structure of the vehicle 10, unlike the peak height of the deceleration waveform, there are few errors (variations) that can occur between each collision. Therefore, the gap Δc between peak positions₁By using, it is possible to determine the urgency level of occupant protection that is more robust. In addition, the gap Δc between the peak positions₁Increases as described above, so that it becomes possible to discriminate differences between collisions that are more difficult to distinguish.
[0036]
Specifically, when the output adjustment device 20 determines the urgency level of occupant protection, the output value d (t₁), A threshold value prepared in advance is used. As shown in FIGS. 5 (A) and 6 (A), this threshold value is calculated value d (t₁) Define threshold patterns 70 and 71 with the horizontal axis. This threshold value pattern 70 is calculated value d (t₁) Based on a deceleration waveform (see FIGS. 5A and 6A) representing a deceleration with respect to. Note that this deceleration waveform may be obtained by an actual crash test or simulation.
[0037]
This threshold pattern is preferably defined so as to partition the two or more deceleration waveforms before the first peak position of the deceleration waveforms related to two or more collisions to be distinguished. That is, the threshold pattern is defined so that two or more collisions can be distinguished before the occupant protection device 50 is actually activated. For example, when it is desired to distinguish two collisions (medium-speed collision and high-speed collision) as shown in FIGS. 5A and 6A, the deceleration waveform related to the high-speed collision is shown. Threshold patterns 70 and 71 as shown in the figure that can partition both deceleration waveforms up to the peak position may be defined.
[0038]
In this way, the output adjustment device 20 according to the present invention has the gap Δc between the peak positions.₁And an effective gap Δc between waveforms near the peak position₂It is possible to reliably determine the difference between collisions that are difficult to distinguish by making effective use of the increase in.
[0039]
Finally, referring to FIG. 7 and FIG. 8, a method for determining the output level by the output adjustment apparatus 20 of the present invention will be described. FIG. 8 is a functional block diagram of the CPU 42 of the output adjustment device 20 of the present invention. FIG. 7 shows an output level determination map determined by the deceleration output from the floor sensor 22. The threshold pattern 72 of FIG. 7 is prepared in advance as described above, and is stored in the ROM 44, for example. In FIG. 7, the map area above the threshold pattern 72 corresponds to the urgency level (High) with high occupant protection, and the map area below the threshold pattern 72 corresponds to the urgency level (Low) with low occupant protection. ing.
[0040]
As shown in FIG. 8, the floor G and the front G detected by the deceleration detection means 30 are time t = 0 to t.₁(From collision start time t = 0 to current time t = t₁), And is input to the filter processing unit 200 of the CPU 42 at a predetermined cycle, and the floor G has a time t = 0 to t.₁In the meantime, it is also input to the calculation value calculation unit 202. The filter processing unit 200 performs predetermined filter processing on the input floor G and front G,_floor(T) and G_front(T) is generated. This G_floor(T) and G_front(T) is input to the output level determination unit 206 of the CPU 42.
[0041]
The calculated value calculation unit 202 calculates the time t = 0 to t₁As described above, for the floor G that is input during the integration period t = 0 to t₁Is executed twice, and the calculated value d (t₁) Is calculated. This calculated value d (t₁) Is input to the threshold value determination unit 204 of the CPU 42.
[0042]
The threshold value determination unit 204 inputs the calculated value d (t₁) Threshold STH determined by_floorAnd STH_frontIs determined based on a predefined threshold pattern. For example, in FIG.₁) = Α, the threshold value STH from the threshold pattern 72_floor= Β is determined. The threshold value STH determined in this way_floorAnd STH_frontIs input to the output level determination unit 206 of the CPU 42.
[0043]
The output level determination unit 206 receives t = t from the filter processing unit 200.₁G entered in_floor(T₁) And G_front(T₁) Is the threshold value STH determined by the threshold value determination unit 204_floorAnd STH_frontCompare with For example, G_floor(T₁) For the output level determination unit 206_floor(T₁) Is the threshold value STH_floor(T₁), The urgency level of passenger protection is determined to be high, and the output level corresponding to the urgency level is determined. On the other hand, the output level determination unit 206 uses G_floor(T₁) Is the threshold value STH_floor(T₁) Is smaller, it is determined that the urgency level for passenger protection is low, and the output level corresponding to the urgency level is determined. Note that the output level determination unit 206 has the G_front(T₁) And STH_frontA similar comparison is performed to determine the urgency of occupant protection.
[0044]
FIG. 7 shows the calculated value d (t₁) In the output level determination map with the horizontal axis as the horizontal axis, the threshold pattern 72 and G_floor(T₁) Is shown. FIG. 7 shows two types of deceleration waveforms when the vehicle collides at medium speed and high speed. As is apparent from FIG. 7, the time t = t₂And the deceleration waveform when colliding at high speed is the threshold value STH_floor(The transition from the map area “Low” to the map area “High”), while the deceleration waveform when the vehicle collides at medium speed is the threshold value STH_floor(Remaining in the map area “Low”), the difference between these collisions can be reliably determined. In such a case, the output level determination unit 206 determines the time t = t before the peak position of the deceleration waveform.₂Thus, the output level of the occupant protection device 50 can be changed as the urgency level of occupant protection changes. That is, the output level of the occupant protection device 50 corresponds to the new map area “High” when the deceleration waveform on the output level determination map shifts from the map area “Low” to the new map area “High”. It will be changed to the output level.
[0045]
The "means for integrating the deceleration twice", "means for determining the threshold value", "means for comparing the threshold value and the deceleration", and "means for determining the output level" described in the claims are implemented. This is realized by the “arithmetic processing unit”, “threshold determination unit”, “output level determination unit”, and “output level determination unit” of the CPU 42 described in the example.
[0046]
The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.
[0047]
For example, the gap Δc between the peak positions of the deceleration waveform is increased by increasing the number of deceleration samples input to the filter processing unit 200 of the CPU 42.₁Can be substantially increased. This can be realized, for example, by changing the deceleration cycle input to the filter processing unit 200.
[0048]
In the above-described embodiment, the output level determination unit 206 of the CPU 42 is set to G_floor(T) and G_front(T) was used to more reliably determine the urgency of passenger protection._floor(T) or G_frontIt is also possible to reliably determine the urgency level of occupant protection using any one of (t). The output level determination unit 206 of the CPU 42_floor(T) and G_frontBy combining the determination results of the occupant protection urgency level obtained from (t), it is also possible to determine the further subdivided occupant protection urgency levels. In the above-described embodiment, the calculated value d (t₁) G output from the floor sensor 22_floorAlthough the integral value is used twice for (t), it is also possible to use the integral value of the deceleration output by another sensor (for example, the left front sensor 24) twice.
[0049]
【The invention's effect】
  Since the present invention is as described above, the following effects can be obtained. Claims 1 to6According to the described invention, it is possible to adapt the output level of the occupant protection device to the urgency level of the occupant protection with high accuracy, and more precisely discriminate the difference in the urgency level of the occupant protection.
[Brief description of the drawings]
FIG. 1 is a system configuration diagram showing an embodiment of an occupant protection system.
FIG. 2 is a diagram illustrating a state when the output adjustment device 20 is mounted on the vehicle 10;
FIG. 3A is a diagram in which G is plotted with time t as the horizontal axis;_floorFIG. 3B shows the waveform of the floor G with the time t as the horizontal axis.
FIG. 4A shows a time t₁Is the computed value d (t₁), And FIG. 4B shows the time t₁Is the calculated value v (t₁) Shows the waveform.
FIG. 5A shows an operation value d (t₁) With horizontal axis_floor(T₁), And FIG. 5B shows a calculation value v (t by one-time integration.₁) With horizontal axis_floor(T₁) Shows the waveform.
FIG. 6A shows an operation value d (t₁) With horizontal axis_front(T₁), And FIG. 6B shows a calculation value v (t by one-time integration.₁) With horizontal axis_front(T₁) Shows the waveform.
FIG. 7 is a diagram showing an output level determination map showing a threshold pattern and a deceleration waveform;
FIG. 8 is a functional block diagram of a CPU 42 of the output adjustment device 20 of the present invention.
[Explanation of symbols]
  10 Vehicle
  20 Output adjustment device
  22 Floor sensor
  24 Left front sensor
  26 Right front sensor
  28 Signal input section
  30 Deceleration detection means
  40 Microcomputer
  42 CPU
  44 ROM
  46 RAM
  48 I / O circuit
  50 Crew protection device
  52 Airbag
  54 inflator
  56 Ignition system
  58 Drive circuit
  70 ~72    Threshold pattern
  200 Filter processing section
  202 Calculation value calculator
  204 Threshold determination unit
  206 Output level determination unit
be able to.

Claims (6)

An output adjustment device for adjusting an output level of an occupant protection device mounted on a vehicle,
Means for integrating the deceleration detected by the deceleration detection means twice in a predetermined time;
A threshold value determining means for determining a threshold value determined by the value obtained by integrating twice above from a given threshold pattern;
Means for comparing the determined threshold value with the deceleration detected by the deceleration detection means;
Means for determining the output level based on the comparison result. The threshold pattern is set on a map determined by the value obtained by integrating twice and the deceleration detected by the deceleration detecting means.
  The output adjustment apparatus according to claim 1, wherein the threshold value determination unit determines a deceleration value with respect to the value obtained by integrating twice on the threshold pattern as the threshold value. An output adjustment method for adjusting an output level of an occupant protection device mounted on a vehicle,
  Integrating the deceleration detected by the deceleration detecting means twice in a predetermined time;
  A threshold value determining step for determining a threshold value determined by the value obtained by integrating twice above from a given threshold pattern;
  Comparing the determined threshold with the deceleration detected by the deceleration detection means;
  And determining the output level based on the comparison result. The threshold pattern is set on a map determined by the value obtained by integrating twice and the deceleration detected by the deceleration detecting means.
  The output adjustment device according to claim 3, wherein the threshold value determining step includes determining a deceleration value with respect to the value integrated twice on the threshold pattern as the threshold value. A value obtained by integrating twice the deceleration detected by the deceleration detection means mounted on the vehicle and the deceleration detected by the deceleration detection means, having at least two map areas corresponding to the output level of the occupant protection device An output adjustment method for adjusting an output level of an occupant protection device mounted on a vehicle using a map determined by
When the deceleration waveform detected by the deceleration detection means on the map shifts to a new map area, the output level of the occupant protection device is changed to an output level corresponding to the map area. How to adjust the output. The vehicle has at least two map areas corresponding to the output level of the occupant protection device, the deceleration detected by the first deceleration detection means mounted on the vehicle, and the rear of the vehicle relative to the first deceleration detection means An output adjustment method for adjusting an output level of an occupant protection device mounted on a vehicle using a map determined by a value obtained by integrating twice a deceleration detected by a second deceleration detection means disposed. ,
When the deceleration waveform detected by the first deceleration detection means on the map shifts to a new map area, the output level of the occupant protection device is changed to an output level corresponding to the map area. An output adjustment method characterized by the above.

Images