JP3951433B2 - Vehicle occupant protection device - Google Patents

Description

また上述の作動度合は受信した所定データｄ中にブレーキ操作情報もしくは減速度情報がある場合には減少補正される一方、所定データｄ中にアクセル操作情報がある場合には増大補正される。このような減少または増大補正により作動度合をより一層高精度に求めることができる。
【００４２】
次に第６ステップＱ６で、ＣＰＵ３０は衝撃度に基づいて乗員保護デバイス（つまりフロントエアバッグ２１，２３、サイドエアバッグ２４，２５、プリテンショナ２６，２７）の作動タイミングを演算する。
この作動タイミングは図７に示すように自車両Ａの位置をａ、衝突相手車両Ｂの位置をｂ、衝突相手車両Ｂの車速をＶ、自車両Ａの位置ａと衝突相手車両Ｂの位置ｂとを結ぶ線に対する衝突相手車両Ｂの進行方向の成す角度をθとするとき、次の［数２］で求めることができる。
【００４３】
【数２】

また、上述の作動タイミングは受信した所定データｄ中にブレーキ操作情報もしくは減速度情報がある場合には、遅延補正される一方、所定データｄ中にアクセル操作情報がある場合には、作動タイミングが早まるように進み補正される。このような遅れ補正または進み補正により作動タイミングをより一層高精度に求めることができる。
【００４４】
次に第７ステップＱ７で、ＣＰＵ３０は必要な乗員保護デバイスを前述の各ステップＱ５，Ｑ６で求められた作動度合、作動タイミングにて作動させる。ここで、作動時刻は上述の［数２］で求められた作動タイミングの経過時点に設定される。
【００４５】
一方、衝撃度が所定値よりも小さい場合には、前述の第４ステップＱ４でＹＥＳ判定されて、第８ステップＱ８に移行し、この第８ステップＱ８で、ＣＰＵ３０は乗員保護デバイスの作動を禁止して、この乗員保護デバイスの無駄な作動を阻止した後に、一連の処理を終了する。
【００４６】
このように上記実施例の車両用乗員保護装置によれば、情報提供側の車両Ｂにおいて、上述の送信部１２は自車両Ｂ（情報提供側の車両Ｂから見た自車両）に関する所定データｄを送信し、上述の判定部（図５の第２ステップＳ２参照）は自車両Ｂの衝突の可能性を判定するが、上述の制御部（図５の第３ステップＳ３参照）は判定部（第２ステップＳ２参照）の判定結果に基づいて衝突の可能性が大の時に送信部１２を介して自車両Ｂに関する所定データｄを相手車両Ａに送信制御する。
このため、車両間通信を有効利用しつつ、相手車両Ａの高精度な乗員保護デバイス（エアバッグ２１，２３，２４，２５、プリテンショナ２６，２７参照）の作動を確保することができる効果がある。
【００４７】
また、情報享受側の車両Ａにおいて、上述の衝突センサ（Ｇセンサ３１、近接センサ３２参照）は自車両Ａ（情報享受側の車両Ａから見た自車両）の衝突を検出または推測し、上述の制御手段（ＣＰＵ３０参照）は衝突センサが自車両Ａの衝突を検出または推測した時に乗員保護デバイス（エアバッグ２１，２３，２４，２５、プリテンショナ２６，２７参照）を作動させ、上述の受信部２８は衝突相手車両Ｂからの該相手車両Ｂに関する所定データｄを受信するが、上述の変更手段（図６の第７ステップＱ７参照）は受信部２８で受信した所定データｄに基づいて制御手段（ＣＰＵ３０参照）による乗員保護デバイスの作動内容を変更させる。
このように受信した所定データｄに応じて乗員保護デバイスの作動内容を変更させるので、車両間通信を有効利用しつつ、自車両Ａの高精度な乗員保護デバイスの作動を確保することができる効果がある。
【００４８】
さらに、上述の所定データｄを車重情報に設定したので、車重（荷物等の積載重量や含む車体重量）つまり質量から衝突時の衝撃度合を判断することができ、この結果、より一層高精度な乗員保護デバイスの作動を確保することができる効果がある。
【００４９】
さらにまた、上述の所定データｄを位置情報、車速情報、進行方向情報、ブレーキ操作情報、アクセル操作情報、減速度情報および操舵情報の少なくとも１つに設定（図５の第１ステップＳ１参照）したので、情報享受側の車両Ａにおける受信部２８が受信した所定データｄに応じて高精度かつ適切な乗員保護デバイスの作動を行なうことができる効果がある。
【００５０】
しかも、上述の変更手段（図６の第７ステップＱ７参照）は所定データｄに基づいて乗員保護デバイスの作動度合を変更する。このため、衝突センサ（Ｇセンサ３１、近接センサ３２参照）で検出または推測される衝突時（衝突を検出または推測した時）に衝突エネルギに対応して乗員保護デバイスを適切な作動度合にて作動させることができる効果がある。
【００５１】
また、上述の衝撃度演算手段（図６の第３ステップＱ３参照）は所定データｄに基づいて衝撃度を演算し、上述の禁止手段（同図の第８ステップＱ８参照）は衝撃度演算手段の演算結果に基づいて衝撃度が所定値以下の時（第４ステップＱ４でのＹＥＳ判定時）に乗員保護デバイスの作動を禁止する。
このため、乗員保護デバイス（エアバッグ２１，２３，２４，２５、プリテンショナ２６，２７参照）を作動させる必要がない軽衝撃度の際には、乗員保護デバイスの無駄な作動を阻止することができる効果がある。
【００５２】
さらに、上述の衝突時刻演算手段（図６の第６ステップＱ６参照）は所定データｄに基づいて衝突相手車両Ｂが自車両Ａに衝突する衝突時刻を演算し、上述の変更手段（同図の第７ステップＱ７参照）は演算された衝突時刻に応じて乗員保護デバイスの作動タイミングを変化させる。
この結果、演算された衝突時刻（図６に示すフローチャート中の作動タイミング参照）に対応した適切な作動タイミングが得られ、乗員保護性能の大幅な向上を図ることができる効果がある。
【００５３】
この発明の構成と、上述の実施例との対応において、
この発明の判定部は、実施例のＣＰＵ２０制御による第２ステップＳ２（図５参照）に対応し、
以下同様に、
制御部は、第３ステップＳ３（図５参照）に対応し、
衝突センサは、Ｇセンサ３１または近接センサ３２に対応し、
乗員保護デバイスは、フロントエアバッグ２１，２３、サイドエアバッグ２４，２５、プリテンショナ２６，２７に対応し、
制御手段は、ＣＰＵ３０に対応し、
変更手段は、ＣＰＵ３０制御による第７ステップＱ７（図６参照）に対応し、
衝撃度演算手段は、第３ステップＱ３（図６参照）に対応し、
禁止手段は、第８ステップＱ８（図６参照）に対応し、
衝突時刻演算手段は、第６ステップＱ６（図６参照）に対応するも、
この発明は、上述の実施例の構成のみに限定されるものではない。
【図面の簡単な説明】
【図１】 本発明の車両用乗員保護装置を備えた情報提供側および情報享受側の車両の説明図。
【図２】 情報提供側の制御回路ブロック図。
【図３】 情報享受側車両の乗員保護デバイスの配置レイアウトを示す平面図。
【図４】 情報享受側の制御回路ブロック図。
【図５】 情報提供側の所定データ送信処理を示すフローチャート。
【図６】 情報享受側の乗員保護デバイス作動制御処理を示すフローチャート。
【図７】 作動タイミング演算時の説明図。
【符号の説明】
１２…送信部
２１，２３…フロントエアバッグ（乗員保護デバイス）
２４，２５…サイドエアバッグ（乗員保護デバイス）
２６，２７…プリテンショナ（乗員保護デバイス）
２８…受信部
３０…制御手段
３１…Ｇセンサ（衝突センサ）
３２…近接センサ（衝突センサ）
Ａ…情報享受側の車両
Ｂ…情報提供側の車両
Ｓ２…判定部
Ｓ３…制御部
Ｑ３…衝撃度演算手段
Ｑ６…衝突時刻演算手段
Ｑ７…変更手段
Ｑ８…禁止手段
ｄ…所定データ[0001]
BACKGROUND OF THE INVENTION
  The present invention relates to a vehicle occupant protection apparatus including an occupant protection device such as a front airbag, a side airbag, or a pretensioner.
[0002]
[Prior art]
  Conventionally, as a vehicle occupant protection device of the above-described example, there is a device described in, for example, Japanese Patent Application Laid-Open No. 8-98044.
  That is, waves such as ultrasonic waves, infrared laser beams, or electromagnetic waves are transmitted from the own vehicle to the approaching collision partner vehicle, and the reflected wave reflected from the collision partner vehicle is analyzed to evaluate the severity of the collision. The vehicle occupant protection device (side impact airbag system having a prediction sensor) configured to deploy the airbag before impact based on the evaluation result.
[0003]
  According to this device, it is possible to operate the occupant protection device based on the evaluation results before impact, compared to the previous device that detects the collision load input and activates the occupant protection device, greatly increasing the occupant protection performance. However, it is difficult to operate the occupant protection device with high accuracy because there is a limit to the data obtained from the reflected waves (for example, approach speed and collision angle). There was a problem.
[0004]
[Problems to be solved by the invention]
  This departureAkira receives effective data from the collision partner vehicle at the information receiving side vehicle, and changes the operation details of the occupant protection device based on the received predetermined data to effectively use inter-vehicle communication. However, it is possible to ensure the operation of the occupant protection device with high accuracy of the own vehicle (the own vehicle viewed from the information receiving side vehicle), andThe above predetermined dataSerious feelingBy setting it in the information, it is possible to determine the degree of impact at the time of collision from the mass, and to ensure the operation of the occupant protection device with higher accuracy.In addition, by changing the degree of operation of the occupant protection device based on the predetermined data described above, the occupant protection device can be operated at an appropriate degree in response to the detected or estimated collision energy. By calculating the degree of impact based on the above-mentioned predetermined data and prohibiting the operation of the occupant protection device when the impact level is less than or equal to the predetermined value, it is possible to prevent useless operation of this occupant protection device, An operation timing corresponding to the collision time is obtained by calculating a time when the collision partner vehicle collides with the own vehicle based on the predetermined data described above, and changing an operation timing of the occupant protection device according to the calculated collision time. Therefore, it is an object of the present invention to provide a vehicle occupant protection device that can significantly improve the occupant protection performance.
[0005]
In one embodiment of the present invention, in the information providing vehicle, when the possibility of a collision is high based on the determination result of the determination unit that determines the possibility of a collision of the own vehicle, the predetermined vehicle-related By transmitting the data to the information receiving side vehicle, it is possible to ensure the highly accurate operation of the occupant protection device of the partner vehicle (the partner vehicle viewed from the information providing side vehicle) while effectively using the inter-vehicle communication. An object is to provide a vehicle occupant protection device.
[0006]
  Of this inventionOne embodiment is described above.By setting the predetermined data of at least one of position information, vehicle speed information, traveling direction information, brake operation information, accelerator operation information, deceleration information, and steering information, high accuracy and appropriateness corresponding to the received predetermined data To provide an occupant protection device for a vehicle capable of operating an occupant protection deviceAnd
[0007]
[Means for Solving the Problems]
  Vehicle occupant protection device according to the present inventionIs a collision sensor for detecting or estimating a collision of the own vehicle (the own vehicle viewed from the information receiving side vehicle) and a collision sensor detecting or estimating a collision of the own vehicle in the information receiving vehicle. Control means for operating the occupant protection device, a receiving unit for receiving predetermined data related to the opponent vehicle from the collision partner vehicle, and changing the operation content of the occupant protection device by the control unit based on the predetermined data received by the receiving unit Change meansAn impact degree calculating means for calculating an impact degree based on the predetermined data, and a prohibiting means for prohibiting the operation of the occupant protection device when the impact degree is equal to or less than a predetermined value based on the calculation result of the impact degree calculating means; A collision time calculating means for calculating a collision time at which the collision partner vehicle collides with the own vehicle based on the predetermined data, the predetermined data is set in vehicle weight information, and the changing means is based on the predetermined data. While changing the operating degree of a passenger | crew protection device, the operation | movement timing of a passenger | crew protection device is changed according to the collision time calculated by the said collision time calculating means.
[0008]
  Of this inventionOne embodimentIsIn the vehicle on the information providing side, a determination to determine the possibility of a collision between the transmitting unit that transmits predetermined data related to the own vehicle to the information receiving vehicle and the own vehicle (the own vehicle viewed from the information providing vehicle). And a control unit that controls transmission of predetermined data related to the host vehicle via the transmission unit when the possibility of a collision is high based on the determination result of the determination unit.
[0009]
  Of this inventionOne embodiment is:The predetermined data is set in at least one of position information, vehicle speed information, traveling direction information, brake operation information, accelerator operation information, deceleration information, and steering information.Is a thing.
[0010]
[Action and effect of the invention]
  According to this invention,In the information receiving vehicle, the above-described collision sensor detects or estimates a collision of the own vehicle (the own vehicle viewed from the information receiving side vehicle), and the above-described control means detects or estimates the collision of the own vehicle. The occupant protection device is activated, and the receiving unit receives predetermined data related to the opponent vehicle from the collision partner vehicle (the partner vehicle viewed from the vehicle on the information receiving side). The operation content of the occupant protection device by the control means is changed based on the received predetermined data.
  Since the operation content of the occupant protection device is changed according to the received predetermined data in this way, there is an effect that it is possible to ensure the highly accurate operation of the occupant protection device of the host vehicle while effectively using the inter-vehicle communication. .
[0011]
  MoreoverSince the above-mentioned predetermined data is set in the vehicle weight information, the degree of impact at the time of the collision can be determined from the vehicle weight (including the load weight of the luggage and the weight of the passenger but at least the weight of the vehicle body), that is, the mass. As a result, the operation of the occupant protection device with higher accuracy can be ensured.
[0012]
  Further, the above-mentioned changing means changes the operating degree of the occupant protection device based on the predetermined data. For this reason, there is an effect that the occupant protection device can be operated at an appropriate degree of operation corresponding to the collision energy at the time of collision detected or estimated by the collision sensor (when collision is detected or estimated).
[0013]
  Further, the above-mentioned impact degree calculating means calculates the impact degree based on the predetermined data, and the above prohibiting means prohibits the operation of the occupant protection device when the impact degree is less than the predetermined value based on the calculation result of the impact degree calculating means. To do.
  For this reason, in the case of a light impact such as a light collision that does not require operation of the occupant protection device, there is an effect that it is possible to prevent useless operation of the occupant protection device.
[0014]
  In addition, the above-described collision time calculation means calculates the collision time when the collision partner vehicle collides with the own vehicle based on the predetermined data, and the above-described changing means sets the operation timing of the occupant protection device according to the calculated collision time. Change.
As a result, an appropriate operation timing corresponding to the calculated collision time is obtained, and there is an effect that occupant protection performance can be greatly improved.
[0015]
  According to an embodiment of the present invention, the transmission unit transmits predetermined data related to the own vehicle (the own vehicle viewed from the information providing side vehicle) to the information receiving side vehicle, and the determination unit includes the own vehicle. Although the possibility of a collision is determined, the control unit described above controls transmission of predetermined data related to the host vehicle via the transmission unit when the possibility of a collision is high based on the determination result of the determination unit.
For this reason, there exists an effect which can ensure the action | operation of the high system passenger protection device of the other party vehicle (the other party vehicle seen from the information provision side vehicle), utilizing the inter-vehicle communication effectively.
[0016]
  Of this inventionAccording to one embodiment,Since the above predetermined data is set to at least one of position information, vehicle speed information, traveling direction information, brake operation information, accelerator operation information, deceleration information, and steering information, it is highly accurate according to the predetermined data received by the receiving unit. The effect of operating the appropriate occupant protection deviceThere is.
[0017]
【Example】
  An embodiment of the present invention will be described in detail with reference to the drawings.
  The drawing shows a vehicle occupant protection device. The vehicle occupant protection device is a vehicle B that provides information shown in FIG. 1 (hereinafter, abbreviated as vehicle B on the information providing side), and a vehicle that receives information. It effectively utilizes inter-vehicle communication with the vehicle A (hereinafter abbreviated as the vehicle A on the information receiving side) to control occupant protection devices such as front airbags, side airbags, and pretensioners.
[0018]
  First, the configuration on the information providing side (vehicle B side) will be described. FIG. 2 shows a block diagram of the control circuit of the occupant protection device in the information providing vehicle B. The CPU 20 includes a vehicle weight information input unit 1 and a navigation device 2. , GPS sensor 3, vehicle speed sensor 4, geomagnetic sensor 5, brake sensor 6, throttle sensor 7, rudder angle sensor 8, G sensor 9, proximity sensor 10 (the vehicle A is approaching rapidly using ultrasonic waves) Based on various necessary signal inputs from a sensor that detects and predicts a collision), the transmission unit 12, the reception unit 13, and the occupant protection device 14 are driven and controlled according to a program stored in the ROM 11, or RAM 15 (storage means) ) Stores the input data such as vehicle weight information and a map.
[0019]
  The above-described vehicle weight information input unit 1 is constituted by, for example, a numeric keypad, and is used for manually inputting in advance a vehicle body weight including a load weight of luggage and the number of passengers.
  The navigation device 2 described above has a current location display function and an automatic route calculation function, and has a CD-ROM storing map information, and the current position information of the vehicle B can be input to the CPU 20 from this CD-ROM. .
[0020]
  The GPS sensor 3 described above receives radio waves from a GPS artificial satellite and measures the absolute position of the own vehicle, that is, the vehicle B.
  The vehicle speed sensor 4 described above detects the traveling speed of the vehicle B (including detection of acceleration and deceleration). The above-mentioned geomagnetic sensor 5 detects the traveling direction, that is, the direction of the vehicle B, and the geomagnetic sensor 5 and the above-mentioned vehicle speed sensor 4 constitute an independent dead reckoning navigation means for estimating the current position.
[0021]
  The brake sensor 6 detects braking (braking) and outputs brake operation information and deceleration information to the CPU 20. The throttle sensor 7 detects the throttle opening TVO and outputs accelerator operation information and acceleration / deceleration information to the CPU 20. The steering angle sensor 8 detects the steering angle and outputs steering information to the CPU 20.
[0022]
  Further, the G sensor 9 detects acceleration (or deceleration) to detect a collision, and the proximity sensor 10 detects that the other vehicle A suddenly approaches using ultrasonic waves, and predicts (guesses) a collision. ) On the other hand, the transmission unit 12 described above transmits predetermined data d regarding the host vehicle B to the partner vehicle A.
[0023]
  Here, the CPU 20 described above,A determination unit (refer to the second step S2 in the flowchart shown in FIG. 5) for determining the possibility of collision of the host vehicle B based on a signal from the G sensor 9 or the proximity sensor 10;
  When the possibility of a collision is high based on the determination result of the determination unit, the control unit (in the flowchart shown in FIG. 5) controls transmission of the predetermined data d related to the host vehicle B to the partner vehicle A via the transmission unit 12 described above. 3rd step S3 reference),
Doubles as
  Next, the configuration on the information receiving side (vehicle A side) will be described with reference to FIGS.
[0024]
  A vehicle A on the information receiving side shown in FIG. 3 has a driver's seat 16, a passenger's seat 17, and a rear seat 18. A steering wheel 19 facing the driver's seat 16 is provided with a driver seat side front airbag 21. A passenger seat side front airbag 23 is provided in the instrument panel 22 facing the passengers seat 17.
[0025]
  In addition, a driver side seat airbag 24 is provided on the body skin side of the driver's seat 16 in the seat back so as to reduce the impact at the time of a side collision, and on the body skin side of the passenger seat 17 in the seat back side. A passenger side air bag 25 is provided in the interior to relieve the impact at the time of a collision.
[0026]
  Further, a driver seat side pretensioner 26 is provided in the vicinity of the rear part of the driver's seat 16 and a passenger seat side pretensioner 27 is provided in the vicinity of the rear part of the passengers seat 17 to operate the pretensioners 26 and 27 when necessary. The seat belt (not shown) is loosened to restrict the occupant's posture to a normal position.
[0027]
  The airbags 21, 23, 24, 25 and the pretensioners 26, 27 described above are occupant protection devices (occupant protection means), and the airbags 21, 23, 24, 25 are detected when a collision is detected or predicted. The igniter is ignited, the chemical substance built in the inflator is ignited, the gas generated from this chemical substance is passed through the filter and put into the airbag (air bag), and the airbag is shown in phantom lines in FIG. By unfolding as shown by, the load at the time of collision is relieved.
[0028]
  FIG. 4 is a control circuit block diagram of the occupant protection device in the vehicle A on the information receiving side shown in FIG. 3. The CPU 30 receives the receiving unit 28, the transmitting unit 29, the G sensor 31, the proximity sensor 32 (the other party using ultrasonic waves) A sensor for detecting that the vehicle B is approaching rapidly and predicting a collision), and the front airbag 21 according to a program stored in the ROM 33 on the basis of various necessary signal inputs from the vehicle position detection means 36. 23, side airbags 24 and 25, pretensioners 26 and 27 are driven and controlled, and RAM 34 (storage means) determines whether or not to activate the occupant protection device.
Necessary data such as predetermined value data and maps are stored.
  The receiving unit 28 described above is a receiving unit that receives the predetermined data d related to the opponent vehicle B transmitted from the transmitter 12 (see FIG. 2) of the collision partner vehicle B.
[0029]
  The G sensor 31 detects acceleration (or deceleration) to detect the presence or absence of a collision. The proximity sensor 32 detects that the opponent vehicle B is approaching rapidly using ultrasonic waves, and predicts (predicts) a collision. The calculation unit 35 internally configured in the CPU 30 calculates the degree of impact and the collision time when the collision partner vehicle B collides with the host vehicle A based on the predetermined data d received by the reception unit 28.
[0030]
  Further, the vehicle position detection means 36 described above is composed of necessary elements such as a navigation device having a CD-ROM (map information), a GPS sensor, a vehicle speed sensor, and a geomagnetic sensor, and detects the position of the vehicle A. .
[0031]
  In addition, the above-described CPU 30 detects the occupant protection device (airbags 21, 23, 24, 25, pretensioners 26, 27) when the collision sensor (see G sensor 31, proximity sensor 32) detects or estimates the collision of the host vehicle A. Control means (see CPU 30 itself) for operating
  Changing means (see the seventh step Q7 of the flowchart shown in FIG. 6) for changing the operation content of the occupant protection device by the control means (CPU 30) based on the predetermined data d received by the receiving unit 28;
  An impact degree calculating means for calculating an impact degree based on the predetermined data d received by the receiving unit 28 (see the third step Q3 of the flowchart shown in FIG. 6);
  Prohibiting means (see the eighth step Q8 of the flowchart shown in FIG. 6) prohibiting the operation of the occupant protection device when the impact degree is less than or equal to a predetermined value based on the calculation result of the impact degree calculating means;
  A collision time calculating means for calculating a collision time at which the collision partner vehicle B collides with the own vehicle A based on the predetermined data d received by the receiving unit 28 (see the sixth step Q6 in the flowchart shown in FIG. 6);
Doubles as
[0032]
  Further, the changing means (see the seventh step Q7) changes the operating degree of the occupant protection device based on the predetermined data d, and according to the collision time calculated by the collision time calculating means (see the sixth step Q6). The operation timing of the passenger protection device is changed.
[0033]
  In this embodiment, the above-described CPU 30 compares the degree of impact calculated by the degree-of-impact calculation means (see the third step Q3) with a predetermined value for operating the occupant protection device (FIG. 6). 4th step Q4 of the flowchart shown in FIG.
  An operating degree calculating means for calculating the operating degree of the occupant protection device (corresponding to the operating amount of the inflator in the case of an air bag) based on the degree of impact described above (see the fifth step Q5 of the flowchart shown in FIG. 6);
It also serves as.
[0034]
  The operation of the vehicle occupant protection device (occupant protection system by inter-vehicle communication) configured as described above will be described in detail below with reference to the flowcharts shown in FIGS.
[0035]
  First, the predetermined data transmission processing in the vehicle B on the information providing side will be described with reference to the flowchart shown in FIG.
[0036]
  In the first step S1, the CPU 20 (see FIG. 2) collects predetermined data d. That is, position information is obtained from the self-contained dead reckoning means comprising the CD-ROM, the GPS sensor 3 or the vehicle speed sensor 4 and the geomagnetic sensor 5 of the navigation device 2. Vehicle speed information is obtained from the vehicle speed sensor 4. Travel direction information is obtained from the geomagnetic sensor 5. Vehicle weight information is obtained from data stored in a predetermined area of the RAM 15 using the vehicle weight information input unit 1 in advance. Brake operation information is obtained from the brake sensor 6. Accelerator operation information is obtained from the throttle sensor 7. The deceleration information is obtained from the vehicle speed sensor 4, the brake sensor 6 or the throttle sensor 7. Steering information is obtained from the steering angle sensor 8. Then, predetermined data d is formed from these pieces of information.
[0037]
  Next, in the second step S2, the CPU 20 determines whether or not the own vehicle B is likely to collide with the opponent vehicle A based on a signal from the G sensor 9 or the proximity sensor 10, and the first step is determined when NO is determined. While returning to S1, when the determination is YES (when the possibility of collision is high), the routine proceeds to the next third step S3.
  In the third step S3, the CPU 20 drives the transmitting unit 12 to transmit the predetermined data d collected in the first step S1 to the opponent vehicle A by wireless means (data communication).
[0038]
  Next, an operation control process for the occupant protection device in the vehicle A on the information receiving side will be described with reference to the flowchart shown in FIG.
  In the first step Q1, the CPU 30 shown in FIG. 4 drives the receiving unit 28 to receive the predetermined data d transmitted from the transmitting unit 12 of the collision partner vehicle B, and from the own vehicle position detecting means 36 to the own vehicle. Reading of the position a (see FIG. 7) of A is executed.
[0039]
  Next, in the second step Q2, the CPU 30 determines whether or not a collision is detected or a collision is estimated based on a signal from the G sensor 31 or the proximity sensor 32.IsOn the other hand, when YES is determined, the process proceeds to the next third step Q3.
  In this third step Q3, the CPU 30 drives the internally configured calculation unit 35 (calculation unit with built-in CPU), and calculates the degree of impact of the collision partner vehicle B on the host vehicle A based on the predetermined data d.
[0040]
  Next, in the fourth step Q4, the CPU 30 compares the calculated degree of impact with a predetermined value, and when the degree of impact is smaller than the predetermined value (YES determination), the process proceeds to the eighth step Q8, while When the degree is greater than the predetermined value (NO determination), the process proceeds to the next fifth step Q5.
  In the fifth step Q5, the CPU 30 calculates the operating degree of the occupant protection devices (that is, the front airbags 21, 23, the side airbags 24, 25, and the pretensioners 26, 27) based on the degree of impact. This operating degree corresponds to the inflator operating amount in the case of the airbags 21, 23, 24, 25.
  Here, the above-described operating degree can be obtained by the following [Equation 1].
[0041]
[Expression 1]

  Further, the above-described operation degree is corrected to be decreased when there is brake operation information or deceleration information in the received predetermined data d, and is increased when there is accelerator operation information in the predetermined data d. By such a decrease or increase correction, the degree of operation can be obtained with higher accuracy.
[0042]
  Next, in a sixth step Q6, the CPU 30 calculates the operation timing of the occupant protection devices (that is, the front airbags 21, 23, the side airbags 24, 25, and the pretensioners 26, 27) based on the degree of impact.
  As shown in FIG. 7, the operation timing is as follows. The position of the own vehicle A is a, the position of the collision partner vehicle B is b, the vehicle speed of the collision partner vehicle B is V, the position of the own vehicle A isSet aWhen the angle formed by the traveling direction of the collision partner vehicle B with respect to the line connecting the position b of the collision partner vehicle B and θ is θ, it can be obtained by the following [Equation 2].
[0043]
[Expression 2]

  In addition, the above operation timing is determined when there is brake operation information or deceleration information in the received predetermined data d.,While the delay is corrected, there is accelerator operation information in the predetermined data d,The correction is made so that the operation timing is advanced. By such delay correction or advance correction, the operation timing can be obtained with higher accuracy.
[0044]
  Next, in the seventh step Q7, the CPU 30 sets the necessary occupant protection device to the operation degree and operation timing obtained in the above steps Q5 and Q6.TheOperate. Here, the operation time is set to the time point at which the operation timing obtained in the above [Equation 2] has elapsed.
[0045]
  On the other hand, if the impact is smaller than the predetermined value,In the fourth step Q4 described above, the determination is YES, and the process proceeds to the eighth step Q8. In the eighth step Q8, the CPU 30 prohibits the operation of the occupant protection device and prevents the occupant protection device from being uselessly operated. Later, the series of processing ends.
[0046]
  Thus, according to the vehicle occupant protection device of the above embodiment, in the information providing vehicle B, the transmission unit 12 described above is the predetermined data d relating to the own vehicle B (the own vehicle viewed from the information providing vehicle B). The above-described determination unit (see the second step S2 in FIG. 5) determines the possibility of collision of the host vehicle B, but the above-described control unit (see the third step S3 in FIG. 5) Based on the determination result of the second step S <b> 2), when the possibility of collision is high, the predetermined data d regarding the host vehicle B is controlled to be transmitted to the opponent vehicle A via the transmitter 12.
  For this reason, it is possible to ensure the operation of the highly accurate occupant protection device (see the airbags 21, 23, 24, 25 and the pretensioners 26, 27) of the counterpart vehicle A while effectively using the inter-vehicle communication. is there.
[0047]
  In the information receiving vehicle A, the above-described collision sensor (see the G sensor 31 and the proximity sensor 32) detects or estimates a collision of the own vehicle A (the own vehicle viewed from the information receiving vehicle A). The control means (see CPU 30) activates the occupant protection device (see airbags 21, 23, 24, 25 and pretensioners 26, 27) when the collision sensor detects or estimates a collision of the own vehicle A, and receives the above-mentioned reception. The unit 28 receives the predetermined data d related to the opponent vehicle B from the collision partner vehicle B, but the above-described changing means (see the seventh step Q7 in FIG. 6) is controlled based on the predetermined data d received by the receiving unit 28. The operation content of the occupant protection device by the means (see CPU 30) is changed.
  Since the operation content of the occupant protection device is changed according to the received predetermined data d in this way, the highly accurate operation of the occupant protection device of the host vehicle A can be ensured while effectively using the inter-vehicle communication. There is.
[0048]
  Furthermore, since the predetermined data d described above is set in the vehicle weight information, it is possible to determine the degree of impact at the time of collision from the vehicle weight (loading weight of the luggage or the vehicle body weight included), that is, the mass. There exists an effect which can ensure the operation | movement of a precise passenger protection device.
[0049]
  Furthermore, the predetermined data d is set to at least one of position information, vehicle speed information, traveling direction information, brake operation information, accelerator operation information, deceleration information, and steering information (see the first step S1 in FIG. 5). Therefore, there is an effect that a highly accurate and appropriate operation of the occupant protection device can be performed according to the predetermined data d received by the receiving unit 28 in the vehicle A on the information receiving side.
[0050]
  Moreover, the above-described changing means (see the seventh step Q7 in FIG. 6) changes the operating degree of the occupant protection device based on the predetermined data d. For this reason, the occupant protection device is operated at an appropriate degree of operation corresponding to the collision energy at the time of collision detected or detected by the collision sensor (see G sensor 31, proximity sensor 32) (when collision is detected or estimated). There is an effect that can be made.
[0051]
  Further, the impact degree calculating means (see the third step Q3 in FIG. 6) calculates the impact degree based on the predetermined data d, and the prohibiting means (see the eighth step Q8 in the figure) is the impact degree calculating means. Based on the calculation result, the occupant protection device is prohibited from operating when the degree of impact is less than or equal to a predetermined value (when YES is determined in the fourth step Q4).
  For this reason, useless operation of the occupant protection device can be prevented in the case of a light impact that does not require operation of the occupant protection device (see the airbags 21, 23, 24, 25, and the pretensioners 26 and 27). There is an effect that can be done.
[0052]
  Further, the above-described collision time calculation means (see the sixth step Q6 in FIG. 6) calculates the collision time at which the collision partner vehicle B collides with the own vehicle A based on the predetermined data d, and the above-described changing means (see FIG. 6). In the seventh step Q7), the operation timing of the occupant protection device is changed according to the calculated collision time.
  As a result, an appropriate operation timing corresponding to the calculated collision time (see the operation timing in the flowchart shown in FIG. 6) can be obtained, and the occupant protection performance can be greatly improved.
[0053]
  In the correspondence between the configuration of the present invention and the above-described embodiment,
  The determination unit of the present invention corresponds to the second step S2 (see FIG. 5) under the control of the CPU 20 of the embodiment.
  Similarly,
  The control unit corresponds to the third step S3 (see FIG. 5),
  The collision sensor corresponds to the G sensor 31 or the proximity sensor 32,
  The occupant protection device corresponds to the front airbags 21 and 23, the side airbags 24 and 25, and the pretensioners 26 and 27.
  The control means corresponds to the CPU 30,
  The changing means corresponds to the seventh step Q7 (see FIG. 6) controlled by the CPU 30,
  The impact degree calculating means corresponds to the third step Q3 (see FIG. 6),
  The prohibiting means corresponds to the eighth step Q8 (see FIG. 6),
  The collision time calculation means corresponds to the sixth step Q6 (see FIG. 6),
  The present invention is not limited to the configuration of the above-described embodiment.
[Brief description of the drawings]
FIG. 1 is an explanatory diagram of a vehicle on an information providing side and an information receiving side provided with a vehicle occupant protection device of the present invention.
FIG. 2 is a control circuit block diagram on the information providing side.
FIG. 3 is a plan view showing an arrangement layout of an occupant protection device for an information receiving side vehicle.
FIG. 4 is a control circuit block diagram on the information receiving side.
FIG. 5 is a flowchart showing predetermined data transmission processing on the information providing side.
FIG. 6 is a flowchart showing an occupant protection device operation control process on the information receiving side.
FIG. 7 is an explanatory diagram when operating timing is calculated.
[Explanation of symbols]
  12 ... Transmitter
  21, 23 ... Front airbag (occupant protection device)
  24, 25 ... Side airbag (occupant protection device)
  26, 27 ... Pretensioner (occupant protection device)
  28: Receiver
  30 ... Control means
  31 ... G sensor (collision sensor)
  32 ... Proximity sensor (collision sensor)
  A ... Information receiving vehicle
  B ... Information-providing vehicle
  S2: Determination unit
  S3: Control unit
  Q3 ... Impact level calculation means
  Q6 ... Collision time calculation means
  Q7 ... Changing means
  Q8 ... Prohibited means
  d: Predetermined data

Claims (3)

The side of the vehicle to receive information,
A collision sensor for detecting or estimating a collision of the own vehicle ;
Control means for activating an occupant protection device when the collision sensor detects or estimates a collision of the host vehicle;
A receiving unit for receiving predetermined data on the opponent vehicle from the collision partner vehicle;
Changing means for changing the operation content of the occupant protection device by the control means based on the predetermined data received by the receiving unit;
An impact degree calculating means for calculating an impact degree based on the predetermined data;
When the impact level is less than or equal to a predetermined value based on the calculation result of the impact level calculation unit, a prohibition unit that prohibits the operation of the occupant protection device;
A collision time calculating means for calculating a collision time at which the collision partner vehicle collides with the own vehicle based on the predetermined data,
The predetermined data is set in the vehicle weight information,
The change means changes the operation degree of the occupant protection device based on the predetermined data, and changes the operation timing of the occupant protection device according to the collision time calculated by the collision time calculation means . Crew protection device. In the vehicle that provides the information,
A transmission unit for transmitting predetermined data related to the own vehicle to the vehicle on the information receiving side;
A determination unit for determining the possibility of a collision of the host vehicle;
A control unit that controls transmission of predetermined data related to the host vehicle via the transmission unit when the possibility of a collision is high based on the determination result of the determination unit.
The vehicle occupant protection device according to claim 1 . The vehicle occupant according to claim 1 or 2 , wherein the predetermined data is set to at least one of position information, vehicle speed information, traveling direction information, brake operation information, accelerator operation information, deceleration information, and steering information. Protective device.

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