JP4380547B2 - Activation control device and activation method for occupant protection device - Google Patents

Description

  The present invention relates to an activation control device and activation method for an occupant protection device applied to a vehicle having a plurality of occupant protection devices.

Conventionally, in order to ensure the redundancy of the activation determination of the occupant protection device, each of the determinations based on both the collision determination result based on the output signal of the electronic acceleration sensor and the collision determination result based on the output signal of the mechanical safing sensor. A technique for igniting a squib of an occupant protection device is known (see, for example, Patent Document 1).
Japanese Patent Laid-Open No. 2002-347569

  By the way, in a general vehicle in which various occupant protection devices are activated according to the collision type such as a frontal collision (frontal collision) or a side collision, conventionally, it is collectively performed by a main ECU to which an acceleration sensor or the like is connected. Then, various types of collision are determined, and an activation request signal (ignition signal) designating a squib relating to each occupant protection device to be activated is sent out from the main ECU.

  However, in recent years, driver / passenger SRS airbags, seatbelt pretensioners, etc., driver / passenger SRS knee airbags, curtain shield airbags, side airbags for protecting the occupant's knees Many occupant protection devices tend to be mounted on vehicles, and the functions of the main ECU (and the associated main ECU) are related to ignite squibs of various combinations of occupant protection devices for various types of collisions. The amount of information included in the activation request signal sent from the main ECU is increasing. Under such circumstances, even if the main ECU functions are separated and transferred to other ECUs, a delay in the transmission of the activation request signal via the communication line between these ECUs becomes a problem, and in particular, the redundancy as in the above-described conventional technology is present. In the case of ensuring, it becomes difficult to ignite the squibs of many occupant protection devices without delay when a collision is detected.

  The present invention has been made mainly in view of such problems, and an object of the present invention is to provide occupant protection capable of reliably starting various combinations of occupant protection devices without delay for various types of collisions. An object of the present invention is to provide an apparatus activation control apparatus and activation method.

In order to solve the above problems, according to one aspect of the present invention, in an activation control device for an occupant protection device applied to a vehicle on which a plurality of occupant protection devices are mounted,
A first control unit that detects presence / absence of various collisions scheduled to be activated by a plurality of occupant protection devices, and transmits a vehicle state signal representing a detection result of the presence / absence of various collisions to a second control unit to be described later via a communication line. When,
In accordance with the detection result of the presence or absence of various collisions represented by the vehicle state signal received from the first control unit, according to given rules that define the occupant protection device group to be activated when there is a collision in association with various collisions , And a second control unit that activates each occupant protection device belonging to a specific occupant protection device group.

In this aspect, the first control unit is provided for each of the two microcomputers that independently detect the presence / absence of the various collisions, and the various microcomputers that are detected by the corresponding microcomputers. Two decoders that independently generate vehicle state signals representing the detection results of the presence or absence of a collision, and the vehicle state signals generated by the two decoders are time-division multiplexed to the second control unit via the communication line. And a transmitting unit for transmitting
The second control unit activates each occupant protection device belonging to the specific occupant protection device group only when both of the two vehicle state signals respectively indicating presence of a collision with respect to the same type of collision are received. It may be.

According to another aspect of the present invention, in the activation control device for an occupant protection device that performs activation control of a plurality of occupant protection devices in cooperation with at least two control units interconnected by a communication line,
A function to detect the presence or absence of various collisions scheduled to start the occupant protection device is given to one control unit,
The function of selecting the specific occupant protection device corresponding to the type of collision detected as having a collision by the one control unit as the activation target occupant protection device from the plurality of occupant protection devices, An activation control device for an occupant protection device is provided.

According to another aspect of the present invention, in the activation method for an occupant protection device applied to a vehicle on which a plurality of occupant protection devices are mounted,
A step of detecting the presence or absence of various collisions scheduled for activation of a plurality of occupant protection devices by the first control unit;
Transmitting a vehicle state signal representing a detection result of the presence or absence of various collisions detected by the first control unit to the second control unit described later via a communication line;
Receiving the vehicle state signal at a second control unit;
A given rule in which the occupant protection device group to be activated when there is a collision is associated with the various collisions by the second control unit according to the detection result of the presence or absence of the various collisions represented by the received vehicle state signal And a step of activating each occupant protection device belonging to the specific occupant protection device group.

  According to the present invention, it is possible to obtain an activation control device for an occupant protection device capable of reliably starting various combinations of occupant protection devices without delay for various collision modes.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 is a system configuration diagram showing an embodiment of an activation control device for an occupant protection device according to this embodiment. The activation control device 10 of this embodiment performs activation control of an occupant protection device mounted on a vehicle. The activation control device 10 of the present embodiment is particularly applied to a vehicle on which a plurality of occupant protection devices are mounted. The occupant protection devices include airbag AB for each seat, seat belt pretensioner PT for each seat, side airbag S-AB, curtain shield airbag C-AB, headrest airbag head for the rear seat, and front edge of the rear seat In addition to the thigh restraint device PRC that reduces the frontal acceleration of the occupant with a cushion that is activated to lift the thigh (thigh crotch) (see Fig. 2), the driver's seat and passenger's seat for protecting the occupant's knee Any occupant protection device such as a knee airbag may be included. Each occupant protection device has an ignition device (hereinafter referred to as “squib”) for instantaneously inflating the inflator, and is controlled by the activation control device 10.

  The activation control apparatus 10 includes two ECUs 20 and 40 (hereinafter, the ECU 20 is referred to as “first ECU 20” and the ECU 40 is referred to as “second ECU 40”). The first ECU 20 mainly has a function of detecting various vehicle states for which activation of the occupant protection device is scheduled, and a function of performing activation control of the occupant protection device on the front seat side. It has a function which performs starting control of the passenger protection device of the side. The first ECU 20 and the second ECU 40 are connected to each other by an appropriate communication line 50 such as a CAN (controller area network).

  As shown in FIG. 1, the first ECU 20 is connected to a main microcomputer 22 (hereinafter referred to as “main microcomputer 22”) to which various sensors such as an acceleration sensor (G sensor) are connected, and a similar acceleration sensor or the like. A sub-microcomputer 32 (hereinafter referred to as “sub-microcomputer 32”). Each of the microcomputers 22 and 32 includes a CPU (not shown), a ROM storing predetermined processing programs, a RAM for temporarily storing data, an input / output circuit (I / O), and the like.

  The main microcomputer 22 detects various vehicle states for which activation of the occupant protection device is scheduled based on the output signal of the acceleration sensor. The acceleration sensors are various acceleration sensors arranged at appropriate locations in the vehicle. For example, acceleration sensors arranged on the left and right sides of the front part of the vehicle and acceleration sensors (floor G) attached to a floor tunnel (not shown) of the vehicle. Sensor). The floor G sensor may be built in a controller unit including the activation control device 10.

  Various vehicle states detected by the main microcomputer 22 include, for example, a front collision, a right front seat collision, a left front seat collision, a right rear seat collision, a left rear seat collision, a right rollover, a left rollover, and a rear collision. The main microcomputer 22 may detect these vehicle states using output signals of other appropriate sensors in addition to the output signals of the acceleration sensor.

  For example, with respect to various types of collision, the main microcomputer 22 appropriately uses the vehicle front / rear / left / right / vertical acceleration output from each acceleration sensor, or an integrated value thereof, for a given collision determination and / or collision type determination map. Thus, the collision type may be specified together with the collision determination. At this time, the detection result of the obstacle around the vehicle by the radar sensor or the image sensor may be used cooperatively.

  In addition, regarding the rollover, the main microcomputer 22 detects the roll rate detected by the roll rate sensor, the roll angle that is an integral value thereof, and the lateral deceleration that detects the lateral acceleration (vehicle width direction) acting on the vehicle. The rollover determination may be realized using a rollover determination map based on the relationship between the roll rate and the roll angle and a rollover determination map based on the relationship between the roll rate and the lateral acceleration.

  The present invention does not specify a detection method of various vehicle states in which the above-described occupant protection device is scheduled to start, and can be applied to any detection method using any sensor or parameter. is there.

  When the main microcomputer 22 detects at least one kind of vehicle state where the occupant protection device is scheduled to be activated, the main microcomputer 22 detects the decoder 26a included in the ASIC 24 (specific application IC) of the first ECU 20. Thus, an ignition request signal is supplied via the dedicated communication line 23.

  In the decoder 26a, the ignition request signal from the main microcomputer 22 is converted into an ignition signal to be sent to the second ECU 40. Details of the ignition signal will be described later with reference to FIG. The ignition signal is transmitted to the second ECU 40 via the communication line 50 after the voltage level is converted by the ECU communication driver 28 of the main microcomputer 22.

  Similarly, the sub-microcomputer 32 detects the same various vehicle states as the main microcomputer 22. However, the detection result of the sub-microcomputer 32 is used to ensure redundancy as will be described later. For this reason, the sub-microcomputer 32 detects the same various vehicle states as the main microcomputer 22 using output values of acceleration sensors (for example, acceleration sensors having different polarities) different from those used in the main microcomputer 22, or Different acceleration sensor output values may be detected in the same manner.

  When at least one of the vehicle states where the occupant protection device is scheduled to be activated is detected by the sub-microcomputer 32, the sub-microcomputer 32 detects the decoder 26b included in the ASIC 24 (specific application IC) of the first ECU 20. Thus, a safing release request signal is supplied via the dedicated communication line 33.

  In the decoder 26 b, the safing release request signal from the sub-microcomputer 32 is converted into a safing signal to be sent to the second ECU 40. Details of the safing signal will be described later with reference to FIG. The safing signal is transmitted to the second ECU 40 via the communication line 50 after the voltage level is converted by the ECU communication driver 28 of the main microcomputer 22.

  FIG. 2A is a diagram schematically illustrating a main data structure of transmission data of an ignition signal or a safing signal transmitted from the first ECU 20 to the second ECU 40 in the present embodiment. The transmission data includes a main data portion following the header portion. The header portion includes information for specifying the type of transmission data (for example, information for indicating either the ignition signal or the safing signal).

In the main data portion, information representing various vehicle states detected by the microcomputers 22 and 32 is included. In FIG. 2 (A), there is a main data section that indicates the presence of front collision, right front seat collision, left front seat collision, right rear seat collision, left rear seat collision, right rollover, left rollover, and rear collision in 1 bit. It is shown. In this example, if a front collision is detected, '1' is set in the "front collision" field in the main data section, and '0' is set in the other fields, so that the detected vehicle state An ignition signal or a safing signal indicating that is a front collision is generated. Of course, it is assumed that two or more vehicle states are detected simultaneously.

  The above-described processing on the first ECU 20 side is started and executed as a collision determination routine interrupt routine, as shown in FIG. This processing routine is executed separately by the two microcomputers of the main microcomputer 22 and the sub microcomputer 32.

  In step 100, various vehicle states are determined as collision determination, and in step 110, transmission data (ignition signal or safing signal) corresponding to each determination result as described in FIG. 2A is generated. In subsequent step 120, the transmission data is transmitted to the second ECU 40 via the communication line 50. When the same vehicle state is detected by both the microcomputers 22 and 32, both an ignition signal and a safing signal representing the same vehicle state are generated and transmitted to the second ECU 40 via the communication line 50. At this time, the ignition signal and the safing signal are preferably transmitted to the second ECU 40 through one communication line 50 by time division multiplexing.

  As shown in FIG. 1, the second ECU 40 receives an ignition signal from the ECU communication driver 48 that receives an ignition signal or a safing signal, and an ignition signal from the first ECU 20 (main microcomputer 22). The main microcomputer 42 (hereinafter referred to as “main microcomputer 42”) that performs ignition control (not shown) and a safing signal from the first ECU 20 (sub-microcomputer 32) receive the same passenger protection as the main microcomputer 42. A sub-microcomputer 52 (hereinafter referred to as “sub-microcomputer 52”) that performs ignition control of a squib (not shown) of the apparatus. Each of the microcomputers 42 and 52 includes a CPU (not shown), a ROM storing predetermined processing programs, a RAM for temporarily storing data, an input / output circuit (I / O), and the like.

  FIG. 4 is a flowchart showing main processing executed by the second ECU 40. This processing routine is an interrupt routine that is activated and executed by the second ECU 40 when the transmission data is received from the first ECU 20. This processing routine is separately executed by the two microcomputers of the main microcomputer 42 and the sub microcomputer 52.

  First, in step 200, the analysis process by the second ECU 40 for the reception data received from the first ECU 20 (= transmission data of the first ECU 20) is activated. Specifically, in the second ECU 40, the received data from the first ECU 20 received by the inter-ECU communication driver 48 is supplied to the main microcomputer 42 and the sub-microcomputer 52. In the main microcomputer 42 and the sub microcomputer 52, the header part of the received data is analyzed. At this time, the main microcomputer 42 extracts and processes the ignition signal included in the received data, and the sub-microcomputer 52 extracts and processes the safing signal included in the received data. The processing in the main microcomputer 42 and the sub microcomputer 52 is shown as step 210. Hereinafter, the processing on the main microcomputer 42 side will be described, but the processing on the sub microcomputer 52 side is only a difference in signals to be processed (difference in ignition signal or safing signal).

  In step 210, the main data portion of the ignition signal is analyzed bit by bit, and the squib ignition flags corresponding to the various vehicle states are turned on / off according to the determination results for the various vehicle states by the main microcomputer 22. Specifically, it is checked whether or not there is a front collision, that is, whether or not “1” is set in the “front collision” field in the main data portion of the ignition signal, and if “1” is set, Turn on the front impact squib ignition flag. Subsequently, in the same manner, the presence or absence of a right front seat collision, the presence or absence of a left front seat collision, the presence or absence of a right rear seat collision, the presence or absence of a left rear seat collision, the presence or absence of a right rollover, the presence or absence of a left rollover, and a rear collision Similarly, if '1' is set, the squib ignition flag for the collision is turned on, while if '0' is set, the collision The squib ignition flag is kept off.

  In the following step 220, a squib ignition process is executed by an ignition ASIC (not shown) in accordance with the on / off determination result of each ignition flag. For example, if only the front impact squib ignition flag is on, the front impact squib ignition flag based on the safing signal is also turned on and associated with the front impact squib ignition flag. Each squib of each occupant protection device is ignited, and each occupant protection device is activated. The ignition ASIC is configured so that each squib of each occupant protection device related to the squib ignition flag is not ignited unless the same type of squib ignition flag based on both the ignition signal and the safing signal is turned on. Yes. Thereby, the redundancy of the activation determination of the passenger protection device is ensured.

  By the way, in this embodiment, in order to prevent enlargement and complication of the activation device 10 due to an increase in the number of occupant protection devices mounted on the vehicle, the function of the first ECU 20 is partially transferred to the second ECU 40, and the communication line The first ECU 20 and the second ECU 40 cooperate with each other via communication 50 to realize activation control of a large number of occupant protection devices. Further, as described above, the activation control of the occupant protection device is realized by using the determination results of the two systems, while ensuring the redundancy, the communication system is made one system, and the ignition signal and the safing signal are time-division multiplexed. By sending, the communication line 50 is made into a single line (the cost reduction accompanying it).

  In such a configuration, on the other hand, since it is necessary to send the ignition signal from the first ECU 20 to the second ECU 40 via the communication line 50, the arrival of the ignition signal (startup timing of the occupant protection device) is the amount of data of the ignition signal (according thereto) (Communication delay) and communication traffic on the communication line 50 are likely to be affected. In particular, in the configuration in which two systems of determination results (ignition signal and safing signal) are transmitted through one communication line 50 in order to ensure redundancy as described above, the amount of information sent to the second ECU 40 increases, resulting in communication delay. The problem becomes prominent.

  In this regard, in the present embodiment, as described above, various vehicle states are identified and detected on the first ECU 20 side, and an appropriate occupant protection device corresponding to the type of the detected vehicle state is selected on the second ECU 40 side as an activation target. Has been. For example, when a front collision is detected on the first ECU 20 side, on the second ECU 40 side, for example, a rear right seat airbag, a rear left seat airbag, a rear right seat seat belt pretensioner, An ignition command is issued to the five squibs of the rear left seat belt pretensioner, the rear middle seat belt pretensioner, and the rear seat thigh restraint device PRC. The correspondence relationship between the various vehicle states and the respective occupant protection devices (each squib) to be activated is predetermined for each vehicle state detected by the first ECU 20, and is stored in a memory accessible to the second ECU 40, for example, in a table format (map) Format). Hereinafter, a map that defines the correspondence of each squib to be activated with respect to various vehicle states is referred to as a “squib correspondence map”.

  As described above, according to the present embodiment, it is not necessary to send an ignition signal designating each squib to be activated from the first ECU 20 side to the second ECU 40, and it is only necessary to send signals representing various vehicle states. 2 The amount of information necessary to activate the occupant protection device to be sent to the ECU 40 is reduced, and the problem due to the increase in the amount of information of transmission data as described above is solved. For example, in the previous example, in the conventional configuration in which an ignition signal designating each squib to be activated is sent to the second ECU 40, at least 5 bits are required to designate five squibs, whereas this embodiment Then, only one bit indicating the vehicle state of a front collision is sufficient. FIG. 2B shows, as a control, the data structure of transmission data (ignition signal) that specifies each squib to be activated. By referring to FIG. 2 (A) and FIG. 2 (B), according to the present embodiment (FIG. 2 (A)), the same number as in the conventional configuration (FIG. 2 (B)). It can be seen that the data amount (length) of transmission data necessary to ignite the squib is greatly reduced.

  As described above, according to the present embodiment, the communication traffic of the communication line 50 connecting the first ECU 20 and the second ECU 40 is reduced as compared with the conventional configuration, and the transmission data can be quickly transmitted to the second ECU 40 side. As a result, it is possible to prevent ignition delay of the squib due to congestion of the communication line 50 and realize highly reliable start-up control.

  In addition, according to the present embodiment, as described above, the second ECU 40 is configured to be able to identify each squib to be ignited based on the information indicating the vehicle state sent from the first ECU 20 side. It is only necessary to transmit the vehicle state detected by the vehicle to the second ECU 40, and it becomes unnecessary to know what kind of occupant protection device is controlled by the second ECU 40. For this reason, it is not necessary to increase the specifications of the first ECU 20 by being dragged by variations of the occupant protection device that can vary depending on the difference in vehicle type and grade, and the versatility of the first ECU 20 is enhanced.

  Similarly, for the second ECU 40, it is only necessary to rewrite the squib correspondence map in accordance with differences or changes in occupant protection devices that occur in response to differences in vehicle type or grade, and to flexibly respond to new settings and changes in specifications. It becomes possible to do.

  In the present embodiment, on the first ECU 20 side, the ignition request signal from the main microcomputer 22 and the safing release request signal from the sub-microcomputer 32 are separately processed by the dedicated decoders 26a and 26b. Redundancy can be maintained despite transmission on one communication line 50. That is, since the transmission data from the first ECU 20 side is generated in hardware by the two decoders 26a and 26b, the first ECU 20 is finally transmitted although the transmission data is finally transmitted through the single communication line 50. The redundancy on the side is also maintained on the second ECU 40 side.

  FIG. 5 is a system configuration diagram showing another embodiment of the activation control device 10 of the occupant protection device. The embodiment shown in FIG. 5 differs from the above-described embodiment only in the configuration on the second ECU 40 side, and therefore, the same components are denoted by the same reference numerals and description thereof is omitted.

  The present embodiment relates to a configuration in which the received data analysis on the second ECU 40 side described above is realized by hardware logic such as an ASIC, not by a microcomputer (software).

  In the example shown in FIG. 5, the second ECU 40 includes a communication ASIC 49 including an inter-ECU communication driver 48 that receives an ignition signal or safing signal from the first ECU 20 side, and an ignition signal or safing signal from the first ECU 20 (main microcomputer 22). And an ignition ASIC 60 that ignites a specific squib of each occupant protection device squib (not shown).

  The communication ASIC 49 is responsible for the communication physical layer such as the conversion of the voltage level of the received signal (ignition signal or safing signal). The ignition ASIC 60 includes the two decoders 61 and 62 and the ignition signal received from the communication ASIC 49 and the safe signal. The squib signals are separated and decoded, error checking is performed, and the squib driver 64 ignites the squib relating to the ignition signal and the safing signal. The communication ASIC 49 and the ignition ASIC 60 may be integrated in terms of hardware configuration.

  The ignition ASIC 60 includes a nonvolatile memory 66 (for example, EEPROM). The nonvolatile memory 66 may be built in the ignition ASIC 60 or may be of an external type. The non-volatile memory 66 stores the squib correspondence map described in the above embodiment. The ignition ASIC 60 identifies the ignition target squib corresponding to the vehicle state represented by the ignition signal or the safing signal based on the squib correspondence map in the nonvolatile memory 66, and energizes the ignition target squib. To do.

  Thus, also in the present embodiment, as described above, various vehicle states are identified and detected on the first ECU 20 side, and an appropriate occupant protection device corresponding to the type of the detected vehicle state is activated on the second ECU 40 side. Since the selection is made, the amount of information to be sent from the first ECU 20 to the second ECU 40 can be reduced, and the ignition delay of the squib can be prevented. In addition, the same effects as those of the above-described embodiment can be enjoyed with respect to redundancy.

  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.

  For example, in the above-described embodiment, the first ECU 20 is in charge of controlling the front passenger occupant protection device, and the second ECU 40 is in control of the rear seat occupant protection device. It may be adopted.

  In the above-described embodiment, one second ECU 40 functions as a slave ECU under the first ECU 20 that detects various vehicle states, but two or more similar slave ECUs may be set. Further, it is possible to partially provide the second ECU 40 side with a function of detecting the vehicle state.

  In the above-described embodiment, as shown in FIG. 2, fields corresponding to various vehicle states to be detected are set in the transmission data, and detection results of the various vehicle states are set in each field. When the number of types of vehicle states to be detected is fixed, the ignition signal or safing signal may be composed of a binary code having a fixed number of bits corresponding to the number of types. In this case, the extension data portion for extension may be set in the transmission data so that it can flexibly cope with the addition of a new vehicle state to be detected.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a system configuration diagram showing an embodiment of an activation control device for an occupant protection device according to an embodiment. FIG. 2A is a diagram schematically showing the main data structure of transmission data transmitted from the first ECU 20 to the second ECU 40 in the present embodiment, and FIG. It is a figure which shows typically the main data structure of typical transmission data. It is a flowchart which shows the flow of the main processes by the side of 1st ECU20. It is a flowchart which shows the flow of the main processes by the side of 2nd ECU40. It is a system configuration | structure figure which shows another Example of the starting control apparatus 10 of a passenger | crew protection apparatus.

Explanation of symbols

10 Start Control Device 20 First ECU
22 Main microcomputer 23 Dedicated communication line 24 ASIC
26a, 26b Decoder 28 ECU communication driver 32 Sub-microcomputer 33 Dedicated communication line 40 Second ECU
42 Main microcomputer 48 ECU communication driver 49 Communication ASIC
50 Communication line 52 Sub-microcomputer 60 Ignition ASIC
61, 62 Decoder 64 Squib driver 66 Non-volatile memory

Claims (5)

In an activation control device for an occupant protection device applied to a vehicle equipped with a plurality of occupant protection devices,
A first control unit that detects presence / absence of various collisions scheduled to be activated by a plurality of occupant protection devices, and transmits a vehicle state signal representing a detection result of the presence / absence of various collisions to a second control unit to be described later via a communication line. When,
In accordance with the detection result of the presence or absence of various collisions represented by the vehicle state signal received from the first control unit, according to given rules that define the occupant protection device group to be activated when there is a collision in association with various collisions, And a second control unit that activates each occupant protection device belonging to a specific occupant protection device group. The first control unit is provided for each of the two microcomputers that independently detect the presence or absence of the various types of collisions and the presence or absence of the various types of collisions detected by the corresponding microcomputers. Two decoders that independently generate vehicle status signals representing detection results, and transmissions that transmit the vehicle status signals generated by the two decoders to the second control unit via the communication line by time division multiplexing. Including
The second control unit activates each occupant protection device belonging to the specific occupant protection device group only when both of the two vehicle state signals respectively indicating presence of a collision with respect to the same type of collision are received. The activation control device for an occupant protection device according to claim 1. In an activation control device for an occupant protection device that performs activation control of a plurality of occupant protection devices in cooperation with at least two control units interconnected by a communication line,
A function to detect the presence or absence of various collisions scheduled to start the occupant protection device is given to one control unit,
The function of selecting the specific occupant protection device corresponding to the type of collision detected as having a collision by the one control unit as the activation target occupant protection device from the plurality of occupant protection devices, A start control device for an occupant protection device. In an activation method for an occupant protection device applied to a vehicle equipped with a plurality of occupant protection devices,
A step of detecting the presence or absence of various collisions scheduled for activation of a plurality of occupant protection devices by the first control unit;
Transmitting a vehicle state signal representing a detection result of the presence or absence of various collisions detected by the first control unit to the second control unit described later via a communication line;
Receiving the vehicle state signal at a second control unit;
A given rule in which the occupant protection device group to be activated when there is a collision is associated with the various collisions by the second control unit according to the detection result of the presence or absence of the various collisions represented by the received vehicle state signal And activating each occupant protection device belonging to a specific occupant protection device group. The various conflict, including pre collision, the right front seat crash, the left front seat crash, the right rear seat crash, the left rear seat crash, right rollover, at least two of the left rollover and rear collision, claims 1 to 3 The occupant protection device activation control device according to any one of the above.

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