JP5075732B2 - Occupant protection control device and occupant protection system - Google Patents

Description

 The present invention relates to an occupant protection control device and an occupant protection system.

 Generally, an SRS (Supplemental Restraint System) airbag system is known as a system for protecting an occupant in the event of a vehicle collision. This SRS airbag system detects that a collision has occurred based on acceleration data obtained from an acceleration sensor installed in each part of the vehicle, and an airbag, a seat belt pretensioner (hereinafter referred to as a pretensioner), etc. The occupant protection device is activated.

  As types of airbags, there are a driver's seat and a passenger's seat airbag for a frontal collision, a side airbag and a curtain airbag for a side collision, and the like. In particular, curtain airbags can be deployed over the entire roof side of the vehicle to prevent the front and rear occupants from being hit against the side windows and pillars when a collision occurs. Since then, it has been spreading rapidly.

  Furthermore, in recent years, an SRS airbag system that deploys a curtain airbag not only at the time of a side collision but also at the time of a one-side frontal collision (so-called offset collision) has been developed. As shown in FIG. 5, the offset collision means that one side of the front of the vehicle collides with an obstacle, and the vehicle retreats (rebounds) while being shaken in the lateral direction after the collision. In that case, the passenger's head may collide with the side window or the pillar, and the injury value to the head may increase (if the window is open, the head may jump out of the car) ). Therefore, it is necessary to reduce the injury value to the head by deploying the curtain airbag at the time of rebound due to the offset collision.

  In such an SRS airbag system that deploys a curtain airbag at the time of an offset collision, an X-axis acceleration sensor that detects acceleration acting in the length direction (X-axis direction) of the vehicle, and a vehicle width direction (Y-axis direction) A Y-axis acceleration sensor that detects acceleration acting on the vehicle, and makes a start determination of the pretensioner and the front airbag (driver seat and front passenger seat airbag) based on acceleration data obtained from the X-axis acceleration sensor. A curtain airbag activation determination is performed based on acceleration data obtained from the X-axis acceleration sensor and the Y-axis acceleration sensor.

  More specifically, an X-axis activation determination calculation value obtained by subjecting acceleration data obtained from the X-axis acceleration sensor to a predetermined calculation process (for example, a change in moving speed in the X-axis direction or a secondary value obtained by first-order integration) The pretensioner operates when the X-axis direction movement amount obtained by integration exceeds the P / T start determination threshold, and the X axis start determination calculation value exceeds the A / B start determination threshold. In the event of an accident, deploy the front airbag. In addition, a Y-axis activation determination calculation value obtained by subjecting acceleration data obtained from the Y-axis acceleration sensor to a predetermined calculation process (for example, a change in moving speed in the Y-axis direction obtained by first-order integration) is the Y-axis C / A. An X-axis activation determination calculation value (for example, a change in moving speed in the X-axis direction obtained by primary integration) obtained by performing a predetermined calculation process on acceleration data obtained from the X-axis acceleration sensor that exceeds the activation determination threshold. When the X-axis C / A activation determination threshold is exceeded, the curtain airbag is deployed.

Here, each threshold value is set so as to start in the order of pretensioner → front airbag → curtain airbag. The reason for this is that in the case of an offset collision, it is necessary to start in the order of pretensioner → front airbag in order to reduce the injury caused by the occupant moving forward when colliding with an obstacle, This is because it is necessary to activate the curtain airbag in order to reduce the injury caused by the secondary collision of the occupant's head with the side window or pillar due to subsequent rebound.
In addition, as a prior art regarding the activation control of the curtain airbag, refer to Patent Document 1 below.
Japanese Patent Laid-Open No. 2001-18744

  By the way, in the SRS airbag system described above, in order to ensure reliability, safing determination is performed based on acceleration data obtained from an X-axis acceleration sensor provided separately, and the safing determination result and pretensioner activation determination are performed. The pretensioner is activated by AND determination with the result, and the front airbag is deployed by AND determination of the safing determination result and the start determination result of the front airbag, and further the safing determination result The curtain airbag is deployed by AND determination of the start determination result of the curtain airbag.

  Here, as described above, since the pretensioner → the front airbag → the curtain airbag is set to be activated in this order, the timing at which the activation determination result of the pretensioner transitions to “activation permitted” (that is, X The timing at which the axis activation determination calculation value exceeds the P / T activation determination threshold) and the timing at which the activation determination result of the front airbag transitions to “activation permitted” (that is, the X axis activation determination calculation value is A / B activation determination). Timing when the curtain airbag activation determination result transitions to “activation permitted” (that is, the Y-axis activation determination calculation value exceeds the Y-axis C / A activation determination threshold and the X-axis activation determination calculation) A time lag occurs between the time when the value exceeds the X-axis C / A activation determination threshold.

  Therefore, after the safing determination result has transitioned to “with collision”, the safing determination result is retained at least until the timing at which the curtain airbag activation determination result transitions to “activation permitted”. The system is constructed so that AND determination with the activation determination result of each occupant protection device is correctly performed, and each occupant protection device is correctly activated.

  Although the holding time of such a safing determination result is set in advance based on a collision experiment or a simulation performed in advance, it cannot be said that it can always cope with any collision situation. In other words, when the curtain airbag activation determination result is a collision situation in which the timing of transition to the “activation permitted” is later than the holding time, the curtain airbag activation determination result has transitioned to “activation permitted”. Sometimes, the safing determination result has returned to “no collision”, and the AND determination of both determination results causes a problem that the curtain airbag cannot be deployed even though it is originally necessary to deploy the curtain airbag. .

  In response to such a problem, for example, by setting the Y-axis C / A activation determination threshold and the X-axis C / A activation determination threshold low, the timing at which the curtain airbag activation determination result transits to “activation permitted”. A way to speed up is also conceivable. However, according to this method, depending on the collision situation, there is a possibility that the start order of each occupant protection device may be out of order, such as the curtain airbag being deployed before the front airbag is deployed, leading to a decrease in occupant protection performance. Another problem arises.

  The present invention has been made in view of the above-described circumstances, and when starting the side occupant protection device after the start of the front occupant protection device at the time of a vehicle collision, the side occupant is surely maintained while keeping the order of activation. An object of the present invention is to provide an occupant protection control device and an occupant protection system that can activate a protection device and prevent a decrease in occupant protection performance.

  In order to achieve the above object, the present invention provides, as a first solving means related to an occupant protection control device, an occupant protection control for starting a side occupant protection device after starting a front occupant protection device at the time of a vehicle collision. A first activation determining means for determining activation of the front occupant protection device based on an output signal of a first acceleration detecting means for detecting an acceleration acting in the longitudinal direction of the vehicle; Second activation determining means for determining activation of the side occupant protection device based on an output signal of acceleration detecting means and an output signal of second acceleration detecting means for detecting acceleration acting in the width direction of the vehicle; and the vehicle A safing determination means for performing a safing determination based on an output signal of a third acceleration detecting means for detecting an acceleration acting in the longitudinal direction, and holding the safing determination result of the safing determination means And when the safing determination result transitions to the presence of a collision, the safing determination result is retained for at least longer than the time required for the activation determination result of the first activation determination unit to transition to activation permission. A safing determination holding means and an activation instruction means for instructing activation of the side occupant protection device when the activation determination result of the second activation determination means indicates activation permission.

 Further, as a second solving means related to the occupant protection control device, in the first solving means, the activation instructing means indicates that the activation determination result of the first activation determining means indicates activation permission and the safing determination holding Instructing activation of the front passenger protection device on the condition that the safing determination result held by the means is a collision, the activation determination result of the second activation determination means indicates activation permission, and the front passenger The start of the side occupant protection device is instructed on the condition that the start of the protection device has been instructed.

    Further, as a third solving means relating to the occupant protection control device, in the second solving means, the activation instructing means holds the activation determination result of the first activation determining means and the safing determination holding means. A first logic that performs a logical product process with the safing determination result, and instructs the start of the front passenger protection device when the start determination result indicates start permission and the holding safing determination result indicates that there is a collision Product processing means and a function to hold the result of the start instruction / non-instruction of the front passenger protection device by the first logical product processing means, and when the result transitions to the start instruction, the time limit is unlimited A start instruction holding means for holding a start instruction result of the occupant protection device, a logical product process of the start determination result of the second start determination means and the result being held in the start instruction holding means; If the dynamic determination result is that in and hold indicates start permission result indicates an activation instruction, characterized in that it comprises a second logical processing means for instructing the start of the side passenger protector device.

  Further, in the present invention, as means for solving the occupant protection system, first acceleration detection means for detecting acceleration acting in the longitudinal direction of the vehicle, and second acceleration detection for detecting acceleration acting in the width direction of the vehicle. Means, third acceleration detecting means for detecting acceleration acting in the longitudinal direction of the vehicle, front occupant protection device and side occupant protection device for protecting an occupant when the vehicle collides, And the above-described occupant protection control device that controls the activation of the front occupant protection device and the side occupant protection device based on output signals of the first acceleration detection means, the second acceleration detection means, and the third acceleration detection means. Features.

  According to the present invention, it is possible to reliably start the side occupant protection device while observing the start order of starting the side occupant protection device after the front occupant protection device is started, and as a result, the occupant protection performance is degraded. Can be prevented.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram of an occupant protection system including an occupant protection control device according to the present embodiment. In the following description, as an occupant protection system according to this embodiment, an SRS that activates a curtain airbag after activation of a front airbag (driver seat and passenger airbag) at the time of a vehicle collision (particularly during an offset collision). An airbag system will be described as an example.

  As shown in FIG. 1, the occupant protection system according to the present embodiment includes a front crash sensor (hereinafter referred to as R-FCS) 10R installed on the right side of the front portion of the vehicle 100, and a front portion of the vehicle 100. A front crash sensor (hereinafter referred to as L-FCS) 10L installed on the left side and two side impact sensors (hereinafter referred to as R-SIS) 20R1 and 20R2 installed at predetermined intervals on the right side portion of the vehicle 100 And two side impact sensors (hereinafter referred to as L-SIS) 20L1 and 20L2 installed at predetermined intervals on the left side portion of the vehicle 100, an SRS unit 30 installed in the center floor tunnel of the vehicle 100, A pretensioner 50 installed on the driver's side and the passenger's side, and a front air heater installed on the driver's side and the passenger's side. A bag (driver's seat and the front passenger seat air bag) 60, is schematically composed of a the installed right curtain airbag 70R and the left curtain airbag 70L which is installed on the left side roof right roof side of the vehicle 100.

  R-FCS10R, L-FCS10L, R-SIS20R1, 20R2 and L-SIS20L1, 20L2 are satellite sensors connected to the SRS unit 30 via an SPI-compliant serial bus (hereinafter abbreviated as bus). A sensor main body that detects acceleration acting on the vehicle 100 and a control circuit that performs data communication with the SRS unit 30 are unitized.

  The R-FCS 10R and the L-FCS 10L (third acceleration detecting means) detect acceleration acting in the length direction (X-axis direction) of the vehicle 100, and the detection result is digital data (safety X-axis acceleration data). And is transmitted to the SRS unit 30.

  R-SIS 20R1 and 20R2 (second acceleration detection means) are daisy chain connected to one bus line, and each detects acceleration acting in the width direction (Y-axis direction) of vehicle 100, and the detection result is digitally converted. Data (right Y-axis acceleration data) is converted and transmitted to the SRS unit 30.

  L-SIS 20L1 and 20L2 (second acceleration detection means) are also daisy chained to one bus line, and each detects acceleration acting in the width direction (Y-axis direction) of the vehicle 100, and the detection result is digitally converted. Data (left Y-axis acceleration data) is converted and transmitted to the SRS unit 30.

 The SRS unit (occupant protection control device) 30 receives as input each acceleration data transmitted from the R-FCS10R, L-FCS10L, R-SIS20R1, 20R2, and L-SIS20L1, 20L2 via the bus. On the basis of the data and acceleration data obtained from a main sensor 35 installed in the interior, an occupant protection device, that is, a pretensioner 50, a front airbag 60, a right curtain airbag 70R, and a left curtain airbag when a collision occurs. The activation control of the bag 70L is performed.

  The pretensioner 50 winds up the driver side seat and the passenger side seat belt under the control of the SRS unit 30 to increase the restraint force of the seat belt on the occupant. The front airbag 60 is an airbag provided as a front passenger protection device, and is deployed when a collision occurs (particularly when a front collision including an offset collision occurs) under the control of the SRS unit 30. Injuries caused by secondary collisions are alleviated. The right curtain airbag 70R and the left curtain airbag 70L are airbags provided as side occupant protection devices, which are deployed when a collision occurs (especially when rebounding after an offset collision), so that the occupant can use side windows and pillars. This will reduce the damage caused by being struck.

  Next, the internal configuration of the SRS unit 30 will be described in detail with reference to FIG. As shown in FIG. 2, the SRS unit 30 includes a first safing determination unit 31, a second safing determination unit 32, an OR processing unit 33, a safing determination holding unit 34, a main sensor 35, a main activation determination unit 36, P / T AND processing unit 37, A / B AND processing unit 38, C / A activation determining unit 39, A / B activation instruction holding unit 40, L / C / A AND processing unit 41, R / C / An A AND processing unit 42 is provided.

  The first safing determination unit (safting determination means) 31 performs safing determination based on the safing X-axis acceleration data received from the L-FCS 10L, and outputs a signal indicating the safing determination result to the OR processing unit 33. Output to. Specifically, the first safing determination unit 31 compares the integral value (change in the moving speed in the X-axis direction) obtained by integrating the safing X-axis acceleration data with the predetermined interval and a predetermined threshold value. When the change in the moving speed exceeds the threshold, a high level signal indicating “there is a collision” is output.

 The second safing determination unit (safing determination unit) 32 performs the same safing determination as the first safing determination unit 31 based on the safing X-axis acceleration data received from the R-FCS 10R, and the safing A signal indicating the determination result is output to the OR processing unit 33. The OR processing unit 33 performs a logical OR process on the output signal of the first safing determination unit 31 and the output signal of the second safing determination unit 32, and outputs a signal indicating the result of the OR process to the safing determination holding unit 34.

 The safing determination holding unit (safing determination holding means) 34 has a function of holding the state of the output signal of the OR processing unit 33 (that is, the safing determination result), and in particular, the state of the output signal of the OR processing unit 33 is When a transition is made to a high level (a state indicating “there is a collision”), a signal holding this high level state for a predetermined hold time is sent to the P / T AND processing unit 37 and the A / B AND processing unit 38. Output. The holding time in the safing determination holding unit 34 is at least until an A / B activation determination signal output from a main activation determination unit 36 described later changes to a high level (the activation determination result of the front airbag 60 is It is set to be longer than the time required for the transition to “activation permission”.

 The main sensor (first acceleration detection means) 35 detects the acceleration acting in the X-axis direction of the vehicle 100 and outputs a signal corresponding to the detected acceleration to the main activation determination unit 36 and the C / A activation determination unit 39. To do.

 The main activation determination unit (first activation determination means) 36 converts the output signal of the main sensor 35 into digital data (main determination X-axis acceleration data), and a pretensioner based on the main determination X-axis acceleration data. 50 and the front airbag 60 are activated, a P / T activation determination signal indicating the activation determination result of the pretensioner 50 is output to the P / T AND processing unit 37, and the activation determination result of the front airbag 60 is obtained. Is output to the A / B AND processing unit 38. Here, if the activation determination result of the pretensioner 50 is “activation permitted”, a high-level P / T activation determination signal is output, and if the activation determination result of the front airbag 60 is “activation permitted”, the high level. A / B activation determination signal is output.

 As an activation determination method in the main activation determination unit 36, for example, a technique described in JP-A-2006-88914 can be used. That is, the moving speed change ΔVn in the X-axis direction is calculated by integrating the main determination X-axis acceleration data G (t) based on the following calculation formula (1) to calculate the movement speed change ΔVn in the X-axis direction, and based on the following calculation formula (2). Then, the movement amount ΔSn in the X-axis direction is calculated by integrating the second-order section, and further, the acceleration change ΔGn in the X-axis direction is calculated by obtaining the difference of the first-order integration based on the following equation (3). .

 Whether the movement speed change ΔVn and the movement amount ΔSn calculated as described above have exceeded the P / T activation determination threshold set on the SV map indicating the correlation between the movement speed change ΔV and the movement amount ΔS. It is determined whether or not an A / B activation determination threshold set on the SV map has been exceeded. In parallel with this, the acceleration change ΔGn and the movement amount ΔSn calculated as described above are used as the P / T activation determination threshold set on the SG map indicating the correlation between the acceleration change ΔG and the movement amount ΔS. It is determined whether or not the A / B activation determination threshold set on the S-G map has been exceeded.

Then, the movement speed change ΔVn and the movement amount ΔSn exceed the P / T activation determination threshold set on the SV map, or the acceleration change ΔGn and the movement amount ΔSn are set on the SG map. When the P / T activation determination threshold is exceeded, the activation determination result of the pretensioner 50 is shifted to “activation permitted” (the P / T activation determination signal is shifted to a high level). Further, the movement speed change ΔVn and the movement amount ΔSn exceed the A / B activation determination threshold set on the SV map, or the acceleration change ΔGn and the movement amount ΔSn are set on the SG map. When the A / B activation determination threshold is exceeded, the activation determination result of the front airbag 60 is transitioned to “activation permitted” (the A / B activation determination signal is shifted to a high level).
Note that the P / T activation determination threshold and the A / B activation determination threshold are set so as to be activated in the order of the pretensioner 50 → the front airbag 60.

 The P / T AND processing unit 37 outputs the output signal of the safing determination holding unit 34 (the safing determination result being held) and the P / T start determination signal of the main start determination unit 36 (the start determination result of the pretensioner 50). And the result of the processing is output as a P / T start command signal indicating a start instruction / non-instruction of the pretensioner 50. That is, the P / T AND processing unit 37 indicates that the safing determination result being held by the safing determination holding unit 34 indicates “collision exists”, and the activation determination result of the pretensioner 50 indicates “activation permitted”. In this case, a high-level P / T activation command signal indicating “activation instruction” is output.

 The A / B AND processing unit (first logical product processing means) 38 outputs the output signal from the safing determination holding unit 34 (the safing determination result being held) and the A / B start determination signal from the main start determination unit 36. A logical product process is performed with (the activation determination result of the front airbag 60), and the process result is output as an A / B activation instruction signal indicating activation / non-instruction of the front airbag 60. That is, the A / B AND processing unit 38 indicates that the safing determination result being held by the safing determination holding unit 34 indicates “there is a collision”, and the activation determination result of the front airbag 60 is “activation permission”. ”, A high-level A / B activation command signal indicating“ activation instruction ”is output.

 The C / A activation determination unit (second activation determination means) 39 is X-axis acceleration data for main determination obtained from the main sensor 35, and Y-axis acceleration data transmitted from the R-SIS 20R1, 20R2 and the L-SIS 20L1, 20L2. Based on the above, the activation determination of the left curtain airbag 70L and the right curtain airbag 70R is performed, and the LC / A activation determination signal indicating the activation determination result of the left curtain airbag 70L is AND-processed for the LC / A And outputs an RC / A activation determination signal indicating the activation determination result of the right curtain airbag 70R to the R / C / A AND processing unit 42.

 FIG. 3 shows a functional block diagram of the C / A activation determination unit 39. As shown in FIG. 3, the C / A activation determination unit 39 includes an X-axis speed change calculation unit 39a, an X-axis speed change comparison unit 39b, a first Y-axis left speed change calculation unit 39c, and a first Y-axis left speed change comparison. 39d, second Y-axis left speed change calculation unit 39e, second Y-axis left speed change comparison part 39f, first Y-axis right speed change calculation part 39g, first Y-axis right speed change comparison part 39h, second Y-axis right speed change calculation Unit 39i, second Y-axis right speed change comparison unit 39j, first AND processing unit 39k, second AND processing unit 39m, third AND processing unit 39n, fourth AND processing unit 39p, first OR processing unit 39r and second OR processing unit 39s Has been.

 The X-axis speed change calculation unit 39a calculates the moving speed change ΔVx in the X-axis direction by first-order cumulative integration of the main determination X-axis acceleration data obtained from the main sensor 35, and the calculated moving speed change ΔVx. Is output to the X-axis speed change comparison unit 39b. The X-axis speed change comparison unit 39b compares the movement speed change ΔVx with the X-axis C / A activation determination threshold value CA_VTH_X, and outputs a signal indicating the comparison result (high level when ΔVx> CA_VTH_X) as the first AND processing unit. 39k, the second AND processing unit 39m, the third AND processing unit 39n, and the fourth AND processing unit 39p.

 The first Y-axis left speed change calculation unit 39c calculates the first left moving speed change ΔVLY1 in the Y-axis direction by first-order cumulative integration of the acceleration data (first left Y-axis acceleration data) obtained from the L-SIS 20L1. The calculated first left moving speed change ΔVLy1 is output to the first Y-axis left speed change comparing unit 39d. The first Y-axis left speed change comparison unit 39d compares the first left movement speed change ΔVLy1 with the first Y-axis C / A activation determination threshold value CA_VTH_Y1, and indicates a high level when the comparison result (ΔVLy1> CA_VTH_Y1). ) To the first AND processing unit 39k.

 The second Y-axis left speed change calculation unit 39e calculates the second left moving speed change ΔVLY2 in the Y-axis direction by first-order cumulative integration of acceleration data (second left Y-axis acceleration data) obtained from the L-SIS 20L2. Then, the calculated second left moving speed change ΔVLy2 is output to the second Y-axis left speed change comparing unit 39f. The second Y-axis left speed change comparison unit 39f compares the second left-movement speed change ΔVLy2 with the second Y-axis C / A activation determination threshold value CA_VTH_Y2, and outputs a signal indicating the comparison result (ΔVLy2> CA_VTH_Y2). ) To the second AND processing unit 39m.

 The first Y-axis right speed change calculation unit 39g calculates the first right movement speed change ΔVRy1 in the Y-axis direction by first-order cumulative integration of acceleration data (first right Y-axis acceleration data) obtained from the R-SIS 20R1. The calculated first right moving speed change ΔVRy1 is output to the first Y-axis right speed change comparing unit 39h. The first Y-axis right speed change comparison unit 39h compares the first right movement speed change ΔVRy1 with the first Y-axis C / A activation determination threshold value CA_VTH_Y1, and indicates a high level when the comparison result (ΔVRy1> CA_VTH_Y1). ) To the third AND processing unit 39n.

 The second Y-axis right speed change calculation unit 39i calculates the second right movement speed change ΔVRy2 in the Y-axis direction by first-order cumulative integration of acceleration data (second right Y-axis acceleration data) obtained from the R-SIS 20R2. The calculated second right movement speed change ΔVRy2 is output to the second Y-axis right speed change comparison unit 39j. The second Y-axis right speed change comparison unit 39j compares the second right movement speed change ΔVRy2 with the second Y-axis C / A activation determination threshold value CA_VTH_Y2, and indicates a high level when the comparison result (ΔVRy2> CA_VTH_Y2). ) To the fourth AND processing unit 39p.

 The first AND processing unit 39k outputs a logical product signal of the output signal of the X-axis speed change comparison unit 39b and the output signal of the first Y-axis left speed change comparison unit 39d to the first OR processing unit 39r. The second AND processing unit 39m outputs a logical product signal of the output signal of the X-axis speed change comparison unit 39b and the output signal of the second Y-axis left speed change comparison unit 39f to the first OR processing unit 39r.

 The third AND processing unit 39n outputs a logical product signal of the output signal of the X-axis speed change comparison unit 39b and the output signal of the first Y-axis right speed change comparison unit 39h to the second OR processing unit 39s. The fourth AND processing unit 39p outputs a logical product signal of the output signal of the X-axis speed change comparison unit 39b and the output signal of the second Y-axis right speed change comparison unit 39j to the second OR processing unit 39s.

 The first OR processing unit 39r uses the logical sum signal of the output signal of the first AND processing unit 39k and the output signal of the second AND processing unit 39m as an LC / A activation determination signal indicating the activation determination result of the left curtain airbag 70L. Output as. That is, the first OR processing unit 39r performs a high level L− indicating “activation permission” of the left curtain airbag 70L when ΔVx> CA_VTH_X and ΔVLy1> CA_VTH_Y1, or ΔVx> CA_VTH_X and ΔVLY2> CA_VTH_Y2. A C / A activation determination signal is output.

 The second OR processing unit 39s uses a logical sum signal of the output signal of the third AND processing unit 39n and the output signal of the fourth AND processing unit 39p as an RC / A activation determination signal indicating the activation determination result of the right curtain airbag 70R. Output as. That is, the second OR processing unit 39s performs a high-level R− that indicates “activation permission” of the right curtain airbag 70R when ΔVx> CA_VTH_X and ΔVRy1> CA_VTH_Y1, or ΔVx> CA_VTH_X and ΔVRy2> CA_VTH_Y2. A C / A activation determination signal is output.

 The X-axis C / A activation determination threshold CA_VTH_X, the first Y-axis C / A activation determination threshold CA_VTH_Y1, and the second Y-axis C / A activation determination threshold CA_VTH_Y2 are determined after the front airbag 60 is activated. The right curtain airbag 70R is set to start. That is, in the occupant protection system of the present embodiment, the threshold values are set so that the pretensioner 50, the front airbag 60, the left curtain airbag 70L, and the right curtain airbag 70R are activated in this order.

 The above is a detailed description of the C / A activation determination unit 39, and the description will be continued below by returning to FIG. The A / B activation instruction holding unit (activation instruction holding means) 40 is an A / B activation command signal output from the A / B AND processing unit 38 (that is, the result of the activation instruction / non-instruction of the front airbag 60). When the A / B start command signal transits to a state indicating “start-up instruction” (ie, high level), the high-level state indicating this “start-up instruction” is held indefinitely. Output a signal. Note that when the ignition switch is OFF, the above-mentioned unlimited holding is cancelled.

  The L / C / A AND processing unit (second logical product processing means) 41 outputs an LC / A activation determination signal (activation determination result of the left curtain airbag 70L) output from the C / A activation determination unit 39. And an output signal of the A / B activation instruction holding unit 40 (result of activation instruction / non-instruction of the front airbag 60 being held), and this process result is activated for the left curtain airbag 70L. An L / C / A start command signal indicating instruction / non-instruction is output. That is, the L / C / A AND processing unit 41 indicates that the activation instruction / non-instruction result of the front airbag 60 being held by the A / B activation instruction holding unit 40 indicates “activation instruction” (that is, When the front airbag 60 is instructed to be activated) and the activation determination result of the left curtain airbag 70L indicates “activation permitted”, a high-level LC / A activation command signal indicating “activation instruction” is output. To do.

  The R / C / A AND processing unit (second logical product processing means) 42 is an RC / A activation determination signal (activation determination result of the right curtain airbag 70R) output from the C / A activation determination unit 39. And the output signal of the A / B activation instruction holding unit 40 (result of activation instruction / non-instruction of the front airbag 60 being held), and the processing result is activated for the right curtain airbag 70R. An RC / A start command signal indicating instruction / non-instruction is output. That is, the R / C / A AND processing unit 42 indicates that the result of the activation instruction / non-instruction of the front airbag 60 being held by the A / B activation instruction holding unit 40 indicates “activation instruction”, and When the activation determination result of the right curtain airbag 70R indicates “activation permitted”, a high-level RC / A activation command signal indicating “activation instruction” is output.

  Although not shown in FIG. 2, when a high level A / B activation command signal is output to the SRS unit 30, the SRS unit 30 is used to ignite the deployment squib for the front airbag 60. An ignition circuit for generating a current, an ignition circuit for generating a current for igniting the squib for deployment of the left curtain airbag 70L when a high-level L / C / A start command signal is output, and a high level And an ignition circuit for generating a current for igniting the deployment squib of the right curtain airbag 70R when the R-C / A activation command signal is output.

Next, the operation of the occupant protection system (particularly the SRS unit 30) according to the present embodiment configured as described above will be described with reference to the flowchart of FIG.
As shown in FIG. 4, first, the SRS unit 30 performs safing determination based on safing X-axis acceleration data transmitted from the L-FCS 10L and the R-FCS 10R (step S1). That is, the safing determination is performed by the first safing determination unit 31 and the second safing determination unit 32, and a signal indicating the safing determination result is output to the OR processing unit 33. The output signal of the OR processing unit 33, that is, the safing determination result is held by the safing determination holding unit 34.

 Further, the SRS unit 30 performs activation determination of the pretensioner 50 and the front airbag 60 based on X-axis acceleration data for main determination obtained from the main sensor 35 installed therein, and R-SIS 20R1, 20R2. Based on the Y-axis acceleration data and the main determination X-axis acceleration data transmitted from the L-SISs 20L1 and 20L2, the activation determination of the left curtain airbag 70L and the right curtain airbag 70R is performed (step S2).

  That is, a P / T activation determination signal indicating the activation determination result of the pretensioner 50 is output from the main activation determination unit 36 to the P / T AND processing unit 37, and A / B indicating the activation determination result of the front airbag 60. An activation determination signal is output to the A / B AND processing unit 38. Furthermore, an LC / A activation determination signal indicating the activation determination result of the left curtain airbag 70L is output from the C / A activation determination unit 39 to the L / C / A AND processing unit 41, and the right curtain airbag 70R is output. The RC / A activation determination signal indicating the activation determination result is output to the R / C / A AND processing unit 42.

  Then, the SRS unit 30 determines whether or not the activation instruction of the front airbag 60 has been completed (step S3). If the activation instruction has not been completed, that is, the output signal of the A / B activation instruction holding unit 40 is low level. In the case (“No”), it is determined whether or not the safing determination result is “there is a collision” (the output signal of the safing determination holding unit 34 is at a high level) (step S4). In this step S4, when the safing determination result is “collision present” (“Yes”), the SRS unit 30 determines whether the activation determination result of the pretensioner 50 is “activation permitted” (P / T activation determination signal is high). Whether the level or not) (step S5).

 In step S5, when the activation determination result of the pretensioner 50 is “activation permitted” (“Yes”), the SRS unit 30 instructs the activation of the pretensioner 50 (step S6). That is, when both the output signal of the safing determination holding unit 34 and the P / T activation determination signal are at a high level, a high level P / T activation command signal is output from the P / T AND processing unit 37. As a result, the pretensioner 50 operates.

 Subsequently, the SRS unit 30 determines whether the activation determination result of the front airbag 60 is “activation permitted” (the A / B activation determination signal is at a high level) (step S7). In this step S7, when the activation determination result of the front airbag 60 is “activation permitted” (“Yes”), the SRS unit 30 instructs activation of the front airbag 60 (step S8). That is, when both the output signal of the safing determination holding unit 34 and the A / B activation determination signal are at a high level, a high level A / B activation command signal is output from the A / B AND processing unit 38. Thus, the front airbag 60 is deployed. Here, the output signal of the A / B activation instruction holding unit 40 is held at a high level.

 The SRS unit 30 returns to Step 1 after Step S8, or if “No” in Step S4, “No” in Step S5, or “No” in Step S7. That is, when at least one of the output signal of the safing determination holding unit 34 and the P / T activation determination signal is at a low level, a low level P / T activation command signal is output from the P / T AND processing unit 37. Therefore, the pretensioner 50 does not operate. When at least one of the output signal of the safing determination holding unit 34 and the A / B activation determination signal is at a low level, a low level A / B activation instruction signal is output from the A / B AND processing unit 38. Therefore, the front airbag 60 is not deployed.

 On the other hand, if it is determined in step S3 that the front airbag 60 has been instructed to be activated, that is, if the output signal of the A / B activation instruction holding unit 40 is at a high level (“Yes”), the SRS unit 30 It is determined whether or not the activation determination result of the curtain airbag 70L is “activation permitted” (the LC / A activation determination signal is at a high level) (step S9). In this step S9, when the activation determination result of the left curtain airbag 70L is “activation permitted” (“Yes”), the SRS unit 30 instructs activation of the left curtain airbag 70L (step S10). That is, when both the output signal of the A / B activation instruction holding unit 40 and the L / C / A activation determination signal are at a high level, the L / C / A AND processing unit 41 outputs a high level L / C / A. When the start command signal is output, the left curtain airbag 70L is deployed.

 Subsequently, the SRS unit 30 determines whether or not the activation determination result of the right curtain airbag 70R is “activation permitted” (the RC / A activation determination signal is at a high level) (step S11). In this step S11, when the activation determination result of the right curtain airbag 70R is “activation permitted” (“Yes”), the SRS unit 30 instructs activation of the right curtain airbag 70R (step S12). That is, when both the output signal of the A / B activation instruction holding unit 40 and the R / C / A activation determination signal are at a high level, the R / C / A AND processing unit 42 outputs a high level R / C / A. By outputting the start command signal, the right curtain airbag 70R is deployed.

 If “No” in step S9, that is, if the activation determination result of the left curtain airbag 70L is “activation not permitted” (LC / A activation determination signal is low level), the process proceeds to step S11. If “No” in S11, that is, if the activation determination result of the right curtain airbag 70R is “activation not permitted” (the RC / A activation determination signal is at a low level), the process returns to step S2. That is, when the L / C / A activation determination signal is at a low level, the L / C / A activation instruction signal is output from the L / C / A AND processing unit 41, whereby the left curtain airbag 70L. Does not expand. Further, when the RC / A activation determination signal is at a low level, a low-level RC / A activation command signal is output from the R / C / A AND processing unit 42, whereby the right curtain airbag 70R. Does not expand.

 As described above, in the occupant protection system according to the present embodiment, the activation determination result of the front airbag 60 indicates “activation permitted”, and the safing determination result being held in the safing determination holding unit 34 indicates “collision”. The activation of the front airbag 60 is instructed on the condition that it is “present”, the activation of the front airbag 60 has been instructed, and the activation determination result of the left curtain airbag 70L and the right curtain airbag 70R is “ When “activation permission” is indicated, activation of the left curtain airbag 70L and the right curtain airbag 70R is instructed.

 Therefore, the timing at which the activation determination result of the left curtain airbag 70L and the right curtain airbag 70R in the C / A activation determination unit 39 transitions to “activation permitted” (the LC / A activation determination signal and the RC / A activation Even when the front airbag 60 has been activated even in a collision situation in which the timing at which the determination signal transitions to a high level is later than the holding time of the safing determination result by the safing determination holding unit 34. For example, the left curtain airbag 70L and the right curtain airbag 70R can be activated.

 Thus, according to the occupant protection system according to the present embodiment, at the time of an offset collision, the pretensioner 50 → the front airbag 60 → the left curtain airbag 70L and the right curtain airbag 70R can be reliably observed while being followed. The last left curtain airbag 70L and right curtain airbag 70R can be activated, and as a result, it is possible to prevent a decrease in occupant protection performance.

 In the above embodiment, the front airbag 60 (driver seat and front passenger airbag) is illustrated as the front passenger protection device, and the left curtain airbag 70L and right curtain airbag 70R are illustrated as the side passenger protection devices. However, the present invention can also be applied to an occupant protection system that uses other types of occupant protection devices as a front occupant protection device and a side occupant protection device.

It is a composition schematic diagram of a crew member protection system provided with a crew member protection control device (SRS unit 30) concerning one embodiment of the present invention. It is detailed explanatory drawing of the SRS unit 30 which concerns on one Embodiment of this invention. It is detailed explanatory drawing of the C / A starting determination part 39 which concerns on one Embodiment of this invention. It is a flowchart showing operation | movement of the SRS unit 30 which concerns on one Embodiment of this invention. It is behavior explanatory drawing of the vehicle in a one-side front collision (offset collision).

Explanation of symbols

 DESCRIPTION OF SYMBOLS 100 ... Vehicle, 10R, 10L ... Front crash sensor, 20R1, 20R2, 20L1, 20L2 ... Side impact sensor, 30 ... SRS unit, 50 ... Pretensioner, 60 ... Front airbag, 70R ... Right curtain airbag, 70L ... Left curtain airbag, 31 ... first safing determination unit, 32 ... second safing determination unit, 33 ... OR processing unit, 34 ... safing determination holding unit, 35 ... main sensor, 36 ... main activation determination unit, 37 ... AND processing unit for P / T, 38 ... AND processing unit for A / B, 39 ... C / A activation determining unit, 40 ... A / B activation instruction holding unit, 41 ... AND processing unit for LC / A, 42 ... R-C / A AND processing section

Claims (3)

An occupant protection control device that activates a side occupant protection device after activation of a front occupant protection device at the time of a vehicle collision,
First activation determination means for determining activation of the front passenger protection device based on an output signal of first acceleration detection means for detecting acceleration acting in the longitudinal direction of the vehicle;
Second activation determination means for performing activation determination of the side occupant protection device based on an output signal of the first acceleration detection means and an output signal of second acceleration detection means for detecting an acceleration acting in the width direction of the vehicle; ,
Safing determining means for performing safing determination based on an output signal of third acceleration detecting means for detecting acceleration acting in the longitudinal direction of the vehicle;
A function of holding the safing determination result of the safing determination means, and when the safing determination result transits to a collision, at least before the activation determination result of the first activation determination means transits to activation permission A safing judgment holding means for holding the safing judgment result longer than the time required;
Instructing the activation of the front passenger protection device on the condition that the activation determination result of the first activation determining means indicates activation permission and the safing determination result being held in the safing determination holding means is a collision. Activation instruction means for instructing activation of the side occupant protection device on the condition that the activation determination result of the second activation determination unit indicates activation permission and the activation instruction of the front occupant protection device has been issued ,
An occupant protection control device comprising: The activation instruction means includes
A logical product process is performed between the activation determination result of the first activation determination unit and the safing determination result being held in the safing determination holding unit, the activation determination result indicates activation permission, and the safing determination result being held is A first AND processing means for instructing activation of the front passenger protection device when there is a collision;
The function of holding the start instruction / non-instruction result of the front passenger protection device by the first AND processing means is provided, and when the result transitions to the start instruction, the front passenger protection device is started indefinitely. Activation instruction holding means for holding the result of the instruction;
When a logical product process is performed between the activation determination result of the second activation determination unit and the result held in the activation instruction holding unit, the activation determination result indicates activation permission and the retention result indicates an activation instruction. Second AND processing means for instructing activation of the side occupant protection device;
Occupant protection control device according to claim 1, characterized in that it comprises a. First acceleration detecting means for detecting acceleration acting in the longitudinal direction of the vehicle;
Second acceleration detecting means for detecting acceleration acting in the width direction of the vehicle;
Third acceleration detecting means for detecting acceleration acting in the longitudinal direction of the vehicle;
A front occupant protection device and a side occupant protection device for protecting an occupant in the event of a collision of the vehicle;
3. The occupant protection according to claim 1, wherein activation control of the front occupant protection device and the side occupant protection device is performed based on output signals of the first acceleration detection unit, the second acceleration detection unit, and the third acceleration detection unit. A control device;
An occupant protection system comprising:

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