JP5119045B2 - Occupant protection device and occupant protection method - Google Patents

Occupant protection device and occupant protection method Download PDF

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JP5119045B2
JP5119045B2 JP2008133582A JP2008133582A JP5119045B2 JP 5119045 B2 JP5119045 B2 JP 5119045B2 JP 2008133582 A JP2008133582 A JP 2008133582A JP 2008133582 A JP2008133582 A JP 2008133582A JP 5119045 B2 JP5119045 B2 JP 5119045B2
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determination
deployment
door
airbag
occupant protection
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JP2009280061A (en
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祐介 間瀬
裕次郎 宮田
朋喜 長尾
修作 黒田
英貴 中根
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トヨタ自動車株式会社
富士通テン株式会社
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Description

  The present invention relates to an occupant protection device and the like, and more particularly, to an occupant protection device and an occupant protection method for appropriately protecting an occupant from an impact generated in a vehicle.

  In order to protect the occupant from the impact applied to the vehicle, an occupant protection device that detects a side collision based on the magnitude of the impact (hereinafter referred to as acceleration) and deploys the airbag has been put into practical use. A side airbag (hereinafter referred to as “SAB”) or a curtain shield airbag (hereinafter referred to as “CSA”) may be mounted in order to cope with the collision. Such an occupant protection device misdeploys the SAB or CSA by misdetermining that the obstacle has collided due to a vibration stimulus or the like, and the deployment requirements for deploying the SAB or CSA when it actually collides with an obstacle. It is required to appropriately set up an erroneous deployment prevention requirement for preventing (hereinafter simply referred to as erroneous deployment). With respect to this point, a technique for determining the deployment requirement using a plurality of signals has been proposed (see, for example, Patent Documents 1 and 2).

  Japanese Patent Application Laid-Open No. H10-228867 makes it a deployment requirement that a side collision sensor (hereinafter referred to as a G sensor) detects a side collision and a radar that detects a side obstacle predicts a side collision of the obstacle. Thus, an occupant protection device that suppresses erroneous deployment and reliably deploys is described. Patent Document 2 describes an occupant protection device that deploys a SAB when both G sensors arranged on both sides in the vehicle width direction detect a side collision.

  However, in the occupant protection device described in Patent Document 1 or 2, there is a problem that the determination threshold for determining whether or not a side collision has been detected has to be increased in order to suppress erroneous deployment.

  FIG. 8 is a diagram showing the deployment requirements for SAB or CSA at the time of a side collision. G sensors are arranged at both ends in the vehicle width direction, for example, B pillars. In the side collision main determination, it is determined that the determination is established (hereinafter referred to as ON) when the output value of the G sensor is equal to or greater than the determination threshold I. This determination threshold value I is set so that, for example, SAB or CSA does not expand during a low-speed collision. The safing-on determination verifies the determination result of the side collision main determination, and SAB or CSA is developed when both of the determination results of the side collision determination and the safing on determination are ON.

On the other hand, particularly door portions of vehicles are exposed to vibrations caused by door opening / closing, window opening / closing, occupant contact (hand tapping, etc.), and driving on extremely bad roads (hereinafter referred to as door portion vibration). In order to suppress the erroneous deployment of the CSA, a false deployment prevention requirement called door portion vibration determination for determining whether or not acceleration equal to or greater than the door portion vibration has been detected is defined. Although the determination threshold value II is set in the door portion vibration determination, the determination threshold value I> the determination threshold value II is often set. For this reason, even if acceleration equal to or greater than the determination threshold II is detected by door vibration, the determination result of the side collision determination is not ON because the result of the side collision main determination is OFF at an acceleration less than the determination threshold I. CSA is not misdeployed.
JP 2007-253720 A JP 2005-199903 A

  However, depending on the vehicle, the door part vibration larger than the determination threshold value I may occur due to the contact of an occupant or traveling on a terrible road. If the door portion vibration determination threshold value II is increased to avoid this problem, a problem arises that this time, SAB deployment delay or non-deployment occurs during a side collision.

  In view of the above problems, an object of the present invention is to provide an occupant protection device and an occupant protection method that suppress erroneous deployment without causing delay or non-deployment of an airbag.

  In view of the above problems, the present invention provides an airbag corresponding to a case where a plurality of impact sensors are provided, any of the impact sensors detects a signal value equal to or greater than a first determination threshold value, and the non-deployment requirement is not satisfied. In the deploying occupant protection device, when an airbag other than the airbag corresponding to the first impact sensor that detects a signal value equal to or greater than the first determination threshold is deployed, or a collision is predicted by the collision prediction means The determination of the non-deployment requirement of the airbag corresponding to the first impact sensor is invalidated.

  By disabling the non-deployment requirement in a vehicle situation where airbag deployment is required, it is possible to suppress erroneous deployment without setting a large threshold value for side collision main determination, and to delay deployment or non-deployment of the airbag. Can also be suppressed.

  Further, in one aspect of the present invention, when a plurality of non-deployment requirements are defined for one impact sensor and the airbag deployment corresponding to the case where all the non-deployment requirements are not satisfied, The second determination threshold is set to be lower than the case where the non-deployment requirement is only 1.

  According to the present invention, it is possible to accelerate the deployment of the airbag by making the determination of the erroneous deployment prevention requirement sensitive.

  It is possible to provide an occupant protection device and an occupant protection method that suppress erroneous deployment without causing a delay or non-deployment of the airbag.

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

  FIG. 1 is a diagram showing deployment requirements for SAB (Side Air-Bag) or CSA (Curtain Shield Air-Bag) during a side collision. As shown in the figure, any one of door portion vibration determination, other part A / B deployment determination or PCS (Pre-Clash-Safety System) collision determination is established, and one of the determination results is “1” (hereinafter referred to as “1”). If the determination result is “1” is simply ON, and “0” is OFF), the output of determination A (determination result A) is ON. If both the determination result A and the determination result of the side collision main determination are ON, the output of determination B (determination result B) is turned ON, and the SAB or CSA is developed according to the determination result of the safing on determination.

  Door vibration means door-opening / closing / window opening / closing, occupant contact (hand tapping, etc.), vibration caused by driving on a bad road, etc. Including vibration).

  In a situation where the judgment result of either the other part A / B deployment judgment or the PCS collision judgment is ON, the vehicle may be in a situation where it collides with an obstacle or a situation just before the collision. In B), it is not necessary to consider door portion vibration determination. For this reason, as shown in FIG. 1, if the determination result of either the other part A / B deployment determination or the PCS collision determination is ON (hereinafter, referred to as “a vehicle situation that requires airbag deployment”). The door vibration determination can be invalidated.

  Thereby, first, by making the determination threshold value II of the door portion vibration determination larger than the determination threshold value I, for example, even when door portion vibration larger than the acceleration caused by the low-speed side collision occurs, the vehicle situation where the airbag needs to be deployed. Otherwise, since the determination result A is not turned ON, it is possible to prevent erroneous deployment of the SAB or CSA.

  On the other hand, even if the determination threshold value II is increased, the door portion vibration determination is invalidated. Therefore, if the determination result of either the other part A / B deployment determination or the PCS collision determination is ON, the determination result A is ON. When the determination result of the side collision main determination is ON, SAB or CSA can be developed. That is, the determination threshold I for the side collision main determination can be set to be low so that the airbag deploys in the case of a side collision at an acceleration higher than that at the low speed side collision (so as not to be turned on by door vibration). No need to do).

  FIG. 2 shows an example of a layout diagram in the vehicle of the occupant protection device 100 of the present embodiment. The occupant protection device 100 includes a SAB 21 that is deployed in the driver seat and the passenger seat, and a CSA 22 that is deployed from the front seat to the rear seat. In FIG. 1, the front collision airbag 25 is also shown.

  The SAB 21 is stored in a folded state at the back portion of the seat, and is deployed between the front seat occupant and the vehicle door during operation. The CSA 22 is housed in a state of being folded from the front pillar to the rear pillar along the roof side, and is unfolded between the vicinity of the head of the occupant in the front and rear seats, the vehicle door, and the roof side. An inflator for deploying the CSA 22 is provided at the vehicle rear side end of the CSA 22.

The occupant protection device 100 is deployed and controlled by the airbag control unit 26 housed inside the front floor center tunnel. The airbag control unit 26 is connected to a front G sensor 24 and a rear G sensor 23 that detect acceleration caused by a side collision. The front G sensor 24 is provided at a portion (for example, a center (B) pillar) where a large acceleration occurs when a side collision on the front seat side (hereinafter referred to as a front seat side collision) occurs. Further, the rear G sensor 23 is provided at a portion (for example, the rear (C) pillar) where a large acceleration occurs when a rear seat side collision occurs. Hereinafter, when the front G sensor 24 and the rear G sensor 23 are not distinguished, they are simply referred to as G sensors. Further, the side collision may be detected not only by acceleration but also by load (pressure) or both.

  The front G sensor 24 and the rear G sensor 23 each output an electric signal proportional to the acceleration in the vehicle width direction toward the airbag control unit 26. The front G sensor 24 and the rear G sensor 23 are configured to output a positive value when acceleration in a direction from the side of the vehicle toward the center of the vehicle occurs.

  By the way, the airbag (hereinafter referred to as “A / B”) of the other part A / B deployment determination shown in FIG. 1 is deployed by a G sensor other than “G sensor whose side collision main determination is ON”. A / B to be determined. For example, when the side collision main determination of the front G sensor 24 on the driver's seat side is ON, the A / Bs of other parts are the CSA 22 on the driver's seat side and the passenger seat side, the SAB 21 on the passenger seat side, and the front collision air It becomes the bag 25. Further, for example, when the side collision main determination of the rear G sensor 23 on the driver's seat side is ON, the A / Bs of other parts are the CSA 22 on the passenger seat side, the SAB 21 on the driver seat side and the passenger seat side, and the front collision. The air bag 25 is used.

  The occupant protection device 100 includes a PCS device 29. The PCS device 29 includes a radar device 27 and an obstacle detection unit 28 that detects a relative distance and a relative speed with an obstacle from a signal detected by the radar device 27 and determines a possibility of a collision with the obstacle. .

  FIG. 3 shows an example of a block diagram of the occupant protection device 100. In FIG. 3, the same parts as those in FIG. In FIG. 3, the configuration related to the front collision airbag 25 is omitted.

An ignition circuit 31 is connected to the airbag control unit 26 of FIG. The ignition circuit 31 includes switch elements 201 to 204 and squibs 211 to 214 connected in series with the switch elements 201 to 204, respectively. The squibs 211 and 212 respectively expand the SAB 21 on the driver seat side and the passenger seat side by being ignited. In addition, the squibs 213 and 214 are ignited to expand the CSA 22 on the driver seat side and the passenger seat side.

  When the air bag control unit 26 turns on the switch element 201, the filament of the squib 211 generates heat and ignites the igniting agent. As a result, the inflator expands and the SAB 21 in the driver's seat is deployed. Similarly, when the switch element 202 is turned on, the squib 212 is ignited and the SAB 21 in the passenger seat is deployed, and when the switch element 203 is turned on, the squib 213 is ignited and the CSA 22 on the driver's seat is deployed, When turned on, the squib 214 is ignited and the passenger seat side CSA 22 is deployed.

  The airbag control unit 26 includes a center G sensor 30. The center G sensor 30 detects acceleration in the vehicle width direction. The center G sensor 30 is configured to output a positive value when a side collision occurs on the driver's seat side (acceleration in the direction from the driver's seat side toward the vehicle center).

  The center G sensor 30 is a G sensor for determining safing on. Further, the front G sensor 24 serves as both a G sensor for side collision main determination and a G sensor for door portion vibration determination.

From the above, if the other part A / B deployment determination and the PCS collision determination described in FIG. 1 are not considered, the airbag control unit 26 controls the deployment of the SAB 21 or CSA 22 as follows (for explanation, The determination threshold I> the determination threshold II, and the safing on determination is ON).
When the acceleration above the determination threshold I is detected by the front G sensor 24 on the driver's seat side, both the SAB 21 on the driver's seat side and the CSA 22 on the driver's seat side are deployed.
-When the front G sensor 24 on the passenger seat side detects an acceleration equal to or higher than the determination threshold I, both the SAB 21 and the CSA 22 on the passenger seat side are deployed.
When the driver seat side rear G sensor 23 detects an acceleration equal to or higher than the determination threshold I, the driver seat side CSA 22 is deployed.
When the acceleration greater than the determination threshold I is detected by the rear G sensor 23 on the passenger seat side, the CSA 22 on the passenger seat side is deployed.

  The airbag control unit 26 includes a CPU, an application specific integrated circuit (ASIC), a RAM, a ROM, a memory, and the like, and determination thresholds I and II are stored in advance in the memory. The airbag control unit 26 executes a program stored in the ASIC or the memory, performs signal processing of signals detected by each G sensor, compares with the determination thresholds I and II, and performs on / off control of the switch elements 201 to 204. To do.

  The PCS device 29 is connected to the airbag control unit 26 via an in-vehicle LAN such as a CAN (Controller Area Network). If the PCS device 29 determines that the collision with the detected obstacle is unavoidable, the PCS device 29 transmits the collision unavoidable information to the airbag control unit 26 via the CAN.

  The radar device 27 is installed in, for example, a front grill of a vehicle, transmits a millimeter wave or laser radar toward the front of the vehicle, receives a reflected wave reflected from an obstacle such as a preceding vehicle, and transmits a transmission wave. The relative distance from the obstacle is detected based on the time until the received wave is received, and the relative speed is detected based on the difference between the frequency of the transmitted wave and the received wave. For example, the radar device 27 irradiates a laser pulse while scanning a predetermined angle range in the left-right direction centering on the vehicle length direction. The reach distance of the radar is about 50 to 100 meters, and the left and right scanning angles are about 20 to 30 degrees. Since the reflected wave is received if there is an obstacle in the irradiation direction, the direction in which the obstacle exists can be detected in addition to the relative velocity and the relative distance.

  The radar device 27 is preferably arranged not only in front of the vehicle but also toward the rear and left and right sides of the vehicle, and detects the relative distance and relative speed with the obstacle in the front direction of the vehicle. In this case, the obstacle detection unit 28 transmits collision unavoidable information to the airbag control unit 26 together with the direction of the obstacle.

  The obstacle detection unit 28 calculates, for example, TTC (Time To Collation) from the relative distance and relative speed with the obstacle, and determines the possibility of collision based on the TTC. For example, when the possibility of a collision is high, an audible alarm is sounded or a slight deceleration is applied to warn the occupant, and when the TTC becomes small and the collision is unavoidable, emergency braking is applied to alleviate the impact, The seat belt is rolled up to protect the occupant from impact.

  If it is determined that a collision is inevitable, the vehicle may collide with an obstacle when TTC has elapsed or before or after. Therefore, when the airbag control unit 26 receives the collision inevitable information, it means that the vehicle situation requires deployment of the airbag, and the door portion vibration determination can be invalidated.

[Acceleration signal processing]
The acceleration signal processing detected by each G sensor will be briefly described. In the side collision main determination, the airbag control unit 26 determines the integrated value V f1 of the output signal S f of the front G sensor 24 over the first predetermined time T f1 (about several milliseconds) and the first predetermined time. T f1 larger second predetermined time T f2 over the integrated value V f2 is calculated than when the integrated value V f1 is determined threshold I f1 or more, or, if the integrated value V f2 is determined threshold I f2 higher Is determined to be ON. As described above, by using the two integrated values V f1 and V f2 having different integration times, it is possible to accurately perform the ON determination with respect to various types of side collisions in which the acceleration rises are different. The same applies to the signal processing of the rear G sensor 23.

On the other hand, in the safing on determination, the airbag control unit 26 calculates the integrated value V c of the output signal S c of the center G sensor 30 over a predetermined time T c , and the integrated value V c is equal to or greater than a predetermined threshold value THV c . In some cases, an ON determination is made.

The door vibration determination is ON when the integrated value V f3 over the third predetermined time T f3 (about several milliseconds) is calculated from the output signal of the front G sensor 24 and the integrated value V f3 is greater than or equal to the determination threshold value II. judge. You may use the output signal of G sensors other than the front G sensor 24 for door part vibration determination.

  In FIG. 1, the SAB 21 or the CSA 22 is expanded when both the determination result B and the safing on determination are ON. However, when either the determination result B or the safing on determination is ON, the SAB 21 or CSA 22 is displayed. May be deployed. By determining the latter, the center G sensor 30 can be a G sensor that substitutes for the side collision main determination when an abnormality occurs in the front G sensor 24 or the rear G sensor 23. When it is determined that the front G sensor 24 or the rear G sensor 23 is out of order, the deployment of the SAB 21 or the CSA 22 is prohibited.

〔Determination process〕
FIG. 4 is a flowchart illustrating a procedure for determining whether the airbag control unit 26 deploys the SAB 21 or the CSA 22. The flowchart of FIG. 4 starts when, for example, the ignition is turned on, and is repeatedly executed every predetermined cycle time.

  In addition, as described above, the acceleration more than that generated at the time of a low-speed collision may occur in the vehicle due to door vibration. In order to avoid erroneous deployment of SAB 21 or CSA 22 due to door vibration, determination threshold II for door vibration determination Is set larger than the side collision main determination I.

  First, the airbag control unit 26 determines whether the acceleration detected by the front G sensor 24 or the rear G sensor 23 on the driver's seat side is equal to or greater than the determination threshold I (S10). The determination in step S10 corresponds to the side collision main determination, and more acceleration than that generated at the time of the low speed side collision is detected. If the side collision main determination is not ON (No in S10), it is not necessary to deploy the SAB 21 or the CSA 22, and the determination procedure in FIG. 4 ends.

  When the side collision main determination is ON (Yes in S10), the airbag control unit 26 determines whether or not the A / B of another part has been deployed, or whether or not collision unavoidable information has been received ( S20).

  When the A / B of the other part is not deployed and the collision inevitable information has not been received (No in S20), the airbag control unit 26 determines whether the door unit vibration determination is ON ( S30). If any of “other part A / B deployment determination”, “PCS collision determination”, and “door part vibration determination” shown in FIG. 1 is ON by the determination in steps S20 and S30, determination result A is turned ON. Can do.

  Even if the determination in step S20 is No, if the stimulus factor for which the side collision main determination is determined to be ON in step S10 is due to door vibration that is equal to or greater than the determination threshold I, the determination in step S30 Misdeployment of SAB 21 or CSA 22 can be prevented. That is, by setting the determination threshold value II sufficiently large, the SAB 21 or CSA 22 is not erroneously developed even if a large door vibration occurs. In other words, it is not necessary to set the determination threshold I for the side collision main determination large.

  Therefore, when the door vibration determination is OFF (No in S30), in this case, it is considered that the side collision main determination is ON due to the door vibration, and the process of FIG. 4 is terminated without deploying the SAB 21 or the CSA 22. .

  Returning to step S20, if the A / B of another part is deployed or if collision unavoidable information is received (Yes in S20), the airbag control unit 26 determines whether the door portion vibration determination in step S30. Is skipped. Accordingly, as described with reference to FIG. 1, when “other part A / B deployment determination” or “PCS collision determination” is ON, “door vibration determination” can be invalidated. That is, even if the determination threshold value II of “door part vibration determination” is increased, the determination result of the side collision main determination is not affected.

  If the A / B of the other part is deployed or the collision inevitable information is received (Yes in S20), the airbag control unit 26 determines whether or not the safing on determination is ON (S40). . If the safing on determination is ON (Yes in S40), the airbag control unit 26 deploys the SAB 21 or CSA 22 (S50). That is, when the side collision main determination is ON in the front G sensor 24 on the driver seat side, the SAB 21 and the CSA 22 are expanded, and when the side collision main determination is ON in the rear G sensor 23 on the driver seat side, the CSA 22 is expanded. To do.

  As described above, the occupant protection device 100 of this embodiment prevents erroneous deployment of the SAB 21 or the CSA 22 by invalidating the door portion vibration determination when the vehicle situation requires the airbag to be deployed. Therefore, it is not necessary to set the determination threshold I for the side collision main determination to be high, and the SAB 21 or the CSA 22 can be deployed without non-deployment or deployment delay when an acceleration that favors occupant protection is detected.

[Other misdeployment prevention requirements]
In this embodiment, the door vibration determination is a requirement for preventing the SAB 21 or CSA 22 from being erroneously deployed. However, the door vibration includes vibration that occurs when the door is closed. By independently determining whether the vibration is caused by the door vibration or the door vibration, it is possible to appropriately determine whether the SAB 21 or the CSA 22 should be deployed. For example, since the G sensor is arranged in the vicinity of the door in the side collision determination, there is a possibility of detecting the acceleration when the door is closed. Therefore, when an acceleration smaller than the acceleration that can be generated when the door is closed is detected, the SAB 21 or CSA 22 It is preferable to prevent erroneous development.

  Thus, the acceleration generated when the door is closed can be detected separately from the vibration of the door portion. Hereinafter, the determination of turning on when an acceleration greater than the acceleration that can be generated when the door is closed is determined as “door closed OFF determination. "

  FIG. 5 is an example of a diagram illustrating the deployment requirements at the time of a side collision, to which a door closing OFF determination is added. Note that the G sensor for determining whether the door is closed or OFF may be newly arranged around the B pillar, around the door, or inside the door, or may be determined using the signal from the front G sensor 24 to determine whether the door is closed or not. This door close-off determination is completely different from the door vibration determination, so there is no relationship between the door vibration determination and the side collision main determination that when one is turned on, the other is likely to be turned on. In the door portion vibration determination, even if one determination result does not affect the other determination result, the influence may be small.

  As shown in the figure, when both the door OFF determination result and the door vibration determination result are ON, the determination result C of determination C is ON. Since the determination result C is an input to the determination A in FIG. 1, if both the door close-off determination and the door portion vibration determination are satisfied (when all the requirements for preventing unfolding are not satisfied), the determination result of the determination A A turns on.

  Since both the door closing OFF determination and the door portion vibration determination must be established, the erroneous deployment can be further reduced as compared with the case where the erroneous deployment prevention requirement is only the door portion vibration determination. In addition, if there is a malfunction prevention requirement other than “door closing OFF determination”, it can be added to the determination C in the same manner, and it becomes easier to reduce erroneous development.

  In the first embodiment, when it is a vehicle situation that requires the airbag to be deployed, it will be described that invalid deployment prevention requirements (at least one of “door portion vibration determination” and “door close OFF determination”) of SAB 21 or CSA 22 are invalidated. did. However, in the case of a vehicle situation where the airbag needs to be deployed, the misdeployment prevention requirement is not completely invalidated, but the determination of the misdeployment prevention requirement is made sensitive (makes the misdeployment prevention requirement difficult to be established = SAB21). Alternatively, the deployment of the SAB 21 or the CSA 22 can be accelerated.

  Such a concept is effective when there are a plurality of requirements for preventing erroneous development as shown in FIG. In this case, for example, even if only the door vibration determination is ON, if other misdeployment prevention requirements (for example, door close OFF determination) are not satisfied, the SAB21 or CSA22 is prevented from being misdeployed as in the first embodiment. it can.

  FIG. 6 is an example of a diagram illustrating deployment requirements of the SAB 21 or the CSA 22 at the time of a side collision by the occupant protection device 100 of the present embodiment. FIG. 6 is equivalent to FIG. 6 is lower than the determination threshold value II for door vibration determination in FIG. 5, and the determination threshold value IIIh for door closing OFF determination is higher than the determination threshold value III for door closing OFF determination in FIG. Is also low.

  It should be noted that the determination A is ON if any of the other site A / B expansion determination and the PCS expansion determination is ON. In the determination C, it is turned ON when both the door vibration determination and the door closing OFF determination are ON. Therefore, it is the same as that of the first embodiment in that the requirement for prevention of erroneous deployment can be invalidated.

  However, as described with reference to FIG. 5, the door closing OFF determination is completely different from the door vibration determination, and therefore, when one is turned ON, the other is not necessarily turned ON. Therefore, even if the determination threshold value IIh for door portion vibration determination is set (lower) more sensitively than, for example, the determination threshold value II of Embodiment 1 or the determination threshold value I for main-side collision determination, the door closing OFF determination does not turn ON. SAB 21 or CSA 22 is not deployed.

  The same applies to the door closing OFF determination. Even if the door closing OFF determination threshold IIIh is more sensitively set (lower) than the door closing OFF determination threshold III in FIG. Otherwise, SAB 21 or CSA 22 will not be deployed.

  When the determination threshold value IIh for door portion vibration determination and the determination threshold value IIIh for door closing OFF determination are set lower (for example, determination threshold value II for door portion vibration determination> determination threshold value I for side collision main determination in the first embodiment) However, in this embodiment, the determination threshold value IIh of the door portion vibration determination <the determination threshold value I of the side collision main determination can be made), and when the vehicle is in a vehicle situation where the airbag needs to be deployed at the time of the side collision, the door closing OFF determination And the door portion vibration determination can both be turned on, so that the deployment of the SAB 21 or the CSA 22 can be accelerated.

  Compared with the case where the malfunction prevention requirement is invalidated, if either the PCS collision judgment or the other part A / B deployment judgment is not turned on when the malfunction prevention requirement is invalidated, the SAB 21 or CSA 22 is deployed. There is nothing to do. However, the PCS collision determination is not turned on until immediately before the collision, and the other part A / B deployment determination is not turned on in a situation where it is determined whether or not the A / B is deployed for the first time in the vehicle. Therefore, when the determination threshold value II for door portion vibration determination is set high, an obstacle is not detected by the PCS device 29, and in the situation where it is determined whether or not the A / B is deployed for the first time in the vehicle, There is a risk that the deployment of the bag will be delayed.

  On the other hand, if the malfunction prevention requirement is not invalidated but made sensitive, both the door close OFF determination and the door vibration determination can be turned ON at the time of a side collision, so the deployment of SAB 21 or CSA 22 is earlier than the invalidation. Can be

  FIG. 7 is a flowchart illustrating a procedure for determining whether the airbag control unit 26 deploys the SAB 21 or the CSA 22. In FIG. 7, the same steps as those in FIG. 4 will be described briefly.

  The flowchart of FIG. 7 differs from FIG. 4 in that it is determined in step S35 whether the door vibration determination is ON and whether the door close OFF determination is ON. If the determination in step S35 is Yes, if the determination in step S40 is Yes, SAB 21 or CSA 22 is deployed (S50), which is the same as FIG. However, in the first embodiment, the determination threshold value II for door portion vibration determination is set to a larger value (for example, from the determination threshold value I), so when the determination in step S20 is No ("other part A / B deployment determination"). And “PCS collision determination” are both OFF), the determination of step S30 is rarely ON.

  On the other hand, in this embodiment, since the determination threshold value IIh for door portion vibration determination and the determination threshold value IIIh for door closing OFF determination are set low, even if the determination in step S20 is No, the determination in step S35 can be Yes. . Therefore, it is possible to easily prevent delays in deployment and non-deployment of the airbag.

  On the other hand, even if a large door vibration occurs in the vehicle, the door closing OFF determination that makes a determination different from the door vibration determination is not always ON. For this reason, even if a large door portion vibration occurs, the determination in step S35 is No, so that it is possible to prevent erroneous deployment of the SAB 21 or the CSA 22.

  As described above, the occupant protection device 100 according to the present embodiment suppresses erroneous deployment without causing the deployment delay or non-deployment of the SAB 21 or CSA 22 by invalidating or sensitizing the erroneous deployment prevention requirement. can do.

  In this embodiment, a side collision has been described as an example. However, if there is a requirement for prevention of erroneous deployment in the front collision determination, the determination is invalidated or sensitive by “other part A / B deployment determination” or “PCS collision determination”. Can be Therefore, even in the front collision determination, it is possible to suppress erroneous deployment without causing the deployment delay or non-deployment of the front airbag 25.

(Example 1) which is a figure which shows the expansion | deployment requirements of SAB or CSA at the time of a side collision. It is an example of the vehicle interior layout of an occupant protection device. It is an example of the block diagram of a passenger protection device. (Example 1) which is a flowchart figure which shows the procedure which determines whether an airbag control part expand | deploys SAB or CSA. It is a figure which shows the expansion | deployment requirements of SAB or CSA at the time of a side collision which added door closing OFF determination. (Example 2) which is a figure which shows the expansion | deployment requirements of SAB or CSA at the time of a side collision. (Example 2) which is a flowchart figure which shows the procedure which determines whether an airbag control part expand | deploys SAB or CSA. It is a figure which shows the expansion | deployment requirements of SAB or CSA at the time of a side collision (conventional figure).

Explanation of symbols

21 Side airbag (SAB)
22 Curtain shield airbag (CSA)
23 Rear G Sensor 24 Front G Sensor 25 Front Impact Airbag 26 Airbag Control Unit 27 Radar Device 28 Obstacle Detection Unit 30 Center G Sensor 100 Crew Protection Device

Claims (5)

  1. In an occupant protection device that includes a plurality of impact sensors, that detects a signal value that is greater than or equal to a first determination threshold value, and that deploys an airbag corresponding to a case where the non-deployment requirement is not satisfied,
    When an airbag other than the airbag corresponding to the first impact sensor that has detected a signal value equal to or greater than the first determination threshold is deployed, or when a collision is predicted by the collision prediction unit,
    Invalidating the determination of the non-deployment requirement of the airbag corresponding to the first impact sensor;
    An occupant protection device.
  2. When a plurality of the non-deployment requirements are defined for one impact sensor, and the airbag deployment corresponding to the case where all the non-deployment requirements are not satisfied,
    The second determination threshold for each non-deployment requirement is set lower than when the non-deployment requirement is only 1,
    The occupant protection device according to claim 1.
  3. Even when a signal value equal to or higher than the first determination threshold is detected by the impact sensor, the non-deployment requirement is not satisfied if the signal value is within a predetermined range.
    The occupant protection device according to claim 1.
  4. The second determination threshold value of the non-deployment requirement is larger than the first determination threshold value.
    The occupant protection device according to claim 3.
  5. In an occupant protection method for detecting a signal value equal to or higher than a first determination threshold of a plurality of impact sensors and deploying an air bag corresponding to a case where the non-deployment requirement is not satisfied,
    A step of determining whether an airbag other than the airbag corresponding to the first impact sensor that has detected a signal value equal to or greater than the first determination threshold has been deployed, or whether a collision has been predicted by the collision prediction means. When,
    If the determination of the step is established, invalidating the determination of the non-deployment requirement of the airbag corresponding to the first impact sensor;
    An occupant protection method comprising:
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JP5155936B2 (en) 2009-05-22 2013-03-06 トヨタ自動車株式会社 Collision determination device and activation control device for occupant protection device
JP2012245954A (en) * 2011-05-31 2012-12-13 Denso Corp Collision detecting device, and occupant protection system
JP6335104B2 (en) * 2014-11-17 2018-05-30 株式会社デンソー Pressure sensor failure detection device

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JPH0885416A (en) * 1994-09-19 1996-04-02 Mazda Motor Corp Integrated control device for vehicle
JP3348697B2 (en) * 1999-07-05 2002-11-20 トヨタ自動車株式会社 Activation control system for side collision airbag device for vehicle
JP3788286B2 (en) * 2001-01-19 2006-06-21 トヨタ自動車株式会社 Control device for occupant protection device
JP4135569B2 (en) * 2002-09-18 2008-08-20 株式会社デンソー Side collision protection device for vehicles
JP4210926B2 (en) * 2004-01-16 2009-01-21 株式会社デンソー Occupant protection system
JP4501880B2 (en) * 2006-03-22 2010-07-14 トヨタ自動車株式会社 Crew protection device

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