JPH06107115A - Control device of occupant restraint system - Google Patents

Abstract

PURPOSE:To correctly judge whether actuation of a device is necessary or not by devising a control device of a seat belt and others of a vehicle to integrate with detected deceleration, to actuate a restrain system when the integrated value exceeds a standard value and to change the standard value in accordance with a first step integrated value of the detected acceleration. CONSTITUTION:Deceleration of a vehicle detected by a deceleration detection means 100 is input to a differential value enumeration means 104 and a integrating means 101. The integrating means 101 integrates the detected deceleration and inputs the integrated value to an actuation deciding means 103. The actuation deciding means 103, when the integrated value exceeds a standard value, outputs a driving command of an occupant arresting device 102 to a driving means 111. The differential value enumerating means 104 finds a first step differential value of deceleration and inputs it to a changing means 105. The changing means 105 changes a standard value of the actuation deciding means 103.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an occupant restraint system control device for restraining and protecting an occupant in the event of a collision.

[0002]

2. Description of the Related Art A control device for controlling the operation of an occupant restraint device such as an air bag or a seat belt is known (see, for example, Japanese Patent Laid-Open No. 63-503531). In this type of control device, the deceleration of the vehicle detected by the deceleration sensor is integrated, and the occupant restraint device is operated when the integrated value reaches a preset threshold level.

By the way, there are various forms of collision of a vehicle, but if attention is paid to the impact generated at the time of collision, that is, the deceleration G, it is roughly classified into three types as shown in FIG.
One is a slight collision, and the deceleration G after the collision has a characteristic close to a sine waveform with a low peak value as shown in the curve. It is not necessary to activate the occupant restraint system for such a collision. The other one is a collision in which the deceleration G has a characteristic close to a sine waveform having a high peak value as shown by a curve, and the occupant restraint device must be operated reliably to protect the occupant. The other one is not so large immediately after the collision as shown by the curve of the deceleration G, but after that, a large reaction force is generated and the deceleration G increases. Even in the event of such a collision, the occupant restraint system must be operated to protect the occupant.

However, in a curve-to-curve collision, the deceleration G shows a low value for a while immediately after the collision, so that the integrated value SG of the deceleration also shows a low value as shown in FIG. 24 (b). Show. Therefore, it is difficult to accurately distinguish the two based on the integral value SG of the deceleration at the timing when the occupant restraint device should be operated, and to accurately determine whether or not the occupant restraint device should be operated.

In order to solve such a problem, FIG.
As shown in (b), based on the time t0 when the deceleration integrated value SG stays within a certain range SG1 to SG2, the occupant that accurately distinguishes the above-described collision indicated by the curve from the collision indicated by the curve. Control devices for restraint systems have been proposed. In the case of the collision indicated by the curve, the integral value SG of the deceleration slowly increases as compared with the case of the collision indicated by the curve, and therefore the time t0 during which the integral value SG remains in the constant range SG1 to SG2 is long. Therefore, in this control device, time t0
When the time exceeds a preset time, it is determined that the collision is indicated by the above-described curve, the threshold level which is the criterion for determining whether or not the occupant restraint system is required to operate is lowered, and the occupant restraint system is reliably operated.

[0006]

However, in the control device for the latter occupant restraint system described above, in order to measure the time during which the integral value SG of the deceleration stays within a certain range,
There is a problem that a software or hardware counter is required, the load on the microcomputer increases when using the software counter, and the cost increases when using the hardware counter.

An object of the present invention is to provide a microcomputer without burden and without using a counter.
An object of the present invention is to provide a control device for an occupant restraint device that accurately determines whether or not the occupant restraint device operates.

[0008]

The inventions of claims 1 to 3 will be described with reference to FIG. 1 which is a claim correspondence diagram. The invention of claim 1 is a deceleration detecting means 100 for detecting a deceleration of a vehicle. And an integrating means 101 for integrating the detected deceleration
When the integrated value of the deceleration integrated by the integrating means 101 exceeds a preset reference value, the operation determining means 103 determines the operation of the occupant restraint system 102, and the deceleration detected by the deceleration detecting means 100. The differential value calculating means 104 for calculating the first-order differential value of the speed and the changing means 105 for changing the reference value of the actuation determining means 103 according to the calculated first-order differential value of the deceleration are provided, whereby the above Achieve the purpose. In the invention of claim 2, the deceleration detecting means 100 for detecting the deceleration of the vehicle and the integrating means 10 for integrating the detected deceleration.
1 and when the integrated value of the deceleration integrated by the integrating means 101 exceeds a preset reference value, the occupant restraint system 102
According to the operation determining means 103 for determining the operation of the deceleration, the differential value calculating means 104A for calculating the second-order differential value of the deceleration detected by the deceleration detecting means 100, and the second-order differential value of the calculated deceleration. Change means 105A for changing the reference value of the operation determining means 103 is provided, thereby achieving the above object. According to the invention of claim 3, the deceleration detecting means 100 for detecting the deceleration of the vehicle, the integrating means 101A for integrating a value obtained by subtracting the integration threshold from the detected deceleration, and the integrating means 101A for integration. When the integrated value of the deceleration exceeds a preset reference value, the operation determining means 103A that determines the operation of the occupant restraint system 102 and the first-order differential value of the deceleration detected by the deceleration detecting means 100 are calculated. The differential value calculating means 104 and the changing means 105B for changing the integral threshold value of the integrating means 101A according to the first-order differential value of the deceleration calculated by the differential value calculating means 104 are provided. To achieve. The invention according to claim 4 will be described with reference to FIG. 2 which is a claim correspondence diagram. According to the invention according to claim 4, the deceleration detecting means 100 for detecting the deceleration of the vehicle.
And an integrating means 101 for integrating the deceleration detected by the deceleration detecting means 100, and whether or not the integrated value of the deceleration integrated by the integrating means 101 exceeds a preset reference value. The determination means 106, the differential value calculation means 104 for calculating the first-order differential value of the deceleration detected by the deceleration detection means 100, and the first-order differential value of the deceleration calculated by the differential value calculation means 104 are positive. Further, when the determination means 106 determines that the integrated value of the deceleration exceeds the reference value, the operation determination means 107 for determining the operation of the occupant restraint system 102 is provided, thereby achieving the above object. The invention of claim 5 will be described with reference to FIG. 3 which is a claim correspondence diagram. In the invention of claim 5, the deceleration detecting means 100 for detecting the deceleration of the vehicle and the detected deceleration are set in advance. When the value exceeds the reference value, the operation determining means 108 for determining the operation of the occupant restraint system 102, and the differential value calculating means 10 for calculating the second-order differential value of the deceleration detected by the deceleration detecting means 100.
4A and a changing unit 109 that changes the reference value of the operation determining unit 108 according to the calculated second-order differential value of the deceleration, thereby achieving the above object. When the invention of claim 6 is explained in association with FIG. 1, which is a claim correspondence diagram,
According to the invention of claim 6, a deceleration detecting means 100 for detecting the deceleration of the vehicle, an integrating means 101A for integrating a value obtained by subtracting an integration threshold from the deceleration detected by the deceleration detecting means 100, and Operation determining means 103A that determines the operation of the occupant restraint system 102 when the integrated value of deceleration integrated by the integrating means 101A exceeds a preset reference value.
A differential value calculating means 104A for calculating a second-order differential value of the deceleration detected by the deceleration detecting means 100, and an integrating means 101A according to the second-order differential value of the deceleration calculated by the differential value calculating means 104A. And the changing means 105C for changing the integration threshold value of the above-mentioned. The invention of claim 7 will be described with reference to FIG. 2 which is a claim correspondence diagram. According to the invention of claim 7, the deceleration detecting means 100 for detecting the deceleration of the vehicle and the reference value in which the deceleration is preset. Determination means 10 for determining whether or not
6, differential value calculation means 104A for calculating the second-order differential value of the deceleration detected by the deceleration detection means 100, and the second-order differential value of the deceleration calculated by the differential value calculation means 104A are positive, and When the determination unit 106 determines that the integrated value of the deceleration exceeds the reference value, the operation determination unit 107A that determines the operation of the occupant restraint system 102 is provided, thereby achieving the above object. The invention of claim 8 is the above-mentioned claim 1.
In the control device for an occupant restraint system according to any one of items 1 to 6, an operation time point determination unit 110 that determines a time point at which the occupant restraint device 102 is operated based on the deceleration detected by the deceleration detection unit 100, At the determined operation time, the operation determination means 103, 103A, 107, 107A,
When the operation of the occupant restraint system 102 is determined by 108, the occupant restraint system 102 is provided with drive means 111 for driving and operating the occupant restraint system 102, thereby achieving the above object.

[0009]

In the occupant restraint system control device according to the first aspect of the present invention, the reference value for determining whether or not the occupant restraint system 102 is required to operate is changed in accordance with the first-order differential value of the deceleration, and the integrated value of the deceleration is calculated as follows. If the reference value is exceeded, the operation of the occupant restraint system 102 is determined.
In the control device for an occupant restraint system according to claim 2, the reference value for determining whether or not the occupant restraint device 102 is required to operate is changed according to the second-order differential value of the deceleration, and the integrated value of the deceleration is set to this reference value. If it exceeds, the operation of the occupant restraint system 102 is determined. Claim 3
In the occupant restraint system control device, the integration threshold value for integrating the deceleration is changed according to the differential value of the deceleration, and the integrated value of the value obtained by subtracting this integration threshold from the deceleration is the reference value. When the value exceeds, the operation of the occupant restraint system 102 is determined. In the occupant restraint system control device according to the fourth aspect, when it is determined that the first-order differential value of the deceleration is positive and the integrated value of the deceleration exceeds the reference value, the operation of the occupant restraint system 102 is determined. In the occupant restraint system control device according to claim 5, the reference value for determining whether or not the occupant restraint system 102 is required to operate is changed according to the second-order differential value of the deceleration, and when the deceleration exceeds this reference value, the occupant is deactivated. The actuation of the restraint device 102 is determined. In the control device for an occupant restraint system according to claim 6, the integral threshold value for integrating the deceleration is changed according to the second-order differential value of the deceleration, and the value obtained by subtracting the integral threshold value from the deceleration is set. When the integrated value exceeds the reference value, the operation of the occupant restraint system 102 is determined. In the occupant restraint system control device according to the seventh aspect, when it is determined that the second-order differential value of the deceleration is positive and the integrated value of the deceleration exceeds the reference value, the operation of the occupant restraint system 102 is determined. In the control device for an occupant restraint system according to claim 8, when the occupant restraint system 102 is actuated based on the deceleration, the above-mentioned operation determining means 103, 103A, 107, 107A, 108 are determined.
When the actuation of the occupant restraint device 102 is determined by, the occupant restraint device 102 is actuated by the driving unit 111.

[0010]

【Example】

-First Example- Next, a first example of the present invention will be described. In the first embodiment, a basic control system for comparing the integral value SG of the deceleration G of the vehicle with a preset threshold level TH to determine whether or not the occupant restraint system is required to operate, The threshold level TH, which is the criterion, is changed according to the differential value G ′ of the deceleration G, and the necessity of operation is determined more accurately. That is, if the differential value G ′ of the deceleration G is positive, it is considered that the deceleration G will further increase and the impact of the collision will increase in the future, so the threshold level TH is lowered to facilitate the operation of the occupant restraint system. . On the other hand, if the differential value G ′ of the deceleration G is negative, it is considered that the deceleration G will decrease in the future and the impact will not be large enough to operate the occupant restraint system. Raise it to make the occupant restraint system harder to operate.

FIG. 4 shows the configuration of the first embodiment. In the figure, a deceleration sensor 1 is provided in a floor tunnel portion or the like in a vehicle compartment, detects a deceleration G of a vehicle, and supplies it to a control circuit 2 and an operation timing determination circuit 3. Control circuit 2
Is a microcomputer (hereinafter referred to as CPU) 2a
And a peripheral component thereof, and executes a control program described later to determine whether or not the occupant restraint system 6 is required to operate. The control circuit 2 includes an A / D converter 2b for converting the deceleration signal G from the deceleration sensor 1 into a digital signal.
And a RAM 2c for storing data. The operation timing determination circuit 3 determines the timing at which the occupant restraint system 6 should be operated based on the deceleration signal G, and outputs the operation timing signal to the AND circuit 4. The AND circuit 4 outputs a start signal to the drive circuit 5 when the operation timing signal is supplied from the operation timing determination circuit 3 and the operation command signal is supplied from the control circuit 2. The drive circuit 5 drives and operates the occupant restraint device 6 according to the activation signal from the AND circuit 4.

In each of the following embodiments, an air bag module housed in the center pad of the steering wheel as the occupant restraint device 6 will be described as an example. This air bag module is composed of a deployment device for inflating and deploying the air bag (hereinafter referred to as an inflator), an electric ignition device for activating the inflator (hereinafter referred to as a squib), and the like. Drive circuit 5
Supplies power to the squib from a battery or an auxiliary power source (not shown) to activate the inflator and inflate and deploy the airbag. In each of the following embodiments, as an occupant restraint device 6, an air bag for protecting an occupant in a driver's seat will be described as an example. However, an air bag provided for protecting an occupant in a passenger seat or a rear seat, or a seat belt. The present invention can be applied to an occupant restraint device such as.

FIG. 5 shows details of the operation timing determination circuit 3. The LPF 3a is a low-pass filter that removes noise components such as vehicle body vibrations included in the deceleration signal G.
The PF 3b is a high-pass filter that removes the offset error of the acceleration sensor 1. The integrating circuit 3c integrates the deceleration signal G that has passed through both filters 3a and 3b to calculate an integrated signal v. The comparison circuit 3d compares the integrated signal v with a preset value v1 and outputs an operation timing signal when the integrated signal v exceeds the set value v1.

The integrated signal v obtained by integrating the deceleration signal G is a speed change, that is, the difference between the speed of the vehicle at the start of the collision and the speed of the vehicle at the present time, and the relative speed signal v between the vehicle and the occupant is Show. Before the collision, the vehicle and the occupant are moving at the same speed, and the relative speed between them is zero. Although the vehicle decelerates due to the collision, the occupant continues to move at the speed at the time of the collision even after the collision due to the inertial effect, and a relative speed v is generated between the vehicle and the occupant. At this time, considering the vehicle that is decelerated due to the collision as a reference, the occupant moves forward from the seated position before the collision to the vehicle and turns forward.

Generally, the occupant restraint device 6 such as an air bag has a delay time peculiar to the device from the time it is operated until the operation is actually completed. In order to most effectively protect the occupant by inflating and deploying the airbag (6) at the time of collision, the occupant who has moved to the front of the vehicle due to the collision at the time when the airbag (6) is completely inflated and deployed is inflated. The ignition timing of the inflator, that is, the timing of activating the airbag (6) may be determined so as to come into contact with (6). The operation timing is determined in consideration of the distance between the seating position of the occupant and the airbag (6) and the delay time of the airbag (6) described above. For example, the delay time of the air bag (6) is 30 ms
And the distance between the seated driver and the fully inflated airbag (6) is 4 inches, the airbag (6) is activated 30 ms before the occupant travels 4 inches. You can do it. However, the time when the travel distance becomes 4 inches is different for each collision type and cannot be calculated in advance, so these operation timings are determined based on the relative speed v between the vehicle and the occupant. That is, the timing at which the relative speed v exceeds the preset value v1 is set as the timing for operating the occupant restraint device 6, and the operation timing determination circuit 3 outputs the operation timing signal.

FIG. 6 is a flow chart showing the control program of the first embodiment. The procedure for determining the necessity of operating the airbag (6) will be described with reference to this flowchart. The CPU 2a executes this control program, for example, every 10 ms. First, in step S1, the deceleration sensor 1 detects the deceleration G of the vehicle, and the A / D converter 2b converts it into a digital value. Continuing step S2
Then, the subroutine shown in FIG. 7 is executed to calculate the differential value G ′ of the deceleration G. In step S11 in FIG. 7, the deceleration Gp detected at the previous time is subtracted from the deceleration G detected this time, and this is set as a deceleration differential value G '. Further, in step S12, the previous deceleration Gp is updated with the current deceleration G,
Return to the program shown in FIG.

In step S3 of FIG. 6, it is determined whether or not the deceleration differential value G'is negative, and if negative, the process proceeds to step S4 to double the current threshold level TH, for example, and if not negative, TH. Is not changed and the process proceeds to step S5.
The amount of increase in the threshold level TH when the differential value G ′ of the deceleration becomes negative may be set to an optimum value by a test using an actual vehicle or a simulation.
In step S5, the deceleration G detected this time is added to the deceleration integrated value SG to integrate the deceleration, and in the following step S6, it is determined whether the integrated value SG is larger than the threshold level TH determined in the above step. To determine. If the deceleration integral value SG is greater than the threshold level TH, the process proceeds to step S7. If the deceleration integral value SG is less than or equal to the threshold level TH, execution of the program is terminated. In step S7, an operation command signal for the air bag (6) is output to the AND circuit 4 and the integral value SG of deceleration is reset.

Next, the operation of the control device of the first embodiment will be described by taking the case of collision with a curve shown in FIG. 24 as an example. FIG. 8A shows the deceleration G of the vehicle in the case of a collision corresponding to the curve of FIG. 24, FIG. 8B shows the differential value G ′ of the deceleration G, and FIG. Integral value SG of speed G
And the threshold level TH. Note that FIG. 8 (c)
Time t3 indicated by is the operation timing determined by the operation timing determination circuit 3. In a curve collision, time t1
The deceleration G increases up to, and thereafter the deceleration G decreases. As a result, the differential value G'of the deceleration becomes positive until time t1, and the differential value G'becomes negative thereafter. Control circuit 2
At time t1 when the differential value G ′ of the deceleration becomes negative,
The threshold level TH is set to double TH2.
However, since the integrated value SG of deceleration does not exceed the threshold level TH2, the control circuit 2 does not output the operation command signal to the AND circuit 4. On the other hand, the operation timing determination circuit 3 outputs the operation timing signal to the AND circuit 4 at the time t3 when the relative speed v between the vehicle and the occupant exceeds the set value v1 as described above. However, at this time, AN
Since the operation command signal is not supplied from the control circuit 2 to the D circuit 4, the AND circuit 4 does not output the activation signal to the drive circuit 5. That is, in the case of a curve collision, at the operation timing t3 determined by the operation timing determination circuit 3, the deceleration integrated value SG is equal to the threshold level TH.
It is smaller and does not activate the air bag (6).

On the other hand, in a curve collision, the deceleration G increases until time t2, and thereafter the deceleration G decreases. As a result, the differential value G'of deceleration becomes positive until time t2,
After that, the differential value G ′ becomes negative. The control circuit 2 sets the threshold level TH to double TH2 at the time t2 when the differential value G ′ of the deceleration becomes negative. However,
Since the integrated value SG of deceleration exceeds the threshold level TH before the time t2, the control circuit 2 is ANDed at that time.
An operation command signal is output to the circuit 4. On the other hand, the operation timing determination circuit 3 outputs an operation timing signal to the AND circuit 4 at time t3. At this time, the operation command signal is also supplied from the control circuit 2 to the AND circuit 4,
The circuit 4 outputs a start signal to the drive circuit 5. That is,
In the case of a curve collision, the deceleration integral value SG exceeds the threshold level TH at the operation timing t3, and the drive circuit 5 inflates and deploys the airbag (6).

As described above, when the differential value G'of the deceleration G becomes negative, the threshold level TH is increased in order to make the occupant restraint device less likely to operate, and the integrated value SG of the deceleration G becomes the threshold level TH at the operation timing. If the air bag (6) is exceeded, the air bag (6) can be operated, so that the control device can be configured without installing a counter or burdening the microcomputer, and the air bag (6) can be operated in various collision modes. The necessity can be accurately determined, and the air bag (6) can be operated at the optimum timing.

In the first embodiment described above, the deceleration G
The threshold level TH of the integrated value SG is changed according to the first-order differential value G ', and when the integrated value SG exceeds this threshold level TH, the operation of the airbag (6) is determined. The threshold level TH of the integrated value SG is changed according to the value G ″, and the integrated value S of the deceleration G is changed.
The operation of the air bag (6) may be determined when G exceeds the threshold level TH.

Second Embodiment In the above-described first embodiment, the threshold level TH of the integrated value SG of the deceleration G according to the differential value G ′ of the deceleration G.
However, the second embodiment will be described in which the integral threshold value of the deceleration G is changed according to the differential value G ′ of the deceleration G. In the second embodiment, if the differential value G'of the deceleration G is positive, it is considered that the deceleration G will further increase and the impact of the collision will increase in the future, so the integral threshold value is made smaller. When the integration threshold value is decreased, the integration value SG of the deceleration G increases, and the occupant restraint system is easy to operate. On the contrary, if the differential value G ′ of the deceleration G is negative,
Since the deceleration G is reduced and it is considered that the occupant restraint system must not be operated with a large impact,
Increase the integration threshold. If the integral threshold value is increased, the integral value SG of the deceleration G becomes smaller, and the occupant restraint system becomes difficult to operate. Next, the integral threshold value is subtracted from the detected deceleration G to perform integration, and the integral value SG is compared with a preset threshold level TH to determine whether or not the occupant restraint system is required to operate. The configuration of the second embodiment is similar to that of the first embodiment shown in FIGS.
Illustration and description thereof are omitted.

FIG. 9 is a flow chart showing the control program of the second embodiment. The procedure for determining the necessity of operating the airbag (6) will be described with reference to this flowchart. The CPU 2a executes this control program, for example, every 10 ms. First, in step S21, the deceleration sensor 1 detects the deceleration G of the vehicle, and the A / D converter 2b converts it into a digital value. Continuing step S
The subroutine shown in FIG. 7 is executed at 22 to calculate the differential value G ′ of the deceleration G as described above.

In step S23, it is determined whether or not the deceleration differential value G'is negative. If negative, the process proceeds to step S24 to add 5 to the present integration threshold OFF, for example.
If the differential value G'is not negative, the process proceeds to step S25. It should be noted that the amount of increase in the integral threshold value OFF when the differential value G ′ of the deceleration becomes negative may be set to an optimum value by a test with an actual machine or a simulation. In step S25, the integration threshold value O is calculated from the deceleration G detected this time.
The value obtained by subtracting FF is added to the deceleration integration value SG to perform deceleration integration, and in a succeeding step S26, it is determined whether or not the integration value SG is larger than a preset threshold level TH. If the deceleration integrated value SG is larger than the threshold level TH, the process proceeds to step S27,
If the deceleration integral value SG is less than or equal to the threshold level TH, the program execution is terminated as it is. In step S27, an operation command signal for the air bag (6) is output to the AND circuit 4, and the deceleration integral value SG is reset.

Next, the operation of the control apparatus of the second embodiment will be described by taking the case of collision with the curve shown in FIG. 24 as an example. FIG. 10A shows the deceleration G of the vehicle and the integral threshold value OFF in the case of a collision corresponding to the curve of FIG. 24, and FIG. 10B shows the differential value G ′ of the deceleration G. 1
0 (c) indicates the integrated value SG of the deceleration G and the threshold level TH. The time t3 shown in FIG. 10C is the operation timing determined by the operation timing determination circuit 3. In a curve collision, the deceleration G increases until time t1, and thereafter the deceleration G decreases. As a result, time t
The differential value G'of the deceleration is positive until 1 and thereafter the differential value G'is negative. The control circuit 2 turns off the integration threshold value at time t1 when the differential value G ′ of the deceleration becomes negative.
Is increased by 5 to increase the integration threshold value. As a result, the integrated value SG of the deceleration becomes small, and the integrated value SG does not exceed the threshold level TH.
No operation command signal is output to the ND circuit 4. On the other hand, the operation timing determination circuit 3 outputs the operation timing signal to the AND circuit 4 at the time t3 when the relative speed v between the vehicle and the occupant exceeds the set value v1 as described above. However, at this time, since the operation command signal is not supplied from the control circuit 2 to the AND circuit 4, the AND circuit 4 does not output the activation signal to the drive circuit 5. That is, in the case of a curve collision, at the operation timing t3 determined by the operation timing determination circuit 3, the deceleration integrated value SG is smaller than the threshold level TH and the airbag (6) is not operated.

On the other hand, in a curve collision, the deceleration G increases until time t2, and thereafter the deceleration G decreases. As a result, the differential value G'of deceleration becomes positive until time t2,
After that, the differential value G ′ becomes negative. The control circuit 2 increases the integral threshold value OFF by adding 5 to the integral threshold value OFF at the time t2 when the differential value G ′ of the deceleration becomes negative. However, since the integrated value SG of deceleration exceeds the threshold level TH before time t2, the control circuit 2 outputs an operation command signal to the AND circuit 4 at that time. On the other hand, the operation timing determination circuit 3 is
The operation timing signal is output to the D circuit 4. At this time,
An operation command signal is also supplied from the control circuit 2 to the AND circuit 4, and the AND circuit 4 outputs a start signal to the drive circuit 5. That is, in the case of a curve collision, the deceleration integrated value SG exceeds the threshold level TH at the operation timing t3, and the drive circuit 5 inflates and deploys the airbag (6).

As described above, when the differential value G'of the deceleration G becomes negative, the integral threshold value OFF is increased in order to make the occupant restraint system difficult to operate, and the integral threshold value OFF is subtracted at the operation timing. Since the air bag (6) is activated when the integrated value SG of the deceleration G integrated by the above exceeds the threshold level TH, the control device can be constructed without providing a counter or burdening the microcomputer. Whether or not the air bag (6) needs to be actuated can be accurately determined for the collision mode, and the air bag (6) can be actuated at an optimal timing.

-Third Embodiment-Next, based on the judgment based on the differential value G'of the deceleration G and the judgment based on the integral value SG of the deceleration G, the necessity of operating the occupant restraint system is determined. Example 3 will be described. In the third embodiment, if the differential value G'of the deceleration G is positive and the integral value SG of the deceleration G is larger than the threshold level TH, the operation of the occupant restraint system is determined. The configuration of the third embodiment is similar to that of the first embodiment shown in FIGS. 4 and 5, and illustration and description thereof will be omitted.

FIG. 11 is a flow chart showing the control program of the third embodiment. The procedure for determining the necessity of operating the airbag (6) will be described with reference to this flowchart. The CPU 2a executes this control program, for example, every 10 ms. First, in step S31, the deceleration sensor 1 detects the deceleration G of the vehicle, and the A / D converter 2b converts it into a digital value. Continuing step S
At 32, the subroutine shown in FIG. 12 is executed, and first, the first judgment as to whether or not the air bag (6) needs to be operated is made based on the differential value G ′ of the vehicle deceleration.

In step S41 of FIG. 12, the subroutine shown in FIG. 7 is executed to calculate the differential value G'of the deceleration G as described above. Next, in step S42, it is determined whether or not the deceleration differential value G'is negative.
In step 43, the flag Fa is reset, and if not negative, in step S44, the flag Fa is set.

Next, returning to the program of FIG. 11, the subroutine shown in FIG. 13 is executed in step S33,
An air bag based on the deceleration integral value SG of the vehicle (6)
The second judgment as to whether or not the operation of is necessary is performed. In step S51 of FIG. 13, the vehicle deceleration G detected this time is added to the integral value SG of deceleration to perform integration, and in the following step S51, the integrated value SG of deceleration is larger than the threshold level TH. Determine whether or not. If the integrated value SG is larger than the threshold level TH, step S53.
In step S54, the flag Fb is set, and if the integrated value SG is less than or equal to the threshold level TH, the process proceeds to step S54 to reset the flag Fb. Then, the process returns to the program of FIG.

After returning, in step S34 of FIG.
The logical product of the above-mentioned flags Fa and Fb is calculated, and the calculation result is set in the flag F. In a succeeding step S35, it is determined whether or not the flag F is set. If the flag F is set, the process proceeds to step S36, and if not, the execution of the program ends. In step S36, the AND circuit 4
The operation command signal is output to, and the integral value SG and the flags F, Fa, Fb are reset, and the execution of the program ends.

Next, the operation of the control device of the third embodiment will be described by taking the case of collision with the curve shown in FIG. 24 as an example. 14A shows the deceleration G of the vehicle in the case of a collision corresponding to the curve of FIG. 24, FIG. 14B shows the differential value G ′ of the deceleration G, and FIG. The integrated value SG of the speed G and the threshold level are shown. Note that FIG.
Time t3 shown in (c) is the operation timing determined by the operation timing determination circuit 3. In a curve collision, the deceleration G increases until time t1, and thereafter the deceleration G decreases. As a result, until the time t1, the deceleration differential value G '
Becomes positive, and thereafter the differential value G ′ becomes negative. The control circuit 2 resets the flag Fa that has been set until then at the time t1 when the differential value G ′ becomes negative, and the flag Fb at the time t4 when the integrated value SG exceeds the threshold level TH.
Set. However, since both flags Fa and Fb are not set at the same time, flag F, which sets the operation result of the logical product of both flags, remains reset, and control circuit 2 outputs an operation command signal to AND circuit 4. do not do.
On the other hand, the operation timing determination circuit 3 operates at the time t3 when the relative speed v between the vehicle and the occupant exceeds the set value v1 as described above.
At, the operation timing signal is output to the AND circuit 4. However, at this time, since the operation command signal is not supplied from the control circuit 2 to the AND circuit 4, the AND circuit 4 does not output the activation signal to the drive circuit 5. That is, in the case of a curve collision, at the operation timing t3 determined by the operation timing determination circuit 3, the deceleration integrated value SG
Even if exceeds the threshold level TH, the differential value G'of the deceleration is negative, so the air bag (6) is not operated.

On the other hand, in a curve collision, the deceleration G increases until time t2, and thereafter the deceleration G decreases. As a result, the differential value G'of deceleration becomes positive until time t2,
After that, the differential value G ′ becomes negative. The control circuit 2 resets the flag Fa that has been set until then at the time t2 when the differential value G ′ becomes negative, and also sets the flag Fb at the time t5 when the integrated value SG exceeds the threshold level TH. That is, since both flags Fa and Fb are set from time t5 to time t2, both flags F and Fb are set.
A flag F, which sets the result of the logical product of a and Fb, is also set, and the control circuit 2 outputs an operation command signal to the AND circuit 4. On the other hand, the operation timing determination circuit 3 outputs an operation timing signal to the AND circuit 4 at time t3.
At this time, the operation command signal is also supplied from the control circuit 2 to the AND circuit 4, and the AND circuit 4 outputs the activation signal to the drive circuit 5. That is, in the case of a curve collision,
At the operation timing t3, the differential value G'of the deceleration is positive and the integrated value SG of the deceleration exceeds the threshold level TH. Therefore, the drive circuit 5 inflates and deploys the airbag (6).

As described above, at the operation timing, the differential value G'of the deceleration G is positive and the integrated value SG of the deceleration G is
If is higher than the threshold level TH, the air bag (6) is operated, so that the control device can be configured without providing a counter or burdening the microcomputer, and the air bag ( Whether or not the operation 6) is necessary can be accurately determined, and the air bag 6 can be operated at the optimum timing.

-Fourth Embodiment- Next, a fourth embodiment will be described. The fourth embodiment is a criterion for a basic control system that compares the deceleration G of the vehicle with a preset threshold level TH to determine whether or not the occupant restraint system is required to operate. The threshold level TH is changed according to the second-order differential value G ″ of the deceleration G to more accurately determine whether or not the operation is required. That is, if the second-order differential value G ″ of the deceleration G is positive, then ,
Since it is considered that the deceleration G increases at an accelerating rate and the impact of the collision increases, the threshold level TH is reduced to facilitate the operation of the occupant restraint system. Conversely, deceleration G
If the second-order differential value G ″ of N is negative, it is considered that the deceleration G will decrease in the future and the impact will not be so large that the occupant restraint system must be activated. Therefore, increase the threshold level and restrain the occupant. Make the device difficult to operate.
The configuration of the fourth embodiment is similar to that of the first embodiment shown in FIGS. 4 and 5, and illustration and description thereof will be omitted.

FIG. 15 is a flow chart showing the control program of the fourth embodiment. The procedure for determining the necessity of operating the airbag (6) will be described with reference to this flowchart. The CPU 2a executes this control program, for example, every 10 ms. First, in step S61, the deceleration sensor 1 detects the deceleration G of the vehicle, and the A / D converter 2b converts it into a digital value. Continuing step S
At 62, the subroutine shown in Fig. 16 is executed to calculate the second-order differential value G "of the deceleration G. In step S71 of Fig. 16, the deceleration Gp at the previous detection is subtracted from the deceleration G detected at this time. , Which is the differential value G'of the deceleration. Further, in step S72, the previous differential value Gp 'is subtracted from the calculated current differential value G'and the second differential value G "of the deceleration G is obtained. And Next, in step S73, the previous differential value Gp ′ is updated with the differential value G ′ calculated this time, and in subsequent step S74, the previous deceleration Gp is updated with the deceleration G detected this time. Then, the process returns to the program shown in FIG.

In step S63 of FIG. 15, it is judged whether or not the second-order differential value G "of the deceleration is negative, and if negative, the operation proceeds to step S64, in which the threshold level TH is twice the preset value CTH. If it is not negative, the process proceeds to step S65 to set the set value CTH to the threshold level TH. When the set value CTH of the threshold level and the second-order differential value G ″ of deceleration become negative, The increase amount of the threshold level TH may be set to an optimum value by a test or simulation using an actual machine. In step S66, it is determined whether or not the deceleration G is larger than the threshold level TH determined in the above step. If the deceleration G is larger than the threshold level TH, the process proceeds to step S67, in which the deceleration G is below the threshold level TH. If so, the execution of the program ends. In step S67, the AND circuit 4
An operation command signal for the air bag (6) is output.

Next, the operation of the control apparatus of the fourth embodiment will be described by taking the case of collision with the curve shown in FIG. 24 as an example. FIG. 17A shows the vehicle deceleration G and the threshold level T in the case of a collision corresponding to the curve of FIG.
17B shows a differential value G ′ of the deceleration G, and FIG. 17C shows a second-order differential value G ″ of the deceleration G.
Note that the time t10 shown in FIG. 17A is the operation timing determined by the operation timing determination circuit 3. In the case of a curve collision, the deceleration differential value G ′ turns to a decreasing tendency at time t6, and then turns to an increasing tendency again at time t7.
As a result, the second-order differential value G ″ of the deceleration becomes positive until the time t6, becomes negative from the time t6 to the time t7, and becomes positive again after the time t7. From time t6 when t becomes negative to time t7, the threshold level TH is set to twice the preset value CTH. However, since the deceleration G does not exceed this threshold level 2 × CTH, the control circuit 2 has the AND circuit 4
Does not output the operation command signal to. On the other hand, the operation timing determination circuit 3 determines the relative speed v between the vehicle and the occupant as described above.
Outputs an operation timing signal to the AND circuit 4 at time t10 when V exceeds the set value v1. However, at this time,
Since the operation command signal is not supplied from the control circuit 2 to the AND circuit 4, the AND circuit 4 does not output the activation signal to the drive circuit 5. That is, in the case of a curve collision, the operation timing t1 determined by the operation timing determination circuit 3
At 0, deceleration G is threshold level 2 x CTH
Smaller and does not activate the air bag (6).

On the other hand, in the case of a curve collision, the differential value G'of the deceleration starts to decrease at time t8 and then starts to increase again at time t9. As a result, the second-order differential value G ″ of deceleration becomes positive until time t8, becomes negative from time t8 to time t9, and becomes positive again after time t9.
Sets the threshold level TH to double CTH from time t8 to time t9 when the second-order differential value G ″ of the deceleration becomes negative. However, before time t8, the deceleration G exceeds the threshold level 2 × CTH. Therefore, at that time, the control circuit 2 outputs an operation command signal to the AND circuit 4. On the other hand, the operation timing determination circuit 3 outputs A at time t10.
The operation timing signal is output to the ND circuit 4. At this time, the operation command signal is also supplied from the control circuit 2 to the AND circuit 4, and the AND circuit 4 outputs the activation signal to the drive circuit 5. That is, in the case of a curved collision, the deceleration G exceeds the threshold level CTH at the operation timing t10, and the drive circuit 5 inflates and deploys the airbag (6).

As described above, when the second-order differential value G ″ of the deceleration G becomes negative, the threshold level TH is increased to make it difficult to operate the occupant restraint system, and the deceleration G exceeds the threshold level TH at the operation timing. If so, the air bag (6) is actuated, so that the control device can be configured without providing a counter or burdening the microcomputer, and whether or not the air bag (6) is actuated for various collision modes. The air bag (6) can be operated at an optimum timing.

-Fifth Embodiment- In the above-mentioned fourth embodiment, the second-order differential value G "of the deceleration G is used.
Although the threshold level TH of the deceleration G is changed according to the above, the fifth embodiment in which the integral threshold value of the deceleration G is changed according to the second-order differential value G ″ of the deceleration G will be described. In the fifth embodiment, if the second-order differential value G ″ of the deceleration G is positive, it is considered that the deceleration G will further increase and the impact of collision will increase, so the integral threshold value is set. Make it smaller. When the integration threshold value is decreased, the integration value SG of the deceleration G increases, and the occupant restraint system is easy to operate. On the contrary, if the second-order differential value G ″ of the deceleration G is negative, it is considered that the deceleration G will decrease in the future and the impact will not be large enough to operate the occupant restraint system. If the integral threshold value is increased, the integral value SG of the deceleration G becomes smaller, making it difficult for the occupant restraint system to operate.Next, the integral threshold value is subtracted from the deceleration G to perform integration. , The integrated value SG is compared with a preset threshold level TH to determine whether or not the occupant restraint system is required to operate.The configuration of the fifth embodiment is the same as the first embodiment shown in FIGS. The configuration is similar to that of the example, and illustration and description thereof are omitted.

FIG. 18 is a flow chart showing the control program of the second embodiment. The procedure for determining the necessity of operating the airbag (6) will be described with reference to this flowchart. The CPU 2a executes this control program, for example, every 10 ms. First, in step S81, the deceleration sensor 1 detects the deceleration G of the vehicle, and the A / D converter 2b converts it into a digital value. Continuing step S
At 82, the subroutine shown in FIG. 16 is executed to calculate the second-order differential value G ″ of the deceleration G as described above.

In step S83, it is determined whether or not the second-order differential value G "of deceleration is negative, and if negative, step S84.
Otherwise, to step S85. In step S84, a value obtained by adding 5 to the preset value COFF is set in the integration threshold OFF, while in step S85, the preset value COFF is set as it is in the integration threshold OFF. . The addition amount with respect to the integral threshold value OFF when the second-order differential value G ″ of the deceleration becomes negative may be set to an optimum value by a test with an actual machine or a simulation.
Then, the value obtained by subtracting the integration threshold value OFF from the deceleration G detected this time is added to the deceleration integration value SG to perform deceleration integration, and in the subsequent step S87, the integration value SG is set to a preset threshold level. It is determined whether or not it is larger than TH. If the integrated value SG of deceleration is larger than the threshold level TH, the process proceeds to step S88. If the integrated value SG of deceleration is less than or equal to the threshold level TH, execution of the program is terminated. Step S88
Then, the operation command signal of the air bag (6) is output to the AND circuit 4 and the integral value SG of the deceleration is reset.

Next, the operation of the control device of the fifth embodiment will be described by taking the case of collision with a curve shown in FIG. 24 as an example. FIG. 19A shows the deceleration G of the vehicle and the integral threshold OFF in the case of a collision corresponding to the curve of FIG. 24, and FIG. 19B shows the differential value G ′ of the deceleration G. 1
9 (c) shows the second-order differential value G ″ of the deceleration G, and FIG.
(D) shows the integrated value SG of the deceleration G and the threshold level TH. The time t10 shown in FIG. 10 (d) is the operation timing determined by the operation timing determination circuit 3. In the case of a curve collision, the differential value G ′ of the deceleration G starts to decrease at time t6, and then starts to increase again at time t7. As a result, the second-order differential value G ″ of the deceleration becomes positive until time t6, and becomes negative from time t6 to time t7.
After time t7, it becomes positive again. The control circuit 2 increases the integration threshold by adding 5 to the integration threshold OFF from time t6 to time t7 when the second-order differential value G ″ of the deceleration becomes negative. Since the integrated value SG becomes small and the integrated value SG does not exceed the threshold level TH, the control circuit 2 does not output the operation command signal to the AND circuit 4. On the other hand, the operation timing determination circuit 3 causes the vehicle and the occupant to operate as described above. The AND circuit 4 outputs the operation timing signal at time t10 when the relative speed v with respect to
Output to. However, at this time, since the operation command signal is not supplied from the control circuit 2 to the AND circuit 4, AND
The circuit 4 does not output a start signal to the drive circuit 5. That is, in the case of a curve collision, at the operation timing t10 determined by the operation timing determination circuit 3, the deceleration integral value SG is smaller than the threshold level TH, and the airbag (6) is not operated.

On the other hand, in the case of a curve collision, the differential value G'of deceleration starts to decrease at time t8, and then starts to increase again at time t9. As a result, the second-order differential value G ″ of deceleration becomes positive until time t8, becomes negative from time t8 to time t9, and becomes positive again after time t9.
Increases the integration threshold OFF by adding 5 to the integration threshold OFF from time t8 to time 9 when the second-order differential value G ″ of the deceleration becomes negative. Since the integrated value SG of the above exceeds the threshold level TH, the control circuit 2 outputs the operation command signal to the AND circuit 4 at that time, while the operation timing determination circuit 3 outputs the operation timing signal to the AND circuit 4 at time t10. At this time, the AND circuit 4 is also supplied with the operation command signal from the control circuit 2, and the AND circuit 4 outputs the start signal to the drive circuit 5. That is, in the case of a curve collision, the operation timing t10. In, the integrated value SG of the deceleration exceeds the threshold level TH, and the drive circuit 5 inflates and deploys the airbag (6).

As described above, when the second-order differential value G ″ of the deceleration G becomes negative, the integral threshold value OFF is increased to make the occupant restraint system less likely to operate, and the integral threshold value OFF is set at the operation timing. Since the air bag (6) is activated when the integrated value SG of the deceleration G, which is subtracted and integrated, exceeds the threshold level TH, the control device can be configured without installing a counter or burdening the microcomputer. The necessity of operating the air bag (6) can be accurately determined for various types of collisions, and the air bag (6) can be operated at the optimum timing.

-Sixth Embodiment- Next, a sixth embodiment for deciding whether or not the occupant restraint device is required to operate based on the judgment based on the deceleration G and the judgment based on the second-order differential value G ″ of the deceleration G. In the third embodiment, the second derivative G ″ of the deceleration G is negative and the deceleration G is
Is greater than the threshold level TH, the operation of the occupant restraint system is determined. The configuration of the third embodiment is similar to that of the first embodiment shown in FIGS.
Illustration and description thereof are omitted.

FIG. 20 is a flow chart showing the control program of the sixth embodiment. The procedure for determining the necessity of operating the airbag (6) will be described with reference to this flowchart. The CPU 2a executes this control program, for example, every 10 ms. First, in step S91, the deceleration sensor 1 detects the deceleration G of the vehicle, and the A / D converter 2b converts it into a digital value. Continuing step S
At 92, the subroutine shown in FIG. 21 is executed, and first, the first judgment as to whether or not the air bag (6) needs to be operated is made based on the second-order differential value G ″ of the vehicle deceleration.

In step S101 of FIG.
The subroutine shown in 6 is executed to calculate the second-order differential value G ″ of the deceleration G as described above. Next, step S102.
Determines whether the second-order differential value G ″ of the deceleration is negative. If negative, the process proceeds to step S103 to reset the flag Fa, and if not negative, the process proceeds to step S104 to proceed to the flag Fa.
Set.

Next, returning to the program of FIG. 20, the subroutine shown in FIG. 22 is executed in step S93,
Based on the deceleration G of the vehicle, a second judgment is made as to whether or not the air bag (6) needs to be actuated. In step S111 of FIG. 22, it is determined whether or not the deceleration G of the vehicle detected this time is higher than the threshold level TH. If the deceleration G is higher than the threshold level TH, step S111 is performed.
If the deceleration G is equal to or lower than the threshold level TH, the process proceeds to step S113 to reset the flag Fb. Then, the process returns to the program of FIG.

In step S94 after the return, the logical product of the above-mentioned flags Fa and Fb is calculated, and the calculation result is set in the flag F. In the following step S95, it is determined whether or not the flag F is set. If the flag F is set, the process proceeds to step S96, and if not, the execution of the program ends. In step S96, the operation command signal is output to the AND circuit 4, and the integrated value SG and the flags F, F are set.
The a and Fb are reset and the execution of the program ends.

Next, the operation of the control device of the sixth embodiment will be described by taking the case of collision with the curve shown in FIG. 24 as an example. FIG. 23A shows a vehicle deceleration G and a threshold level T in the case of a collision corresponding to the curve of FIG.
23B shows a differential value G ′ of the deceleration G, and FIG. 23C shows a second-order differential value G ″ of the deceleration G.
Note that t10 shown in FIG. 23A is the operation timing determined by the operation timing determination circuit 3. In the case of a curve collision, the differential value G ′ of the deceleration G starts to decrease at time t6, and then starts to increase again at time t7. As a result, the second-order differential value G ″ of deceleration becomes positive until time t6, becomes negative from time t6 to time t7, and becomes positive again after time t7. Flag F until time t6 when "is positive" and after time t7
a is set, and the flag Fb is set from time t11 to time t12 when the deceleration G exceeds the threshold level TH. However, since both flags Fa and Fb are not set at the same time, flag F, which sets the operation result of the logical product of both flags, remains reset, and control circuit 2 outputs an operation command signal to AND circuit 4. do not do.

On the other hand, the operation timing determination circuit 3 outputs the operation timing signal to the AND circuit 4 at time t10 when the relative speed v between the vehicle and the occupant exceeds the set value v1 as described above. However, at this time, since the operation command signal is not supplied from the control circuit 2 to the AND circuit 4, A
The ND circuit 4 does not output a start signal to the drive circuit 5. That is, in the case of a curve collision, at the operation timing t10 determined by the operation timing determination circuit 3, even if the deceleration G exceeds the threshold level TH, the second-order differential value G ″ of the deceleration is negative. , Airbags (6)
Do not operate.

On the other hand, in the case of a curve collision, the differential value G'of the deceleration starts to decrease at time t8, and then starts to increase again at time t9. As a result, the second-order differential value G ″ of deceleration becomes positive until time t8, becomes negative from time t8 to time t9, and becomes positive again after time t9. The flag Fa is set until the time t8 when the differential value G ″ becomes positive and after the time t9, and the flag Fb is set after the time t13 when the deceleration G exceeds the threshold level TH. That is, since both flags Fa and Fb are both set from time t13 to time t8, the flag F that sets the operation result of the logical product of both flags Fa and Fb is also set, and the control circuit 2 starts from time t13. Until time t8, the operation command signal is output to the AND circuit 4. On the other hand, the operation timing determination circuit 3 outputs an operation timing signal to the AND circuit 4 at time t10. At this time, the operation command signal is also supplied from the control circuit 2 to the AND circuit 4, and the AND circuit 4 outputs the activation signal to the drive circuit 5. That is, in the case of a curve collision, at the operation timing t10, the second-order differential value G ″ of the deceleration is positive and the deceleration G exceeds the threshold level TH. )
Inflate and deploy.

As described above, if the second-order differential value G ″ of the deceleration G is positive and the deceleration G is larger than the threshold level TH at the actuation timing, the air bag (6) is actuated. A control device can be configured without installing a counter or burdening the microcomputer, and an air bag for various collision modes (6)
It is possible to accurately determine whether or not to operate the air bag (6) and operate the air bag (6) at an optimum timing.

The operation timing determining circuit is not limited to the above-mentioned embodiment, and the operation timing may be calculated by using a microcomputer.

In the configuration of the above embodiment, the deceleration sensor 1 is the deceleration detecting means, the control circuit 2 is the integrating means, the operation determining means, the differential value calculating means, the changing means and the determining means, and the operation timing determining circuit 3 Is a means for determining the operating time,
The AND circuit 4 and the drive circuit 5 respectively form drive means.

[0059]

As described above, according to the first aspect of the present invention, the reference value for determining whether or not the occupant restraint system is required to operate is changed according to the first-order differential value of the deceleration, and the deceleration integration is performed. Since the operation of the occupant restraint system is determined when the value exceeds this reference value, the control device can be configured without installing a counter or burdening the microcomputer, and the occupant restraint system can be operated for various collision modes. The necessity of operation can be accurately determined. According to the invention of claim 2, the reference value for determining whether or not the occupant restraint device is required to operate is changed according to the second-order differential value of the deceleration, and when the integral value of the deceleration exceeds the reference value, the occupant restraint is performed. Since the operation of the device is determined, the control device can be configured without installing a counter or burdening the microcomputer, like the invention of claim 1, and the operation of the occupant restraint device for various collision modes. The necessity of can be accurately judged.
According to the third aspect of the present invention, the integral threshold value for integrating the deceleration is changed according to the differential value of the deceleration, and the integral value of the value obtained by subtracting the integral threshold value from the deceleration is the reference value. Since the operation of the occupant restraint device is determined when the value exceeds the limit, the control device can be configured without installing a counter or burdening the microcomputer, as in the first aspect of the present invention. It is possible to accurately determine whether or not the occupant restraint device is required to operate. According to the invention of claim 4, when it is determined that the differential value of the deceleration is positive and the integrated value of the deceleration exceeds the reference value, the operation of the occupant restraint device is determined.
Similarly to the invention of claim 1, the control device can be configured without providing a counter or burdening the microcomputer,
It is possible to accurately determine whether or not the occupant restraint system is required to operate in various collision modes. According to the invention of claim 5, the deceleration is 2
Since the reference value for deciding whether or not the occupant restraint system is required to operate is changed according to the floor differential value and the deceleration exceeds the reference value, the operation of the occupant restraint system is determined. Similarly to the above, the control device can be configured without providing a counter or placing a load on the microcomputer, and it is possible to accurately determine whether or not the occupant restraint device operates in various collision modes. According to the invention of claim 6, the integration threshold value when integrating the deceleration is changed according to the second-order differential value of the deceleration, and the integrated value of the value obtained by subtracting the integration threshold value from the deceleration is Since the operation of the occupant restraint device is determined when the reference value is exceeded, the control device can be configured without installing a counter or burdening the microcomputer, and various collision modes can be achieved, as in the invention of claim 1. On the other hand, it is possible to accurately determine whether or not the occupant restraint system needs to be operated. According to the invention of claim 7, when it is determined that the second-order differential value of the deceleration is positive and the integrated value of the deceleration exceeds the reference value, the operation of the occupant restraint system is determined. Similar to the invention of Item 1, the control device can be configured without providing a counter or burdening the microcomputer, and it is possible to accurately determine whether or not the occupant restraint device operates in various collision modes. According to the invention of claim 8, when the operation determining means determines the operation of the occupant restraint device at the operating time of the occupant restraint device determined based on the deceleration, the drive means operates the occupant restraint device. Therefore, the occupant restraint device can be operated at the optimum timing.

[Brief description of drawings]

FIG. 1 is a complaint correspondence diagram.

FIG. 2 is a complaint correspondence diagram.

FIG. 3 is a complaint correspondence diagram.

FIG. 4 is a block diagram showing the configuration of the first embodiment.

FIG. 5 is a block diagram showing details of an operation timing determination circuit.

FIG. 6 is a flowchart showing an operation necessity determination program of the first embodiment.

FIG. 7 is a flowchart showing a differential value calculation subroutine.

FIG. 8 is a diagram for explaining the operation of the first embodiment.

FIG. 9 is a flowchart showing an operation necessity determination program of the second embodiment.

FIG. 10 is a diagram for explaining the operation of the second embodiment.

FIG. 11 is a flowchart showing an operation necessity determination program of the third embodiment.

FIG. 12 is a flowchart showing a determination routine based on a differential value.

FIG. 13 is a flowchart showing a judgment routine based on an integrated value.

FIG. 14 is a diagram for explaining the operation of the third embodiment.

FIG. 15 is a flowchart showing an operation necessity determination program of the fourth embodiment.

FIG. 16 is a flowchart showing a second-order differential value calculation subroutine.

FIG. 17 is a diagram for explaining the operation of the fourth embodiment.

FIG. 18 is a flowchart showing an operation necessity determination program of the fifth embodiment.

FIG. 19 is a diagram for explaining the operation of the fifth embodiment.

FIG. 20 is a flowchart showing an operation necessity determination program according to the sixth embodiment.

FIG. 21 is a flowchart showing a determination routine based on a second-order differential value.

FIG. 22 is a flowchart showing a determination routine based on deceleration.

FIG. 23 is a diagram for explaining the operation of the sixth embodiment.

FIG. 24 is a diagram illustrating three collision modes.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 deceleration sensor 2 control circuit 2a microcomputer (CPU) 2b A / D converter 2c RAM 3 operation timing determination circuit 4 AND circuit 5 drive circuit 6,102 occupant restraint device 100 deceleration detection means 101, 101A integration means 103, 103A, 107, 107A, 108 actuation determining means 104, 104A differential value calculating means 105, 105A, 105B, 105C, 109 changing means 106 determining means 110 actuation time determining means 111 driving means

 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Makoto Kimura 2 Takaracho, Kanagawa-ku, Kanagawa-ku, Nissan Nissan Motor Co., Ltd. 72) Inventor Yukio Hashimoto 2 Takaracho, Kanagawa-ku, Yokohama, Kanagawa Nissan Motor Co., Ltd. (72) Inventor ▲ Yoshi ▼ Kawa Hiroki, Takara-cho, Kanagawa-ku, Yokohama, Kanagawa Nissan Motor Co., Ltd. (72) Yamanoi Tomi, 2 Takara-cho, Kanagawa-ku, Yokohama-shi, Kanagawa Prefecture Nissan Motor Co., Ltd.

Claims (8)

[Claims] 1. A deceleration detecting means for detecting a deceleration of a vehicle, an integrating means for integrating the detected deceleration, and a reference in which an integrated value of the deceleration integrated by the integrating means is set in advance. When the value exceeds the value, the operation determining means for determining the operation of the occupant restraint system, the differential value calculating means for calculating the first-order differential value of the deceleration detected by the deceleration detecting means, and the calculated deceleration A controller for an occupant restraint system, comprising: a changing unit that changes the reference value of the operation determining unit according to a first-order differential value. 2. A deceleration detecting means for detecting the deceleration of the vehicle, an integrating means for integrating the detected deceleration, and an integral value of the deceleration integrated by the integrating means, which is a preset reference. When the value exceeds the value, operation determining means for determining the operation of the occupant restraint system, differential value calculating means for calculating a second-order differential value of the deceleration detected by the deceleration detecting means, and calculated deceleration A control device for an occupant restraint system, comprising: a changing means for changing the reference value of the operation determining means according to a second-order differential value. 3. A deceleration detecting means for detecting a deceleration of a vehicle, an integrating means for integrating a value obtained by subtracting an integration threshold from the detected deceleration, and the deceleration integrated by the integrating means. Of the occupant restraint device when the integral value of the above exceeds a preset reference value, and a differential value calculating means for calculating the first-order differential value of the deceleration detected by the deceleration detecting means. And a changing means for changing the integration threshold value of the integrating means in accordance with the first-order differential value of the deceleration calculated by the deceleration detecting means. . 4. A deceleration detecting means for detecting a deceleration of a vehicle, an integrating means for integrating the deceleration detected by the deceleration detecting means, and an integrated value of the deceleration integrated by the integrating means. Determination means for determining whether or not exceeds a preset reference value, a differential value calculation means for calculating the first-order differential value of the deceleration detected by the deceleration detection means, and the differential value calculation When the first-order differential value of the deceleration calculated by the means is positive, and when the determination means determines that the integrated value of the deceleration exceeds the reference value, the operation that determines the operation of the occupant restraint system. A control device for an occupant restraint system, comprising: a determining means. 5. A deceleration detecting means for detecting a deceleration of a vehicle, an operation deciding means for deciding an operation of an occupant restraint system when the detected deceleration exceeds a preset reference value, and the deceleration. Differential value calculating means for calculating a second-order differential value of the deceleration detected by the detecting means, and changing means for changing the reference value of the operation determining means in accordance with the calculated second-order differential value of the deceleration. A control device for an occupant restraint system, comprising: 6. A deceleration detecting means for detecting a deceleration of a vehicle, an integrating means for integrating a value obtained by subtracting an integration threshold from the deceleration detected by the deceleration detecting means, and an integrating means. When the integrated value of the integrated deceleration exceeds a preset reference value, operation determining means for determining the operation of the occupant restraint system, and the second-order differential value of the deceleration detected by the deceleration detecting means. A differential value calculating means for calculating, and 2 of the deceleration calculated by the differential value calculating means.
A control device for an occupant restraint system, comprising: a changing means for changing the integration threshold value of the integrating means according to a floor differential value. 7. A deceleration detecting means for detecting a deceleration of a vehicle, a judging means for judging whether or not the deceleration exceeds a preset reference value, and a deceleration detecting means for detecting the deceleration. Differential value calculating means for calculating the second-order differential value of the deceleration, the second-order differential value of the deceleration calculated by the differential value calculating means is positive, and the integral value of the deceleration by the determining means is A control device for an occupant restraint system, comprising: an actuation determining unit that determines an actuation of the occupant restraint device when it is determined that the reference value is exceeded. 8. The control device for an occupant restraint system according to claim 1, wherein a time point at which the occupant restraint system is activated is determined based on the deceleration detected by the deceleration detecting means. And an actuating time point determining means for operating the occupant restraint device when the actuation of the occupant restraint device is determined by the operation determining means at the determined actuating time point. Control device for occupant restraint system.