JPH0891169A - Overall control device of vehicle - Google Patents

Abstract

PURPOSE: To prevent a malfuction of an air bag device by arranging a threshold value changing means in an air bag control part so as to change an actuation judging threshole value of the air bag device by receiving control information to be used in slip control from a slip control part. CONSTITUTION: Driven wheel speeds Vw1 and Vw2 being wheel speed of front wheels 1 and 2 are read in, and operation (S1) is performed on car speed Vcar and longitudinal acceleration-deceleration Gw being a time differential value of this car speed Vcar from an average value of both driven wheels. A detecting signal of a G sensor is read in, and operation (S2) is performed on longitudinal acceleration-deceleration acting on a car body, and whether or not the car speed Vcar is not more than 20km/H is judged (S3), and when the judgment is Yes, whether or not an absolute value of the longitudinal acceleration- deceleration is not less than a prescribed collision judging threshold value C1 is judged (S4), and when the judgment is Yes, whether or not an absolute value of acceleration-deceleration Gs is not less than a prescribed collision judging threshold value C3 is judged (S5). When the judgment is Yes, it is judged that collision of a vehicle is caused, and an air bag device is actuated.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an integrated control device for a vehicle, and more particularly to an integrated control device for exchanging control information between a slip control device and an airbag device for effective use. .

[0002]

2. Description of the Related Art Conventionally, a vehicle may be equipped with an antiskid brake device, a traction control device or the like as a slip control device. The anti-skid brake device controls the brake hydraulic pressure of the vehicle to adjust the braking force of each wheel to prevent the wheel from being locked or skid during braking.
On the other hand, the traction control device detects the slip of the drive wheels in order to prevent the drive wheels from slipping due to an excessive driving force at the time of starting or accelerating the vehicle to cause a drive loss and reduce the acceleration performance. The driving force is adjusted by controlling the brake fluid pressure of the driving wheels and the engine output so that the slip amount becomes the target slip amount corresponding to the friction coefficient of the road surface. In the slip control device, generally, as the control information used for the slip control, the wheel speed of the four wheels is determined by a wheel speed sensor, whether or not the road speed is calculated by the wheel speed or detected by a vertical acceleration / deceleration sensor. Control information, such as information on the road surface, the friction coefficient of the road surface obtained by calculation from the behavior of the wheel speed or detected by the μ sensor, and the like are used.

On the other hand, a vehicle may be equipped with an airbag device in order to ensure the safety of passengers in the event of a collision. The airbag device usually has an airbag, a gas generator, and a control unit, and when the vehicle collides, the gas generator operates to inflate and deploy the airbag into the vehicle interior.
This restrains and protects the head and chest of the occupant who is trying to move forward in the event of a collision. In this airbag device, normally, an acceleration / deceleration sensor that detects the longitudinal acceleration of the vehicle and a deceleration switch that performs a switching operation when the deceleration of the vehicle exceeds a predetermined value are provided. When the longitudinal acceleration / deceleration exceeds a predetermined value and the deceleration switch is switched, the airbag is inflated.

Here, for example, Japanese Patent Laid-Open No. 4-191147
The publication describes a technique for making the airbag device difficult to operate when the brake switch is turned on. Further, Japanese Patent Laid-Open No. 2-270656 discloses an acceleration detected by an acceleration sensor in order to improve the operability of the airbag device during high speed traveling while preventing malfunction of the airbag device during low speed traveling, A control device for an airbag device is described which operates the airbag device based on the vehicle speed detected by a wheel speed sensor.

[0005]

Recently, the anti-skid brake device and the airbag device among the slip control devices are becoming standard equipment items, but conventionally, these devices were optional equipment items. Therefore, control information is not exchanged between the slip control device and the airbag device. Then, in the airbag device, the operation determination threshold value of the airbag device is changed according to whether or not the anti-skid brake device is activated, whether or not the road surface is bad, the friction coefficient of the road surface, the spin state of the vehicle, etc. Is not configured to. However, depending on the control information of the slip control as described above, if the operation determination threshold of the airbag device can be changed, malfunction of the airbag device can be prevented or reliability can be improved,
It is possible to improve operability.

On the other hand, the slip control device for a two-wheel drive type vehicle generally does not perform control in consideration of the longitudinal acceleration / deceleration of the vehicle body, but there is still room for effectively utilizing the longitudinal acceleration / deceleration used in the airbag device. is there. An object of the present invention is to provide various control information of a slip control unit to an air bag control unit to change an operation determination threshold value of an air bag device, and to slip control information of the air bag control unit. Provided is an integrated control device for a vehicle, which can be supplied to a control unit to change control information of a slip control unit.

[0007]

According to a first aspect of the present invention, there is provided a vehicle total control system including a slip control system for controlling a driving force or a braking force so as to suppress an excessive slip of the vehicle, and an airbag to be deployed at the time of a vehicle collision. In a vehicle equipped with an airbag device for protecting an occupant, the slip control unit of the slip control device and the airbag control unit of the airbag device are connected to each other so that signals can be exchanged between the airbag control unit and the airbag control unit. The control unit is provided with threshold value changing means for receiving control information used for slip control from the slip control unit and changing the operation determination threshold value of the airbag device.

According to a second aspect of the present invention, in the first aspect of the present invention, the control information is information indicating that the slip control section is executing anti-skid brake control, and the threshold value is set. The changing means is configured to change the operation determination threshold value to a high value during execution of the anti-skid brake control. According to a third aspect of the present invention, in the first aspect of the present invention, the control information is information indicating that the slip control unit is executing anti-skid brake control, and the threshold value changing unit is The operation determination threshold value is changed to a low value during execution of the anti-skid brake control. According to a fourth aspect of the present invention, there is provided a vehicle total control device according to the first aspect, wherein the control information is information on whether or not a road surface on which the vehicle is running is a bad road. It is configured to change the operation determination threshold value to a higher value.

According to a fifth aspect of the present invention, there is provided a vehicle total control device according to the first aspect, wherein the control information is information on a friction coefficient of a road surface on which the vehicle is running, and the threshold value changing means indicates a high friction road surface. It is sometimes configured to change the operation determination threshold value to a higher value. According to a sixth aspect of the present invention, there is provided a vehicle total control device according to the first aspect, wherein the control information is information regarding whether or not a spin occurs in the vehicle, and the threshold value changing means sets an operation determination threshold value when a spin occurs. Is configured to be changed to a lower value.

According to a seventh aspect of the present invention, there is provided an integrated vehicle control system, which comprises a slip control system for controlling a driving force or a braking force so as to suppress an excessive slip of the vehicle, and an airbag which is deployed at the time of a vehicle collision to protect an occupant. In a vehicle equipped with an air bag device, a slip control unit of the slip control device and an air bag control unit of the air bag device are connected to each other so that signals can be exchanged between them, and the air bag control is performed by the slip control unit. A control information changing unit that receives control information used for controlling the airbag apparatus from the section and changes the control information of the slip control is provided.

[0011]

According to the vehicle integrated control device of the present invention, in the vehicle equipped with the slip control device and the airbag device, the slip control part of the slip control device and the airbag control part of the airbag device are provided. Is connected to each other so that signals can be exchanged between them, and the threshold value changing means provided in the airbag control unit receives the control information used for slip control from the slip control unit and receives the operation determination threshold value of the airbag device. To change. As the control information, the presence or absence of slip control execution, whether the road surface is a bad road, the friction coefficient of the road surface, the presence or absence of spin of the vehicle, wheel speed and its acceleration and deceleration,
By effectively using these control information, the operation determination threshold of the airbag device is changed to a higher or lower value to prevent malfunction of the airbag device, improve operability, and improve operability. By lowering it, the reliability of the airbag device can be improved.

In the vehicle integrated control device according to the second aspect of the present invention, the same operation and effect as those of the first aspect are achieved, but the control information is information indicating that the anti-skid brake control is being executed, and the threshold value is changed. The means changes the operation determination threshold value to a high value during execution of the anti-skid brake control.
During anti-skid brake control, the vehicle speed may decrease during deceleration, and collisions are likely to be avoided.Therefore, increase the threshold value for determining the airbag device operation to make it difficult to operate the airbag device. You can

According to the vehicle integrated control device of the third aspect, the same operation and effect as the first aspect are achieved, but the control information is the information indicating that the anti-skid brake control is being executed, and The value changing means changes the operation determination threshold value to a low value during execution of the anti-skid brake control. Since the anti-skid brake control is often activated in the event of a vehicle collision, during the anti-skid brake control, the activation determination threshold of the airbag device may be lowered to facilitate the activation of the airbag device. desirable. This is particularly effective when the driving skill of the driver is low.

According to the vehicle integrated control device of the fourth aspect, the same operation and effect as the first aspect can be obtained, but the control information is information as to whether the road surface on which the vehicle is running is a bad road, The changing unit changes the operation determination threshold value to high when traveling on a rough road. When traveling on a rough road, noise may be included in the detection signal of the G sensor that detects the front-back acceleration / deceleration of the vehicle body. Therefore, by changing the operation determination threshold value to a high value, it is possible to prevent the airbag device from malfunctioning due to noise. Can be prevented.

According to a fifth aspect of the present invention, there is provided an integrated control device for a vehicle, which has the same operation and effect as the first aspect, but the control information is information on a friction coefficient of a road surface on which the vehicle is running, and the threshold value changing means is When the road surface has high friction, the operation determination threshold value is changed to a higher value. If the anti-skid brake control is activated while traveling on a high friction road surface, the deceleration of the vehicle body will increase,
Since the airbag device easily malfunctions, the malfunction of the airbag device can be prevented by changing the operation determination threshold value to a high value. In the vehicle integrated control device according to claim 6, the same operation and effect as in claim 1 are achieved, but the control information is information relating to the presence / absence of spin occurrence of the vehicle, and the threshold value changing means, when the spin occurrence occurs, Change the activation threshold to a lower value. As described above, by changing the operation determination threshold value to be low when a spin occurs, it is possible to easily operate the airbag device and enhance safety.

According to a seventh aspect of the present invention, there is provided a vehicle integrated control device including a slip control device and an airbag device, and a slip control section of the slip control device.
An air bag control unit of the air bag device is connected so as to be able to exchange signals with each other, and a control information changing unit provided in the slip control unit outputs control information used for controlling the air bag device from the air bag control unit. In response, the control information for slip control is changed. As the control information used for controlling the airbag device, for example, there is information on the front-rear acceleration / deceleration of the vehicle body detected by the G sensor. For example, when traveling on a rough road, a longitudinal acceleration / deceleration component of the vehicle body is generated in addition to the vertical acceleration in addition to the vertical acceleration. Therefore, the information on the longitudinal acceleration / deceleration of the vehicle body is used to control the rough road in the slip control unit. Can be changed. Further, the information on the front-rear acceleration / deceleration of the vehicle body can be used to correct the acceleration / deceleration control information for the calculation of the estimated road surface friction coefficient in the slip control unit, or the road surface friction coefficient.

[0017]

Embodiments of the present invention will be described below with reference to the drawings. The present embodiment is an example of the case where the present invention is applied to a vehicle integrated control device including an anti-skid brake device and an airbag device. First, the anti-skid brake device for this vehicle will be described. As shown in FIG. 1, the left and right front wheels 1 and 2 are driven wheels, and the left and right rear wheels 3 and 3.
4 is a drive wheel, and the output torque of the engine 5 is transmitted from the automatic transmission 6 to the left and right rear wheels 3, 4 via the propeller shaft 7, the differential device 8 and the left and right drive shafts 9, 10. Configured.

Each of the wheels 1 to 4 is supplied with a braking pressure and disks 11a to 14a which rotate integrally with the wheels.
Brake devices 11 to 14 including calipers 11b to 14b for braking the rotation of the disks 11a to 14a are provided, respectively. As a hydraulic system for operating these brake devices 11 to 14, the depression force of the brake pedal 16 is used. , A master silling 18 for generating a braking pressure according to the stepping force increased by the booster 17, and a hydraulic pressure to the brake devices 11 to 14 connected to the master schilling 18. A hydraulic unit 15 for supplying is provided, and the hydraulic unit 15 is provided with calipers 11b to 14 respectively via hydraulic lines 21 to 24.
It is connected to the wheel cylinder of b. The master schilling 18 is also provided with a reservoir tank 18a.

Next, the hydraulic unit 15 will be described. As shown in FIG. 2, in the hydraulic unit 15, in the hydraulic system of the front wheels 1 and 2, the hydraulic line 21 branched from the hydraulic line 19 extending from the master cylinder 18 has a pressure increasing valve 21a and a pressure reducing valve 21b. Are connected as shown in the drawing, and similarly, to the hydraulic pressure line 22 branched from the hydraulic pressure line 19, a pressure increasing valve 22a and a pressure reducing valve 22b are connected as shown. Regarding the hydraulic system of the rear wheels 3 and 4, a hydraulic line 20 extending from the master cylinder 18
A pressure increasing valve 23a and a pressure reducing valve 23b are connected to the hydraulic pressure line 23 branched from as shown in the drawing, and similarly,
A hydraulic pressure line 24 branched from the hydraulic pressure line 20 is connected with a pressure increasing valve 24a and a pressure reducing valve 24b as shown in the drawing. Incidentally, the pressure increasing valves 21a to 24a and the pressure reducing valve 21b.
24b are duty solenoid valves.

A pump 26 and a reservoir 27 for generating a hydraulic pressure in the hydraulic pressure line 19 and a pump 28 and a reservoir 29 for generating a hydraulic pressure in the hydraulic pressure line 20 are provided.
These pumps 26 and 28 are driven by a common motor 25. When the pressure increasing valve 21a is opened and the pressure reducing valve 21b is closed, the braking pressure of the wheel cylinder of the caliper 11b is increased, and the pressure increasing valve 21a is closed and the pressure reducing valve 21b is opened. Then, the braking pressure is relieved and the braking pressure is reduced. This means that the other hydraulic lines 2
The same applies to 2 to 24.

The first channel for controlling the hydraulic pressure of the wheel cylinder of the caliper 11b, the second channel for controlling the hydraulic pressure of the wheel cylinder of the caliper 12b, the caliper 1
The hydraulic pressure is controlled independently and in parallel for each of the third channel for controlling the hydraulic pressure of the wheel cylinder of 3b and the fourth channel for controlling the hydraulic pressure of the wheel cylinder of caliper 14b. In order to suppress the slip of the wheels 1 to 4 on the road surface, an ABS control unit 30 that independently controls the hydraulic pressures of the first to fourth channels to perform anti-skid brake control (ABS control) is provided.

As shown in FIG. 1, the ABS control unit 30 has a brake signal from a brake switch 35 for detecting ON / OFF of the brake pedal 16 and a steering angle from a steering angle sensor 36 for detecting a steering angle of the steering wheel. Signals and wheel speed sensors 31 to 31 for detecting the rotational speeds of the wheels 1 to 4, respectively.
In response to the wheel speed signals from 34, the braking pressure control signals corresponding to these signals are sent to the pressure increasing valves 21 of the first to fourth channels.
a to 24a solenoid coils and pressure reducing valves 21b to 24b
ABS control for suppressing the slip of the front and rear wheels 1 to 4 by outputting the respective solenoid coils to the first to the fourth.
It is designed to run in parallel with the channel.

The ABS control unit 30 has a pressure increasing valve 20a based on the wheel speeds detected by the wheel speed sensors 31 to 34.
To 24a and pressure reducing valves 20b to 24b are controlled to be opened and closed, respectively, to apply a braking force to the front wheels 1 and 2 and the rear wheels 3 and 4 with a braking pressure controlled according to a slip state. . In the ABS non-control state, the braking pressure control signal is not output from the ABS control unit 30, the pressure reducing valves 20b to 24b are held closed, and the pressure increasing valves 20a to 20a.
24a is held open. As a result, the brake pedal 1
The braking pressure generated in the master cylinder 18 according to the stepping force of 6 is applied to the front wheel hydraulic pressure line 19 and the rear wheel hydraulic pressure line 2.
The braking force is supplied to the brake devices 11 to 14 via 0, and the braking force corresponding to these braking pressures is directly applied to the front wheels 1, 2 and the rear wheels 3, 4.

On the other hand, as shown in FIG. 1, an airbag device mounted on a vehicle together with an anti-skid brake device is an airbag unit 37 arranged at an appropriate portion of a steering wheel or a passenger compartment, and an airbag unit thereof. Airbag control unit 40 for controlling the operation of 37
(A / B control unit). The airbag unit 37 has an inflatable airbag 38 and an inflator 39 (gas generator), and the inflator 39 is activated based on a control signal from an airbag control unit 40 when a vehicle collides. The airbag 38 is inflated and deployed toward the inside of the vehicle compartment, thereby restraining and protecting the head and chest of the occupant who wants to move forward during a collision.

Next, the ABS control unit 30 and the A / B
The control unit 40 will be described. As shown in FIG. 3, the ABS control unit 30 controls the ABS control 16
Bit CPU (this is called ABS CPU 50) and various electronic devices associated with it,
The B control unit 40 is composed of a 4-bit CPU (which will be referred to as an A / B CPU 70) that controls the operation of the airbag unit 37 and various electronic devices associated therewith, and includes an ABS CPU 50 and an A / B CPU. The CPU 70 is connected to be able to exchange signals with each other.

These ABS CPU 50 and A / B CPU 70
Is fed from a common power supply circuit 42. The power supply circuit 42 includes a battery 43, a diode 44, and an electrolytic capacitor 45 in parallel with the output terminal of the diode 44.
An ignition switch 46 and the like are included. The power supply circuit 42 is
A / B CPU connected to the first input terminal of the gate circuit 47
The operation permission signal Vi supplied from 70 is applied to the gate circuit 47.
Of the gate circuit 47, the output terminal of the gate circuit 47 is connected to the power supply terminal of the ABS CPU 50, and when the operation permission signal Vi is at the “H” level, the gate circuit 47 is closed and the power supply circuit 42. Is connected to the ABS CPU 50, and when the operation permission signal Vi is at "L" level, the gate circuit 47 is opened.

Explaining the ABS control unit 30, the ABS CPU 50 has a ROM and a RAM storing a control program for a predetermined anti-skid brake control.
And a memory 51 including a battery 52 for backup
And are connected. The detection signals from the wheel speed sensors 31 to 34 and the detection signal from the steering angle sensor 36 are supplied to the ABS CPU 50 via the input I / F 53. still,
I / F is an interface. This ABS CP
The watchdog pulse output from the watchdog output unit 54a of the U50 (hereinafter referred to as the W / D output unit 54a) is a watchdog pulse monitor (hereinafter referred to as the W / D monitor 5).
4), and the output signal of the W / D monitor 54 is
Input to the first input terminal of the AND gate 55, and
To the second input terminal of the ND gate 55, the output permission signal Vr (however, when the signal Vr = “H”, the output is permitted, when it is “L”, the output is not permitted) is input from the A / B CPU 70.

The watchdog pulse is basically a rectangular wave signal that repeatedly turns on and off in a constant cycle, and the on time Ton and the off time Toff in one cycle are set to constant values. This watchdog pulse is W /
Although it is generated in the D output section 54a, when the ABS CPU 50 is failing, the watchdog pulse is disturbed, and the on time Ton or the off time Toff increases or decreases. Therefore, the W / D monitor 54 has the ON time T
When the on time or the off time Toff is not between the predetermined lower limit value and the predetermined upper limit value, it is determined that the ABS CPU 50 is failing. The W / D monitor 54 outputs an “H” level monitor signal Vm when it is determined that the ABS CPU 50 is normal, and an “L” level monitor signal Vm when it is determined that the ABS CPU 50 has failed.
Is output.

The pressure increasing valves 21a to 24a and the pressure reducing valve 21b.
24b, one end of the solenoid coil of these valves is connected to the power supply circuit 42 via the fail-safe relay switch 56, and, for example, the other end of the solenoid coil 58 of the booster valve 21a. Is N
It is grounded through a PN transistor 59. The relay coil 56a of the relay switch 56 is grounded via the NPN transistor 57, and the AND gate 55
Is output to the base of the transistor 57. On the other hand, the control signal Cs for controlling the solenoid coil 58 and other solenoid coils is output from the ABS CPU 50 to the output I / F 60, and the drive signal corresponding to the control signal Cs is input to the base of the transistor 59. Each of the other solenoid coils, like the solenoid coil 58, is grounded via a transistor and
It is controlled by the control signal Cs from the S CPU 50.

Motor 2 for driving the pumps 26, 28
Regarding the drive circuit of No. 5, the positive electrode of the motor 25 is connected to the power supply circuit 42 via the fail-safe relay switch 62, and the relay coil 62 a of this relay switch 62 is grounded via the NPN transistor 63. , The output signal of the AND gate 55 is the transistor 63
Has been entered in the base of. Further, the negative electrode of the motor 25 is grounded through the NPN transistor 64, the control signal Cm for controlling the motor 25 is output from the ABS CPU 50 to the output I / F 60, and the drive signal corresponding to the control signal Cm is a transistor. 64 bases.
Further, in order to monitor the disconnection of the solenoid coil, the ground side ends of the solenoid coil 58 and other solenoid coils are connected to the ABS CPU 50 by a monitor line 65.

In the ABS control unit 30 described above, the power supply circuit 42 is normal, and the ignition switch 4
When 6 is on and the operation permission signal Vi is at “H” level,
The ABS CPU 50 is ready for operation. When the monitor signal Vm is at "H" level and the output permission signal Vr is at "H" level, the transistors 57 and 63 are conductive and the relay switches 56 and 62 are turned on, so that the control signals Cs and Cm are output. However, the solenoid coil 58 and other solenoid coils and the motor 25 can be operated. However, when the operation permission signal Vi is at "L" level, the gate circuit 47 is opened and the ABS CPU
Since no power is supplied to the ABS 50, the ABS CPU 50 is in a stopped state. Even when power is supplied to the ABS CPU 50, the output of the AND gate 55 is at the “L” level when the output permission signal Vr is at the “L” level, so the relay switches 56 and 62 are not closed. , Even if the control signals Cs and Cm are output, it becomes invalid and AB
The S control unit 30 is in a function stop state.

Next, the A / B control unit 40 will be described. The A / B CPU 70 has a ROM and a RAM storing a control program such as control for operating the airbag unit 37 as described later. A memory 71 including the same is connected, a backup battery 72 is connected, and a power supply voltage Vd between the ignition switch 46 and the gate circuit 47 is input to a power supply terminal. Further, the A / B CPU 70 receives the detection signal of the G sensor 41 that detects the forward / backward acceleration / deceleration acting on the vehicle body, the vertical voltage Vb is input through the monitor line 73, and the failure diagnosis device 74 is connected. Input I to do
The / F75 is also connected to the A / B CPU 70. W / D
For the W / D monitor 76 having the same configuration as the monitor 54,
A watchdog pulse signal is input from the D output unit 76a, and the output terminal of the W / D monitor 76 is connected to the reset port of the ABS CPU 50 and the reset port of the A / B CPU 70.

Inflator 3 of airbag unit 37
Regarding the drive circuit of the electric heater 39a of No. 9, A / B CPU
The power supply voltage Vd is input to a booster circuit 77 that receives a control signal from the booster 70, and the output terminal of this booster circuit 77 is PN.
Air bag unit 3 via P-type transistor 78
7 is connected to one end of the electric heater 39a of the inflator 39, the other end of the electric heater 39a is grounded through the NPN transistor 83, and the base of the transistor 78 is connected to the collector of the NPN transistor 79. Has been done.

The first input terminal of the AND gate 80 has AB
The operation permission signal Va supplied from the S CPU 50 is input, and the second input terminal of the AND gate 80 is
The control signal Ci is input from the A / B CPU 70, and the output terminal of the AND gate 80 is connected to the base of the transistor 79 via the output I / F 81. When the operation permission signal Va is at “H” level, the control signal C is output from the A / B CPU 70 to the output I / F 81 via the AND gate 80.
When i is output, a drive signal corresponding to the control signal Ci is output from the output I / F 81 to the base of the transistor 79. Further, when the control signal Cj is output from the A / B CPU 70 to the output I / F 82, the drive signal corresponding to the control signal Cj is output from the output I / F 82 to the base of the transistor 83.

Therefore, when the operation permission signal Va is at "H" level, the "H" level control signal Ci is AND gate 8
When input to 0, the transistor 79 becomes conductive and the transistor 78 becomes conductive. When the "H" level control signal Cj is output to the output I / F 82, the transistor 83 becomes conductive. In other words, when operating the airbag unit 37, the control signals Ci, Cj of "H" level are generated.
Are simultaneously output, the transistors 78, 79 and 83 are all turned on, the electric power from the booster circuit 77 is applied to the heater 39a, and the heater 39a is heated, thereby operating the inflator 39 and inflating and expanding the airbag 38. Will be done. Moreover, in order to monitor the breakage of the heater 39a, both ends of the heater 39a are monitored by the monitor lines 85 and 86.
B Connected to CPU 70. Also, output I / F 60
The output line of the output I / F 60 is connected to the A / B CPU 70 via the monitor line 66 in order to monitor. In addition, the A / B CPU 70 has a warning lamp 8
4 is also connected.

Next, the ABS CPU 50 or the A / B CPU 70
Various controls executed in step S1 will be described with reference to flowcharts. Incidentally, the reference symbol S in the flowchart
i (i = 1, 2, ...) Indicates each step. Airbag actuation control: See FIG. 4. This airbag actuation control is a control for deploying and actuating the airbag 38 of the airbag device under a predetermined condition at the time of a vehicle collision, and the ignition switch 46 is turned on. If so, it is constantly executed by the A / B CPU 70.

When the control is started, the ABS CPU5 is first
Driven wheel speeds Vw1 and Vw, which are wheel speeds of the front wheels 1 and 2 from 0
2 is read, and the vehicle speed Vcar and the front / rear acceleration / deceleration Gw which is the time differential value of this vehicle speed Vcar are calculated from the average value of the driven wheel speeds Vw1 and Vw2 (S1). Next, the detection signal of the G sensor 41 is read, the longitudinal acceleration / deceleration Gs acting on the vehicle body is calculated (S2), and then the vehicle speed Vcar is 2
It is determined whether or not it is 0 Km / H or less (S3), and when the determination is Yes, it is determined whether or not the absolute value of the front-rear acceleration / deceleration Gw is the predetermined collision determination threshold value C1 (for example, C1 = 6.0 G) or more. (S4) If the result of the determination is Yes, it is determined in S5 whether or not the absolute value of the acceleration / deceleration Gs is greater than or equal to a predetermined collision determination threshold C3 (for example, C3 = 12.0G), and the determination is Yes.
If s, in S6, it is determined that a vehicle collision has occurred, and the airbag device is operated. in this case,
"H" level control signals Ci, Cj are output, the heater 39a is energized to ignite the explosive of the inflator 39, and the airbag 38 is inflated and deployed. Then, the control ends. It should be noted that S3 is a step of determining whether or not the vehicle speed is in the low vehicle speed range, and the above 20 km / H is an example.

On the other hand, when the determination in S3 is No, it is determined whether or not the absolute value of the longitudinal acceleration / deceleration Gw is equal to or greater than a predetermined collision determination threshold value C2 (for example, C2 = 10.0G, C2> C1) (S2).
7) If the determination is Yes, in S8, it is determined whether or not the absolute value of the acceleration / deceleration Gs is greater than or equal to a predetermined collision determination threshold value C4 (for example, C4 = 20.0G, C4> C3), and the determination is Yes. In the case of, the process proceeds to S6, the airbag device is operated, and then the control ends. On the other hand, when the determination in S4 or S7 is No, it is determined in S9 whether the absolute value of (Gw-Gs) is less than or equal to the predetermined value α,
If the determination is Yes, the process returns, but if the determination in S9 is No, a warning is output to the warning lamp 84 because the G sensor 41 has failed (S1).
0), then return. In addition, the judgment of S5 and S8 is No.
Also returns. The collision determination threshold value corresponds to the operation determination threshold value of the airbag device.

As described above, the vehicle collision is determined based on the vehicle speed Vcar and the front / rear acceleration / deceleration Gw obtained from the driven wheel speeds Vw1 and Vw2 used in the ABS control, and the front / rear acceleration / deceleration Gs detected by the G sensor 41. However, since the air bag device is configured to operate, a plurality of deceleration switches normally provided for the air bag device can be omitted, and reliability can be ensured while simplifying the control system. Also, S
Since it is configured to determine the failure of the G sensor 41 via 9, it is possible to easily determine the failure of the G sensor 41 at all times,
The reliability of the airbag device can be secured.

Further, the collision determination threshold value C1 for the acceleration / deceleration Gw in the low vehicle speed range where the impact of the vehicle collision becomes low.
Is set smaller than the collision determination threshold C2 in the high vehicle speed range, and the collision determination threshold C3 for the acceleration / deceleration Gs in the low vehicle speed range is set smaller than the collision determination threshold C4 in the high vehicle speed range. Therefore, the collision of the vehicle can be reliably determined even in the low vehicle speed range. Moreover, the collision determination threshold value in the low vehicle speed range is
By setting the threshold value to be smaller than the collision determination threshold value in the high vehicle speed range, it is possible to prevent the collision determination in the low vehicle speed range from being delayed. In addition, when the collision determination threshold value in the high vehicle speed range is set to be low as in the low vehicle speed range, an erroneous determination is made due to the influence of noise generated in the detection signals of the wheel speed sensors 31 to 34 and the G sensor 41. However, this can be reliably prevented.

Airbag operation permission control: See FIG. 5, In view of the possibility that the A / B CPU 70 malfunctions due to the influence of noise or the like, the ABS CPU 50 operates the AND gate 80 as described above. The air bag operation permission control is always executed in the ABS CPU 50 to generate the operation permission signal Va. When the control is started, the detection signals of the wheel speed sensors 31 to 34 are read (S30), the driven wheel speeds Vw1 and Vw2 that are the wheel speeds of the front wheels 1 and 2 are calculated, and the driven wheel speeds Vw1 and Vw1 are calculated. A vehicle speed Vcar that is an average value of Vw2 and a front-rear acceleration / deceleration Gw that is a time differential value of the vehicle speed Vcar are calculated (S31).

Next, in S32, the vehicle speed Vcar is 20
It is determined whether or not Km / H or less, and when the determination is Yes and the vehicle speed range is low, the absolute value of the front-rear acceleration / deceleration Gw is a predetermined operation permission determination threshold value C5 (for example, C5 =
It is judged whether or not it is 3.0 G) or more, but this threshold value C5
Is set to a value that cannot occur when the vehicle is running. If the determination is Yes, there is a high possibility that a collision has occurred, so in S35, the operation permission signal Va is switched to the "H" level in order to permit the operation of the airbag device, and then the process returns. On the other hand, when the determination in S33 is No, in S36, the operation permission signal Va is switched to the "L" level in order to prohibit the operation of the airbag device, and then the process returns. On the other hand, when the determination in S32 is No, the absolute value of the front-rear acceleration / deceleration Gw is the predetermined operation permission determination threshold value C6 (for example,
C6 = 5.0 G, C6> C5) It is determined whether or not,
The operation permission determination threshold value C6 is set to a value that cannot occur during traveling of the vehicle. Then, if the determination is Yes, it is highly possible that a collision has occurred, so the process proceeds to S35, the operation of the airbag device is permitted in the same manner as described above, and then the process returns. On the other hand, when the determination in S34 is No, the process proceeds to S36, the operation of the airbag device is prohibited, and then the process returns.

Therefore, even if the A / B CPU 70 malfunctions due to the influence of noise or the like, the malfunction due to the erroneous control of the airbag device is mediated by the airbag activating permission control consisting of this relatively simple control logic. It can be surely prevented. Further, the operation permission determination threshold value C5 in the low vehicle speed range is set to the operation permission determination threshold value C6 in the high vehicle speed range.
Since it is set smaller than the above, it is possible to prevent the operation permission determination from being delayed in the low vehicle speed range where the impact of the collision becomes small.

Collision determination threshold value changing control. See FIG. 6. In this collision determination threshold value changing control, control information used for ABS control is supplied from the ABS CPU 50 to the A / B CPU 70. This is a control for changing the collision determination threshold values C1, C2, C3, C4 in the A / B CPU 70, which is always executed by the A / B CPU 70. It corresponds to a value changing means. When this control is started, S40
At, the control information is read from the ABS CPU 50. As this control information, a lock flag Flok for ABS control, a bad road determination flag Fak, a road surface friction state value Mu of a road surface friction coefficient (road surface μ) during traveling, a spin generation identification flag Fsp, etc. are read. The lock flag Flo
k is set to 1 for each channel when the wheel of that channel is locked and ABS control is started.

Next, in S41, the four lock flags F
It is judged whether any of lok is 1, and the judgment is Yes.
In the case of, the collision determination threshold value changing processing is executed in S42, and the collision determination threshold values C1, C2, C3, C4 are executed.
However, they are respectively changed to the values obtained by multiplying the coefficient β, and then the process proceeds to S43. However, the coefficient β is β = 1.2 to 1.
4 or β = 0.7 to 0.9. When β is set to 1.2 to 1.4, the vehicle speed decreases during deceleration during ABS control and there is a high possibility that a collision will be avoided. Therefore, collision determination threshold values C1, C2, C3, C4 are set. The air bag device can be made difficult to operate by increasing Also, β = 0.7 ~
If 0.9 is set, the ABS control is started due to the collision of the vehicle. Therefore, during execution of the ABS control, the collision determination thresholds C1, C2, C3 and C4 are lowered to operate the airbag device. You can make it easier.

In S43 following S41 or S42, it is determined whether or not the rough road determination flag Fak is 1, and when the determination is Yes, in S44, the collision determination thresholds C1 and C are determined.
2, C3 and C4 are changed to values obtained by multiplying them by the coefficient γ, respectively, and then the process proceeds to S45. However, the coefficient γ
Is β = 1.2 to 1.5. Since noise is likely to be included in the detection signal of the G sensor 41 during traveling on a bad road, the collision determination thresholds C1, C2, C3, and C4 are changed to a high value to prevent malfunction of the airbag device due to noise. be able to.

In S45 following S43 or S44, it is determined whether or not the road surface frictional state value Mu is 3, that is, whether or not the road is a high μ road. If the determination is Yes, in S46, the collision determination threshold value C1 is determined. , C2, C3, C4 are respectively changed to values obtained by multiplying them by a coefficient δ, and then the process proceeds to S47. However, the coefficient δ is δ = 1.2 to 1.3. If the ABS control is started while the vehicle is traveling on a high μ road, the deceleration of the vehicle body increases and the airbag device easily malfunctions. Therefore, the collision determination threshold values C1, C2, C3, and C4 are largely changed. As a result, malfunction of the airbag device can be prevented.

In S47 following S45 or S46, it is determined whether or not the spin occurrence identification flag Fsp is 1, that is, whether or not the vehicle is in the spin state. If the determination is Yes, a collision determination is made in S48. Threshold values C1, C2
C3 and C4 are changed to values obtained by multiplying them by a coefficient ε, respectively, and then the process proceeds to S47. However, the coefficient ε is ε
= 0.6 to 0.8. When a spin occurs, the collision determination threshold values C1, C2, C3, and C4 are changed to be significantly low, so that the airbag device can be easily operated and safety can be improved.

ABS control information calculation process: See FIG. 7. This calculation process is a process that is always executed by the ABS CPU 70 to obtain various control information for ABS control, and the calculation of each step The process itself is the same as the process performed in the general ABS control, and therefore will be described briefly and mainly the matters related to the collision determination threshold value changing control will be described. When this calculation process is started, the wheel speed sensor signal is read in S50, and the wheel speeds Vw1 to Vw4 of the four wheels and the wheel accelerations AVw1 to Vw1 to Vw4 of the wheel speeds Vw1 to Vw4 are read based on the wheel speed sensor signal. AVw4 is calculated and stored in the memory while being updated. Next, S51
Then, the pseudo vehicle body speed Vref is calculated. This pseudo vehicle body speed Vref is basically obtained from the maximum wheel speed of the wheels excluding the driving wheels that are accelerating. The wheel speed of the wheel whose wheel acceleration is, for example, -1.2 G is calculated as the wheel speed that is gradually reduced according to the road surface μ.

Next, in S52, a bad road determination process is executed to determine whether or not the road surface on which the vehicle is running is a bad road. If it is determined that the road is a bad road, the bad road flag Fak is set to 1 and ,
When it is determined that the road is good, the bad road flag Fak is reset to 0. In this rough road determination process, for example, when the number of times that the wheel acceleration / deceleration is equal to or greater than a predetermined value is equal to or greater than a predetermined threshold value every predetermined time, it is determined that the road is a bad road. Next, S53
Then, the arithmetic processing for obtaining the road surface μ is executed, and the road surface friction state values Mu are set to 1, 2, and 3 in accordance with low μ, medium μ, and high μ, respectively. The road surface μ is obtained by applying the vehicle speed, which is the average value of the driven wheel speed during acceleration, and the acceleration to a μ table that uses the vehicle speed and the acceleration as parameters. It may be obtained based on the load, the brake fluid pressure, and the deceleration at the time of deceleration, or the steering angle and the steering force may be obtained by applying them to a predetermined map or arithmetic expression, or by an optical sensor or the like. You may calculate from the physical quantity which detected the road surface condition.

Next, in S54, the spin determination processing of the vehicle is executed, the spin generation identification flag Fsp is set to 1 when the spin is generated, and the spin generation identification flag Fsp is 0 when the spin is not generated. It is reset to and then returns. This determination of spin generation is determined as spin generation when the yaw rate detected by the yaw rate sensor (not shown) is equal to or greater than a predetermined value. At the time of spin generation, the wheel speed Vw1 is reduced even if the braking force is sufficiently reduced.
Since ~ Vw4 changes only slightly, it can be determined from the pressure reduction time of the brake fluid pressure and the change amount of the wheel speeds Vw1 to Vw4.

Although not shown in the flow chart of FIG. 7, in the ABS CPU 50, the A / B CPU 7
From 0, the acceleration / deceleration obtained from the detection signal of the G sensor 41 (this corresponds to the control information of the airbag control) is read, the bad road determination is corrected based on the acceleration / deceleration, and the road surface μ is determined. to correct. For example, when traveling on a rough road, an acceleration / deceleration of about 1.0 to 2.0 G occurs frequently in the detection signal of the G sensor 41, and in that case, it can be determined that the vehicle is traveling on a rough road. If it is determined that the road is a good road in S52, the determination is changed. Further, the control information of the wheel acceleration / deceleration at the time of calculating the road surface μ is corrected by the acceleration / deceleration, or the information of the road surface μ is
It is also possible to make a correction with the acceleration / deceleration.
Alternatively, it is possible to determine that the wheel speed sensors 31 to 34 have failed when a detection signal is not input from the wheel speed sensors 31 to 34, although the vehicle is traveling as long as it is judged from the acceleration / deceleration. .

Operation of the vehicle integrated control device described above
The effect will be described. As described in the airbag operation control of FIG. 4, the ABS CPU 50 and the A / B CPU 70
And the acceleration / deceleration Gw of the driven wheel speeds Vw1 and Vw2 detected for ABS control, and G.
Based on the longitudinal acceleration / deceleration Gs detected by the sensor 41,
Since it is configured to determine the operation of the airbag device,
Since it is not necessary to provide a deceleration switch for determining the operation of the airbag device, the control system can be simplified and the cost can be reduced. Further, the failure of the G sensor 41 can be easily determined through the step S9. In the airbag actuation control, the collision determination thresholds C1 and C3 in the low vehicle speed range where the impact of the vehicle collision is relatively low are set to be smaller than the collision determination thresholds C2 and C4 in the high vehicle speed range. It is possible to improve the accuracy of collision determination during low-speed traveling and prevent the collision determination from being delayed.

As described in the air bag operation permission control of FIG. 5, the ABS control unit 30 estimates that the vehicle has collided, and the airbag control unit 40 is set to "H" only when the possibility of the collision is high. Since it is configured to output the operation permission signal Va of the "level" to permit the operation, it is possible to surely prevent the airbag control unit 40 from malfunctioning due to the influence of noise or the like to malfunction the airbag device. it can. Further, in the control of FIG. 5, the operation permission determination threshold value C5 in the low vehicle speed range is set lower than the operation permission determination threshold value C6 in the high vehicle speed range. Therefore, it is possible to prevent the delay of the operation permission determination.

Further, as described in the collision judgment threshold value changing control of FIG. 6, the ABS in the ABS CPU 50 is changed.
The control information of the control is supplied to the A / B CPU 70, and according to the control information, the collision determination threshold values C1, C2, C3, C
4 is changed, the control information of the ABS control is effectively used to prevent malfunction of the airbag device, to make the airbag device easy to operate, to make it difficult to operate, and to improve the reliability of the airbag device. It can be raised. AB
While the S control is being executed, the vehicle speed is also decreasing during deceleration, and there is a high possibility that a collision will be avoided.
2, C3, C4 are increased to make it difficult to operate the airbag device, or ABS control is started by a collision of the vehicle. , C3, C4 can be lowered to facilitate the operation of the airbag device.

Since noise is apt to be included in the detection signal of the G sensor 41 during traveling on a rough road, noise can be reduced by changing the collision determination threshold values C1, C2, C3, C4 to a high value during traveling on a rough road. It is possible to prevent the malfunction of the airbag device due to this. If the ABS control is started while the vehicle is traveling on a high μ road, the deceleration of the vehicle body increases, and the airbag device easily malfunctions. Therefore, the collision determination threshold value C1,
By largely changing C2, C3 and C4, malfunction of the airbag device can be prevented. Then, when the vehicle spin occurs, the collision determination threshold values C1, C2, C3, C4 are changed to be significantly low, so that the airbag device can be easily operated and the safety can be improved.

Further, the acceleration / deceleration control information obtained from the detection signal of the G sensor 41 is transferred from the A / B CPU 70 to the ABS CPU.
The control information of the airbag control is effective because it can be supplied to 50 to correct or correct the bad road determination, the front and rear acceleration / deceleration of the vehicle for calculating the road surface μ, and the road surface μ. By utilizing this, it is possible to improve the reliability of the control information of the ABS control and the reliability of the ABS control.

Next, a modification of the G sensor 41 for detecting the vehicle longitudinal acceleration / deceleration acting on the vehicle body will be described with reference to FIGS.
This will be described with reference to FIG. As shown in FIG.
In order to detect the acceleration / deceleration required by the S control unit 30, a high-sensitivity G sensor capable of detecting the acceleration / deceleration from 0 to ± 5 G with high sensitivity is required, and also required by the A / B control unit 40. In order to detect the acceleration / deceleration
A low-sensitivity G sensor capable of detecting acceleration / deceleration in the range of ± 30G or ± 5G to ± 30G with low sensitivity is required. Note that FIG.
The vertical axis indicates the output voltage Vs of the G sensor. The following four types of low-high-sensitivity G sensors having both the functions of the high-sensitivity G sensor and the functions of the low-sensitivity G sensor are considered, and the detection signal detected by the low-sensitivity G sensor is A /
The B control unit 40 may be configured to supply the ABS control unit 30, and the control information of the acceleration / deceleration from 0 to ± 5 G may be configured to be applied to the ABS control.

1] As shown in FIG. 9, this low and high sensitivity G
In the sensor 41A, a substantially cross-shaped accommodating chamber 101 is formed in a metal case 100, and a metal weight 102 and an elastic metal plate 103 integrated with the weight 102 are formed inside the accommodating chamber 101 at the base end. An elastic metal plate 103 fixed to the lower wall of 100 and oil are accommodated. The accommodating chamber 101 is composed of a central chamber 101a, and a front chamber 101b and a rear chamber 101c which are respectively connected to the front and rear ends of the upper portion thereof, and a weight 102 is inserted into the front chamber 101b and the rear chamber 101c with a small gap. It is configured to be possible. On the surface of the base of the elastic metal plate 103, a detector 10 made of a piezo element is provided.
A detector composed of 4 or a strain gauge is attached, and a lead wire 105 extending from the detector 104 is led to the outside.

When an acceleration / deceleration of 0 to ± 5 G is applied, the weight 102 oscillates in the central chamber 101a, and the high sensitivity G
Functions as a sensor. Further, when the acceleration / deceleration of ± 5 G or more acts, the weight 102 moves the front chamber 101b or the rear chamber 1
01c, but at that time, the weight 102 and the front chamber 10
Since the resistance force acts on the weight 102 due to the orifice action of the gap between the chamber walls of the rear chamber part 1b or the rear chamber part 101c, it functions as a low-sensitivity G sensor. Therefore, this low and high sensitivity G sensor 41A
The operating characteristics of are as shown in FIG.

2] As shown in FIG. 10, in the low and high sensitivity G sensor 41B, a rectangular parallelepiped accommodating chamber 111 is formed in a metal case 110, and the accommodating chamber 111 is formed.
Inside, a metal weight 112 and an elastic metal plate 1 integrated with the weight 112 are provided.
13, an elastic metal plate 113 fixed to the lower wall of the case 110 at the base end and an electrorheological fluid are stored. A control box 114 and a PNP transistor 115 for switching are provided so that a predetermined voltage can be applied to the electrorheological fluid. The collector of the transistor 115 is connected to the elastic metal plate 113 by a lead wire 116. The power supply voltage Vd is supplied to the emitter of 115, the case 110 is grounded, and the base of the transistor 115 is the control box 11.
4 is connected. A detector 117 made of a piezo element or a detector made of a strain gauge is attached to the base surface of the elastic metal plate 113, and a lead wire 118 extending from the detector 117 is led to the outside.

If the transistor 115 is turned off without outputting a control signal to the base of the transistor 115, a voltage is not applied to the electrorheological fluid and the viscosity thereof becomes low. It functions as a high-sensitivity G sensor, and outputs a control signal from the control box 114 to the base of the transistor 115,
When the transistor 115 is turned on and the power supply voltage Vd is applied to the electrorheological fluid, its viscosity increases,
The low and high sensitivity G sensor 41B functions as a low sensitivity G sensor.

3] As shown in FIG. 11, in the low and high sensitivity G sensor 41C, a rectangular parallelepiped accommodating chamber 121 is formed in a metal case 120.
Inside, a metal weight 122 and an elastic metal plate 1 integrated therewith
23, an elastic metal plate 123 fixed to the lower wall of the case 120 at the base end, and a pair of front and rear attached to the wall of the case 120 on both front and rear sides of the weight 122 so as to oppose the weight 122. The springs 124 and 125 are accommodated. A detector 126 made of a piezo element or a detector made of a strain gauge is attached to the base surface of the elastic metal plate 123, and a lead wire extending from the detector 126 is led to the outside. When the acceleration / deceleration from 0 to ± 5 G is applied, the weight 122 causes the springs 124 and 125 to
It functions as a high-sensitivity G sensor because it swings without coming into contact with, but when an acceleration / deceleration of ± 5 G or more acts,
Since the weight 122 swings against the springs 124 and 125, it functions as a low-sensitivity G sensor. Therefore, the operating characteristics of the low and high sensitivity G sensor 41C are as shown in FIG.

4] As shown in FIG. 12, in this low and high sensitivity G sensor 41D, a metal case 130 is used.
A rectangular parallelepiped accommodating chamber 131 is formed in the accommodating chamber 1.
A metal weight 132 and an elastic metal plate 133 which is integrated with the weight 132 and which is fixed to the lower wall portion of the case 130 at the base end are housed in the housing 31. Regarding the elastic metal plate 133, the thickness of the metal plate lower part 133a is formed sufficiently thicker than the thickness of the metal plate upper part 133b, and the detector 134 including a piezo element is formed on the front surface or the rear surface of the metal plate lower part 133a. A detector made of a strain gauge is attached, and a lead wire 135 extending from the detector 134 is led to the outside.

On the front surface or the rear surface of the upper part 133b of the metal plate,
A detector 136 made of a piezo element or a detector made of a strain gauge is attached, and a lead wire 137 extending from the detector 136 is led to the outside. Therefore, 0-
Acceleration / deceleration up to ± 5 G can be detected with high sensitivity by the detector 136, and acceleration / deceleration over ± 5 G can be detected with low sensitivity by the detector 134. However, 0-
When detecting acceleration / deceleration up to ± 5 G, the detector 136
Is corrected by the detection signal of the detector 134 to obtain ± 5
When detecting an acceleration / deceleration of G or more, the detection signal of the detector 134 may be corrected by the detection signal of the detector 136.

In the above embodiment, the case where the anti-skid brake device is applied as the slip control device has been described as an example, but as the slip control device, the traction may be used together with the anti-skid brake device or instead of the anti-skid brake device. It is needless to say that the present invention can be similarly applied to an integrated control device for a vehicle when the control device is applied.

[Brief description of drawings]

FIG. 1 is a configuration diagram of a vehicle anti-skid brake device and an airbag device according to an embodiment of the present invention.

FIG. 2 is a circuit diagram of a hydraulic unit of the anti-skid brake device.

FIG. 3 is a configuration diagram of an ABS control unit and an airbag control unit.

FIG. 4 is a flowchart of a routine for airbag control.

FIG. 5 is a flowchart of a routine of airbag activation permission control.

FIG. 6 is a flowchart of a collision determination threshold value change control routine.

FIG. 7 is a flowchart of a routine of ABS control information calculation processing.

FIG. 8 is a characteristic diagram of a low and high sensitivity G sensor according to another embodiment.

FIG. 9 is a cross-sectional view of a low and high sensitivity G sensor according to a first another example.

FIG. 10 is a sectional view of a low and high sensitivity G sensor according to a second embodiment.

FIG. 11 is a sectional view of a low and high sensitivity G sensor according to a third embodiment.

FIG. 12 is a cross-sectional view of a low and high sensitivity G sensor according to a fourth example.

[Explanation of symbols]

 30 ABS control unit 31 to 34 Wheel speed sensor 40 Air bag control unit 41 G sensor 41A to 41D Low and high sensitivity G sensor 50 ABS CPU 51 Memory 55 AND gate 70 A / B CPU 71 Memory 80 AND gate

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Ryuzo Tsuruhara 3-1, Shinchi Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (72) Inventor Ken Murai 3-1-1 Shinchu, Fuchu-cho, Hiroshima Prefecture Mazda Corporation (72) Inventor Koji Jihara 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Motor Corporation

Claims (7)

[Claims] 1. A vehicle equipped with a slip control device that controls a driving force or a braking force so as to suppress an excessive slip of the vehicle, and an airbag device that protects an occupant by deploying an airbag in the event of a vehicle collision. The slip control unit of the slip control device and the airbag control unit of the airbag device are connected to each other so that signals can be exchanged between them, and the airbag control unit receives control information used for slip control from the slip control unit. An integrated control device for a vehicle, comprising threshold change means for receiving and changing an operation determination threshold of an airbag device. 2. The control information is information indicating that the slip control section is executing anti-skid brake control, and the threshold value changing means determines the operation while the anti-skid brake control is being executed. The integrated control device for a vehicle according to claim 1, wherein the integrated control device is configured to change the threshold value to a high value. 3. The control information is information indicating that the slip control section is executing anti-skid brake control, and the threshold value changing means determines the operation while the anti-skid brake control is being executed. The integrated control device for a vehicle according to claim 1, wherein the integrated control device is configured to change the threshold value to a low value. 4. The control information is information as to whether or not the road surface on which the vehicle is running is a bad road, and the threshold value changing means is configured to change the operation determination threshold value to a high value when the vehicle is running on a bad road. The integrated control device for a vehicle according to claim 1, wherein: 5. The control information is information on a friction coefficient of a road surface on which the vehicle is traveling, and the threshold value changing means is configured to change the operation determination threshold value to a high value on a high friction road surface. The integrated control device for a vehicle according to claim 1. 6. The control information is information regarding whether or not a vehicle spin occurs, and the threshold value changing unit is configured to change the operation determination threshold value to a low value when a spin occurs. The integrated control device for a vehicle according to claim 1. 7. A vehicle equipped with a slip control device that controls a driving force or a braking force so as to suppress an excessive slip of the vehicle, and an airbag device that protects an occupant by deploying an airbag in the event of a vehicle collision. The slip control unit of the slip control device and the airbag control unit of the airbag device are connected to each other so that signals can be exchanged, and the slip control unit is used by the airbag control unit to control the airbag device. An integrated control device for a vehicle, comprising control information changing means for receiving control information and changing control information for slip control.