JPH10287203A - Control device of occupant protecting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To protect an occupant in the collision of a vehicle by increasing the output of an operating means for operating an occupant protecting device when the measured time is shorter than a prescribed time, compared with when the measured time is longer than the prescribed time. SOLUTION: It is judged that a satellite sensor 30A or satellite sensor 30B is ON or not is judged. Namely, a CPU 22 judges whether an ON signal is inputted through an I/O circuit 24 by ON of either one of the satellite sensors 30A, 30B. When YES is judged, a timer is started. Namely, the timer is started in order to measure the time until the value calculated in an arithmetic part on the basis of the acceleration signal from a floor sensor 32 is judged as a collision in an collision judging part, and a drive signal is outputted to a drive circuit 34 through the I/O circuit 24.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an occupant protection device for controlling the operation of an occupant protection device for protecting an occupant in the event of a vehicle collision.

[0002]

2. Description of the Related Art Conventionally, an airbag device is mounted on a vehicle to protect an occupant in the event of a vehicle collision. Some airbag devices include two inflators to prevent a rapid rise in the internal pressure of the bag, and operate the two inflators with a certain time difference when the airbag is activated (Japanese Patent Laid-Open No. Hei. No. 310143).

[0003]

However, the above-described airbag apparatus is not limited to the magnitude of the collision impact.
Since the two inflators are operated when the airbag device is operated, it cannot be said that the optimal control regarding the deployment control of the airbag is performed.

An object of the present invention is to provide a control device for an occupant protection device that controls the operation of the occupant protection device to effectively protect the occupant when the occupant protection device is operated.

[0005]

According to a first aspect of the present invention, there is provided a control system for an occupant protection system, which comprises:
What is claimed is: 1. A control device for an occupant protection device for controlling the operation of an occupant protection device mounted on a vehicle, comprising: a satellite sensor for detecting whether or not an impact greater than a predetermined reference value is applied to the vehicle; Measuring means for measuring the time from when the sensor detects that an impact equal to or more than a predetermined reference value is applied to the vehicle until outputting a start signal to the occupant protection device; and time measured by the measuring means. Output control means for setting the output of the operating means for operating the occupant protection device to be larger when the measured time is shorter than the predetermined time than when the measured time is longer than the predetermined time. It is characterized by.

According to the control device of the occupant protection device according to the first aspect, when the impact of the collision is large, the time measured by the measuring means becomes shorter than the predetermined time.
The output of the operating means for operating the occupant protection device is set to be large by the output control means. Therefore, since the occupant protection device operates at a high output, the bag is instantly inflated and the occupant can be reliably restrained.

According to a second aspect of the present invention, there is provided a control device for an occupant protection device, wherein the measurement means of the occupant protection device has a plurality of satellite sensors when the plurality of satellite sensors are provided. And measuring the time from when it is detected that an impact equal to or more than a predetermined reference value is applied to the vehicle to when the start signal is output to the occupant protection device.

According to the control device of the occupant protection system according to the second aspect, the magnitude of the collision impact can be accurately determined even when there are a plurality of satellite sensors. The output of the operating means for operating the occupant protection device by the output control means is large. Therefore, since the occupant protection device operates at a high output, the bag is instantly inflated and the occupant can be reliably restrained.

According to a third aspect of the present invention, there is provided a control apparatus for an occupant protection apparatus according to the first or second aspect, wherein the vehicle collides irregularly with the collision object. Irregular collision detection means for detecting that the vehicle has been hit, and when the irregular collision detection means detects an irregular collision of the vehicle, the irregular collision detection means compares the predetermined time with the irregular collision of the vehicle. And a predetermined time changing means for lengthening the time.

According to the occupant protection device control device of the third aspect, it is not necessary to increase the output of the operating means for activating the occupant protection device more sensitively in the case of an irregular collision than in the case of a frontal collision. Therefore, when an irregular collision is detected by the irregular collision detection means, by increasing the predetermined time compared to the head-on collision, it is possible to prevent the output of the operation means for activating the occupant protection device from being excessively large. can do. The irregular collision is a concept including a case where the vehicle collides obliquely with the collision target, a case where the vehicle collides with an offset, and the like.

According to a fourth aspect of the present invention, there is provided the control device for the occupant protection device, wherein the occupant protection device has at least two satellite sensors, and the irregular collision detecting means includes the satellite. From one of the sensors until one satellite sensor detects that the vehicle has an impact of a predetermined reference value or more, and the other satellite sensor detects that the vehicle has an impact of a predetermined reference value or more. When the time is longer than the reference time, an irregular collision of the vehicle is detected.

According to the control device of the occupant protection system according to the fourth aspect, after one of the satellite sensors detects that an impact of a predetermined reference value or more is applied to the vehicle, the other satellite sensor applies a predetermined value to the vehicle. If the time until it is detected that an impact equal to or more than the reference value has been applied is longer than the reference time, it is determined that the collision of the vehicle is an irregular collision. By increasing the length, it is possible to prevent an excessive increase in the output of the operating means for activating the occupant protection device.

According to a fifth aspect of the present invention, there is provided an occupant protection device for controlling operation of a plurality of occupant protection devices mounted on a vehicle when the vehicle collides with a collision object. Control device, at least two satellite sensors for detecting whether or not an impact greater than or equal to a predetermined reference value has been applied to the vehicle, and a plurality of operating means for operating each of the plurality of occupant protection devices, Measuring means for measuring a time from when the satellite sensor detects that an impact equal to or more than a predetermined reference value is applied to the vehicle to when a start signal is output to the plurality of occupant protection devices, and the satellite sensor After one of the sensors detects that an impact greater than the specified reference value has been applied to the vehicle, another satellite sensor has applied an impact greater than the specified reference value to the vehicle. According to the time difference detected and the time measured by the measuring unit, the occupant protection device installed on the side where the vehicle collides is operated among the operation units that operate the plurality of occupant protection devices. Output control means for setting the output of the operating means to be smaller than the output of the operating means for operating the occupant protection device installed on the side of the vehicle where the collision does not occur.

According to the control device of the occupant protection device according to the fifth aspect, the time difference and the measuring means when the ON signal is output from one of the satellite sensors and then the ON signal is output from the other satellite sensor. In accordance with the time measured by the vehicle, a judgment is made on the side where the collision of the vehicle has occurred, and in order to reduce the output of the operation means of the occupant protection device installed on the side where the collision occurred, the output of the operation means is set to the airbag. It is possible to obtain an optimal output according to the space in which the swelling occurs.

According to a sixth aspect of the present invention, there is provided a control device for an occupant protection device for controlling operation of an occupant protection device mounted on a vehicle when the vehicle collides with a collision object. An apparatus, wherein a satellite sensor for detecting whether or not an impact of a predetermined reference value or more is applied to the vehicle, and that a shock of a predetermined reference value or more is applied to the vehicle is not detected by the satellite sensor. In the case, when the collision of the vehicle is determined, the determining means for determining the time from the start of the collision of the vehicle to the operation of the occupant protection device; and When it is determined that the time until the operation is long, the output control means for reducing the output of the operating means for operating the occupant protection device is smaller than when it is determined that the time is short. Characterized in that it comprises and.

According to the control device of the occupant protection device of the present invention, when the time from the start of the vehicle collision to the activation of the occupant protection device is determined to be long by the determination means,
In order to reduce the output of the operating means for operating the occupant protection device by the output control means as compared with the case where it is determined to be short, the output of the operating means for operating the occupant protection device in accordance with the type of collision is appropriate. It can be.

According to a seventh aspect of the present invention, there is provided a control device for an occupant protection device, wherein the satellite sensor of the occupant protection device according to the sixth aspect applies an impact to the vehicle that is equal to or greater than a predetermined reference value. When it is detected, the output control means reduces the output of the operating means for operating the occupant protection device.

According to the control device of the occupant protection device of the present invention, when the satellite sensor detects that an impact of a predetermined reference value or more is applied to the vehicle,
Since the output control means reduces the output of the operating means for operating the occupant protection device, the output of the operating means for operating the occupant protection device can be made more appropriate according to the type of collision.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A control device for an occupant protection system according to a first embodiment of the present invention will be described below with reference to FIGS.

As shown in FIG. 1, the control device 2 of the airbag device controls the operation of the airbag device 36. The control device 2 mainly includes a control circuit 20, a satellite sensor 3
0A and 30B, a floor sensor 32, and a drive circuit 34.

Of these, the satellite sensors 30A, 30
B is generally provided at the front of the vehicle, and is a sensor for detecting whether or not an impact greater than a predetermined reference value has been applied to the vehicle. When a deceleration equal to or more than the reference value is applied, an internal switch is turned on and an ON signal is output. The floor sensor 32 is a so-called acceleration sensor for measuring an impact applied to the vehicle and transmitted through the vehicle body. Specifically, the floor sensor 32 measures a deceleration applied to the vehicle in the front-rear direction at any time, The measured value is output as a signal.

The control circuit 20 includes a central processing unit (CPU)
22, an input / output circuit (I / O circuit) 24, a read only memory (ROM) 26, a random access memory 28, and the like, and each component is connected by a bus. Among them, the CPU 22 performs various processing operations for controlling the operation of the airbag device 36 according to a program stored in the ROM 26 and the like. The RAM 28 stores data obtained from signals from the satellite sensors 30A and 30B and the floor sensor 32 and a CPU based on the data.
Reference numeral 22 denotes a memory for storing the result of the operation and the like. Further, the I / O circuit 24 includes a satellite sensor 30
A, 30B, a circuit for inputting signals from the floor sensor 32, outputting an operation signal to the drive circuit 34, and the like.

In addition, the CPU 22 executes the floor sensor 32 according to the above-described program and the like, as described later.
An operation control unit 40 that compares a value obtained based on the detection result with a predetermined threshold value and controls the operation of the airbag device 36 based on the comparison result, and a satellite sensor 30
A and 30B function as a threshold change pattern changing unit 42 that changes the threshold change pattern to another change pattern when it is detected that an impact equal to or more than a predetermined reference value is applied.

The drive circuit 34 is a circuit for energizing and igniting the squibs 38A, 38B of the inflators 36A, 36B in the airbag device 36 according to an operation signal from the control circuit 20.

Further, the airbag device 36 includes squibs 38A, 38B in addition to the squibs 38A, 38B serving as ignition devices.
A gas generating agent (not shown) ignited by 8B and a bag 36a (see FIG. 3) expanded by generated gas are provided.

Of these components, the control circuit 20
The floor sensor 32 and the drive circuit 34 are housed in an ECU (electronic control unit) 44 shown in FIGS.
It is mounted on a floor tunnel 48 in the approximate center of 6. Further, the satellite sensor 30A is connected to the ECU
The satellite sensor 30B is disposed in front of the vehicle 46 diagonally forward left with respect to the floor sensor 32. The satellite sensor 30B is disposed in front of the vehicle 46 diagonally forward right with respect to the floor sensor 32 in 44. .

Next, the operation control of the airbag device performed by the CPU 22 will be described. As shown in FIG. 4, the operation control unit 40 in the CPU 22 includes a calculation unit 58 and a collision determination unit 60. As described above, the floor sensor 32 measures the deceleration G applied to the vehicle 46 in the front-rear direction as needed, and outputs the measured value G as a signal. The operation unit 58 of the operation control unit 40 includes the floor sensor 32
A predetermined calculation is performed on the measured value G output from
Find (G).

The calculated value f (G) is a speed (that is, a value obtained by integrating the deceleration G once with respect to time).
A moving distance (that is, a value obtained by integrating the deceleration G twice with respect to time), a moving average (that is, a value obtained by integrating the deceleration G for a fixed time), a specific frequency of the deceleration G, , Or a combined component of vectors representing the deceleration G in the front-rear direction and the left-right direction of the vehicle, and the like. Further, the deceleration G itself (ie, the calculated value f (G))
The measured value G itself) may be used. In this case, it can be considered that an operation of multiplying the measured value G by “1” as a coefficient is performed.

Next, the collision determination unit 60 of the operation control unit 40
Compares the calculated value f (G) obtained by the calculation unit 58 with the threshold value T. At this time, the threshold value T is not a fixed value but a value that changes according to the speed v of an object (for example, an occupant or the like) within the vehicle 46 that is determined not to be fixed.

Here, the speed v of an object in the vehicle 46 which is determined not to be fixed (hereinafter referred to as a non-fixed object) is a value obtained by integrating the deceleration G once with respect to time t. . That is, when the deceleration G is applied to the vehicle moving forward, the non-fixed object in the vehicle is pulled forward by the inertial force and accelerates forward with respect to the vehicle. At this time, the relative speed v of the non-fixed object with respect to the vehicle is calculated from the deceleration G by the above-described calculation unit 58 using a calculation value f (G)
When asked for, is also required.

FIG. 5 is a characteristic diagram showing an example of a change in the deceleration G and the speed v of the non-fixed object with respect to the time t, and an example of a change of the calculated value f (G) with the speed v. 5A shows a change in the deceleration G, FIG. 5B shows a change in the speed v, and FIG. 5C shows a change in the calculated value f (G). 5A and 5B, the vertical axis represents the deceleration G and the speed v, respectively, and the horizontal axis represents the time t.
Also, in FIG. 5C, the vertical axis indicates the calculated value f (G), and the horizontal axis indicates the speed v.

In the example shown in FIG. 5, the deceleration G changes drastically with time, but the speed v obtained by integrating the deceleration G once increases monotonically with time. I have. The calculated value f (G) obtained by the predetermined calculation from the deceleration G changes as shown in FIG. 5C with respect to the change of the speed v shown in FIG. 5B.

FIG. 6 is a characteristic diagram showing an example of a change pattern of the threshold value T used in the first embodiment with respect to the speed v of the non-fixed object. In FIG. 6, the vertical axis represents the operation value f (G) obtained by the operation unit 58, and the horizontal axis represents the speed v of the non-fixed object in the vehicle. FIG.
As shown in (a) and (b), the threshold value T changes according to the speed v of the non-fixed object in the vehicle. FIG. 6 (a)
The difference between (b) and (b) will be described later.

In the collision judging section 60, FIG.
A change pattern of the threshold value T with respect to the speed v as shown in FIG. Then, the collision determination unit 60 obtains a threshold value T corresponding to the speed v obtained by the calculation unit 58 from the change pattern, and sets the threshold value T to the calculation value f (G) similarly obtained by the calculation unit 58. Compare large and small. As a result of the comparison, if the calculated value f (G) exceeds the threshold value T, the collision determination unit 60 determines that a collision has occurred.

On the other hand, the satellite sensors 30A, 30B
As described above, when a deceleration greater than or equal to a predetermined reference value is applied to the vehicle 46, the internal switch is turned on,
Outputs ON signal. Here, the above-mentioned reference value is set when the impact applied to the vehicle 46 to the extent that the airbag device 36 is not activated by a head-on collision is applied, that is, 10 km / h to 10 km / h.
During a head-on collision at a low speed of 20 km or when the vehicle 46 is traveling on a rough road, the satellite sensors 30A and 30A
The value is set to a value larger than the value of the impact detected at the location of B. For this reason, the satellite sensor 3
0 means that the internal switch is turned on when the vehicle 46 is subjected to an impact that is not enough to activate the airbag device 36 even when a head-on collision occurs, or when the vehicle 46 is traveling on a rough road. There is no.

However, in other cases (for example, when an irregular collision including a medium-speed or high-speed oblique collision other than a low-speed head-on collision or an offset collision occurs), the collision is larger than the low-speed head-on collision. Impact is satellite sensor 30
A, 30B, the internal switch is turned on, and the satellite sensors 30A, 30B can output an ON signal. On the other hand, the satellite sensors 30A and 30B do not output an ON signal at the time of an irregular collision at a low speed which is not enough to activate the airbag.

Next, a description will be given of how the threshold value change pattern is changed based on the ON signals output from the satellite sensors 30A and 30B. Satellite sensor 30A,
The ON signal output from 30B is input to the threshold change pattern changing unit 42 as shown in FIG. The threshold change pattern changing unit 42 changes the change pattern of the threshold T with respect to the speed v to another change pattern according to the ON signals from the satellite sensors 30A and 30B. Specifically, the threshold value change pattern changing unit 42 outputs the satellite sensor 30A
Alternatively, when it is detected that an ON signal is input from the satellite sensor 30B, the change pattern of the threshold value T provided in the collision determination unit 60 is changed from the change pattern shown in FIG.
Change to the change pattern shown in (b).

6A and 6B, C1 to C4
Is a curve showing the change of the calculated value f (G) with respect to the speed v of the non-fixed object. Among them, C1 is a calculated value f when an impact is applied to the vehicle 46 to such an extent that the airbag device 36 is not activated by a low-speed head-on collision.
(G) is a curve showing an example of a change. C2 is a calculated value f when an impact is applied to the vehicle 46 to a degree that does not affect the activation of the airbag device 36 due to a low-speed irregular collision.
(G) is a curve showing an example of the change, C3, C
Numeral 4 is a curve showing an example of a change in the calculated value f (G) obtained during running on a rough road. Here, when the vehicle 46 is traveling on a bad road, it is natural that the vehicle does not need to drive the airbag device 36, so that any of the curves C <b> 1 to C <b> 4 does not need to start the airbag device 36. Of the calculated value f (G) with respect to the speed v.

Therefore, the threshold value T used for determining the operation of the airbag device 36 (ie, comparing the magnitude with the calculated value f (G)) is set to a value larger than any of the curves C1 to C4. There is a need. However, even if it is set to a value larger than these curves, it is better to set the value as small as possible in order to determine the operation of the airbag device 36 early. For this reason, when obtaining the change pattern of the threshold value T in FIG. 6A, first, a plurality of curves indicating the change of the calculated value f (G) when the airbag device 36 does not need to be activated as described above are obtained. Draw and then try to get a pattern that is larger in value than these curves, but as close as possible to these curves. Specifically, the envelopes of the plurality of curves are obtained, and are obtained as a change pattern of the threshold T.

On the other hand, as described above, the satellite sensors 30A and 30B are used when the vehicle 46 is impacted by a low-speed head-on collision to such an extent that the airbag device 36 is not activated, or when the vehicle 46 is traveling on a rough road. In this case, no ON signal is output, so that the fact that the satellite sensors 30A and 30B output the ON signal corresponds to other cases.

Therefore, after the satellite sensor 30 outputs the ON signal, all these two cases can be excluded from consideration. In order to obtain the change pattern of the threshold value T shown in FIG. 6B, a low-speed head-on collision as shown by the curve C1 applies an impact that is not enough to activate the airbag device 36, or a curve C3. , C4, the change pattern is obtained by excluding all cases where the vehicle 46 is traveling on a rough road. More specifically, first, a plurality of curves, such as a curve C2, showing changes in the calculated value f (G) when a low-speed irregular collision gives an impact that is not enough to activate the airbag device are drawn. rear,
As in the case of FIG. 6A, the value is larger than these curves, but a pattern that is as close as possible to these curves is obtained. More specifically, an envelope of the plurality of curves is obtained, and is used as a threshold T change pattern.

In general, the floor sensor 32 detects the impact (ie, the deceleration G) in the case of a frontal collision in a predetermined time after the collision (ie, in the initial stage of the collision) as compared with the other collisions. ) Easy to detect. In addition, it is relatively easy to detect an impact even on a rough road. Therefore, in the case of a collision other than a head-on collision, the calculated value obtained from the detection result of the floor sensor 32 (that is, the curve C2) is the calculated value in the case of a head-on collision or traveling on a rough road (that is, the curve C1, C3, C4), the value becomes smaller as a whole. Therefore, as for the change pattern of the threshold value T, the value of the change pattern shown in FIG. 6B is smaller than that of the change pattern shown in FIG.

Therefore, the collision judging section 60 of the operation control section 40
Is to compare the calculated value f (G) with the calculated value f (G) based on the threshold value T obtained from the change pattern of the threshold value T shown in FIG. 6A until the satellite sensor 30A or 30B outputs the ON signal. However, after the satellite sensor 30A or 30B outputs the ON signal, the magnitude is compared with the calculated value f (G) based on the threshold value obtained from the change pattern of the threshold value T shown in FIG. Become.

FIG. 7 shows an airbag device 3 caused by a vehicle collision.
6 when a shock that needs to start the motor 6 is applied
FIG. 7 is a characteristic diagram showing a change with respect to a speed v in (G) in comparison with a change pattern of a threshold value T shown in FIG. 6. In FIG. 7, the vertical axis represents the operation value f obtained by the operation unit 58.
(G), and the horizontal axis is the velocity v of the non-fixed object in the vehicle.

7 (a) and 7 (b), d is a curve showing the change of the calculated value f (G) when the same impact is applied, and FIG. 7 (a) shows the curve of FIG. 6 (a). The curve d is shown in comparison with the change pattern of the threshold T shown in FIG.
6B shows a curve d in comparison with the change pattern of the threshold T shown in FIG. 6B.

When the change pattern shown in FIG. 6A is used as the threshold value T, as shown in FIG.
Is the calculated value f (G) when the speed v of the non-fixed object is v1.
Exceeds the threshold value T, and the airbag device is activated. However, when the change pattern shown in FIG.
Since the threshold value T is smaller as a whole than in the case of FIG. 6A, as shown in FIG. 7B, the curve d indicates that when the speed v of the non-fixed object is v2 smaller than the speed v1, Operation value f
(G) exceeds the threshold T, and the airbag device is activated.

Next, the operation control of the airbag device will be described with reference to the flowchart shown in FIG.

First, it is determined whether or not the satellite sensor 30A or the satellite sensor 30B is turned on (step 10). That is, the CPU 22 operates the satellite sensor 30
A or 30B is turned on, the ON signal becomes I
It is determined whether or not the input has been made via the / O circuit 24.
If YES is determined here, the timer is started (step 11). That is, the value calculated by the calculation unit 58 based on the acceleration signal from the floor sensor 32 is determined to be a collision by the collision determination unit 60, and the I / O circuit 24
Until a drive signal is output to the drive circuit 34 through (hereinafter, a drive signal is output by the collision determination unit 60,
The timer is started to measure the time.
Further, as described above, in the threshold pattern changing unit 42,
The threshold pattern is changed from the threshold pattern of FIG.
Change to the threshold pattern of (b) (step 12).

Next, it is determined whether or not a collision has occurred with the vehicle 46 by the collision determining unit 60 (step 13). That is, as described above, in the collision determination unit 60, the calculation unit 5
A threshold value T corresponding to the speed v obtained in step 8 is obtained, and the threshold value T is compared with the calculated value f (G) also obtained in the calculation unit 58 in magnitude. As a result of the comparison, if the calculated value f (G) does not exceed the threshold T, the collision determination unit 60 determines that no collision has occurred in the vehicle (step 14), and does not operate the airbag device 36. (Step 15).

On the other hand, if the calculated value f (G) exceeds the threshold value T, the collision judging section 60 judges that a collision has occurred in the vehicle (step 14), and refers to the timer to check the satellite sensor 30A or 30B. A predetermined period of time (for example, 20 m) from when the (satellite sensor that was previously turned on) is turned on until the drive signal is output by the collision determination unit 60.
s) It is determined whether or not it is equal to or greater than (step 16).
If the time from when the satellite sensor 30A or 30B is turned on until the drive signal is output by the collision determination unit 60 is a predetermined time or more, the impact of the collision is absorbed by deformation of the front part of the vehicle, The airbag device 36 is operated with a low output because the impact reduced by the absorption is exerted on the occupant (step 17). That is, the drive circuit 34
Operates the inflator 36 to activate the airbag device 36.
Only the squib 38A of A is energized to ignite a gas generating agent (not shown) with the squib 38A, and the airbag 36a is inflated with a small amount of gas.

On the other hand, the satellite sensor 30A or 30B
When the time from when is turned on until the drive signal is output by the collision determination unit 60 is less than or equal to a predetermined time, the impact of the collision is large and the airbag device 36
Is operated at high output (step 18). That is, the drive circuit 34 energizes the squib 38A of the inflator 36A and the squib 38B of the inflator 36B to activate the airbag device 36, ignites a gas generating agent (not shown) with the squibs 38A and 38B, and generates a large amount of gas. The airbag 36a is inflated.

The satellite sensors 30A and 30B
When the drive signal is output by the collision determination unit 60 in a state where none of the airbags are turned on, the timer is not started, but the airbag device 36 is operated at a low output as a collision such as a pole collision. (Step 18).

Therefore, according to the control device for the airbag device according to the first embodiment, the output of the airbag device is changed according to the magnitude of the impact at the time of the vehicle collision, so that the occupant is appropriately restrained. be able to.

Next, a control device for an airbag device according to a second embodiment of the present invention will be described with reference to FIGS. Note that the control device for the airbag device according to the second embodiment has substantially the same configuration as the control device for the airbag device according to the first embodiment. The description will be made using the reference numerals assigned to the respective components of the control device 20 of the airbag device according to the embodiment (see FIG. 1).

Next, the operation control of the airbag device will be described with reference to the flowchart shown in FIG.

First, it is determined whether or not the satellite sensor 30A or the satellite sensor 30B is turned on (step 20). That is, the CPU 22 operates the satellite sensor 30
A or 30B is turned on, the ON signal becomes I
It is determined whether or not the input has been made via the / O circuit 24.

If the determination is YES, the timer is started (step 21). That is, the collision determination unit 6
A timer is started to measure the time until the drive signal is output by 0 and the time until the satellite sensor 30B or the satellite sensor 30A (the satellite sensor to be turned on later) is turned on. In addition, as described above, the threshold pattern is changed by the threshold pattern changing unit 42 in FIG.
The threshold pattern of FIG. 6A is changed to the threshold pattern of FIG. 6B (step 22).

Next, it is determined whether or not a collision has occurred with the vehicle 46 by the collision determining unit 60 (step 23). That is, as described above, in the collision determination unit 60, the calculation unit 5
A threshold value T corresponding to the speed v obtained in step 8 is obtained, and the threshold value T is compared with the calculated value f (G) also obtained in the calculation unit 58 in magnitude. As a result of the comparison, if the calculated value f (G) does not exceed the threshold T, the collision determination unit 60 determines that no collision has occurred in the vehicle (step 24), and does not operate the airbag device 36. . On the other hand, if the calculated value f (G) exceeds the threshold value T, the collision determination unit 60 determines that a collision has occurred in the vehicle (step 24) and proceeds to step 26.

Next, whether the collision of the vehicle 46 is a head-on collision in which the entire front portion of the vehicle 46 collides with the collision object 70 as shown in FIG. 10 or the collision object 7 as shown in FIG.
At 0, an irregular collision in which the front of the vehicle 46 collides irregularly (a slanting collision in which the front of the vehicle collides obliquely with the collision object, or any of the right and left of the front of the vehicle with respect to the collision object) (Including offset collision where the sides collide). That is, it is determined whether the satellite sensor B or the satellite sensor A is on (step 26). If the determination here is NO, the satellite sensor 30A,
Since the drive signal is output by the collision determination unit 60 in a state where only one of the vehicles 30B is turned on, it is determined that an irregular collision (an oblique collision, an offset collision, or the like) has occurred in the vehicle 46, and the process proceeds to step 29.

On the other hand, if YES is determined in step 26, since the satellite sensor 30B or 30A is on, the satellite sensor 30A or 30B is turned on by referring to the timer, and then the satellite sensor 30B or 30B is turned on. It is determined whether the time until 30A is turned on is equal to or less than a predetermined time (for example, 10 ms) (step 27). If it is determined that the predetermined time has elapsed, it is determined that an irregular collision has occurred in the vehicle 46, and the process proceeds to step 29.

If YES is determined in step 27, it is determined that a frontal collision has occurred with the vehicle 46, and the predetermined time serving as a reference when changing the output of the airbag is reduced (step 28). That is, a predetermined time (for example, 30 ms) serving as a reference for operating the airbag with high output in the case of an irregular collision is a predetermined time (for example, 30 ms) serving as a reference for operating the airbag with high output in the case of a frontal collision ( For example, it is reduced to 20 ms).

Next, by referring to the timer, it is determined whether or not the time from when the satellite sensor 30A or 30B is turned on until the drive signal is output by the collision determination section 60 is a predetermined time or more. Perform (step 29).
If the time from when the satellite sensor 30A or 30B is turned on until the drive signal is output by the collision determination unit 60 is equal to or longer than a predetermined time, the impact due to the collision of the vehicle 46 is caused by the deformation of the front part of the vehicle. The airbag device 36 is operated with a low output because the shock absorbed and reduced by the absorption is applied to the occupant (step 30). That is, the drive circuit 34 energizes only the squib 38A of the inflator 36A to activate the airbag device 36, ignites a gas generating agent (not shown) with the squib 38A, and inflates the airbag 36a with a small amount of gas.

On the other hand, the satellite sensor 30A or 30B
When the time from when is turned on until the drive signal is output by the collision determination unit 60 is less than or equal to a predetermined time, the impact of the collision is large and the airbag device 36
Is operated at high output (step 31). That is, the drive circuit 34 energizes the squib 38A of the inflator 36A and the squib 38B of the inflator 36B to activate the airbag device 36, ignites a gas generating agent (not shown) with the squibs 38A and 38B, and generates a large amount of gas. The airbag 36a is inflated.

The satellite sensors 30A and 30B
When the drive signal is output by the collision determination unit 60 in a state where none of the airbags are turned on, the timer is not started, but the airbag device 36 is operated at a low output as a collision such as a pole collision. (Step 31).

Therefore, according to the control device for an airbag device according to the second embodiment, when the collision that occurs in the vehicle is an irregular collision, the output of the inflator is more sensitively increased as in the case of a frontal collision. Therefore, the occupant can be appropriately restrained by changing the output of the airbag device depending on whether the collision is a head-on collision or an irregular collision.

Next, a control device for an airbag device according to a third embodiment of the present invention will be described with reference to FIGS. FIG. 12 is a block diagram of the control device 4 of the airbag device according to the third embodiment. The control device 4 of the airbag device controls the operation of the airbag device 36 on the driver's seat side and the operation of the airbag device 37 on the passenger's seat side. In other respects, the control device 2 of the airbag device according to the first embodiment has the same configuration as the control device 2 of the airbag device according to the first embodiment. Reference numerals are given to the respective components, and detailed description is omitted.

Next, the operation control of the airbag device will be described with reference to the flowchart shown in FIG. First, the satellite sensor 30A or the satellite sensor 30
It is determined whether or not B (the previously turned on satellite sensor) is turned on (step 40). That is, the CPU 22 determines whether or not one of the satellite sensors 30A and 30B has been turned on and an ON signal has been input via the I / O circuit 24.

If the determination is YES here, the timer is started (step 41). That is, the collision determination unit 6
A timer is started to measure the time until the drive signal is output by 0 and the time until the satellite sensor 30B or the satellite sensor 30A (the satellite sensor to be turned on later) is turned on. In addition, as described above, the threshold pattern is changed by the threshold pattern changing unit 42 in FIG.
The threshold pattern of FIG. 6A is changed to the threshold pattern of FIG. 6B (step 42).

Next, it is determined whether or not a collision has occurred with the vehicle 46 by the collision determining unit 60 (step 43). That is, as described above, in the collision determination unit 60, the calculation unit 5
A threshold value T corresponding to the speed v obtained in step 8 is obtained, and the threshold value T is compared with the calculated value f (G) also obtained in the calculation unit 58 in magnitude. As a result of the comparison, if the calculated value f (G) does not exceed the threshold value T, the collision determination unit 60 determines that no collision has occurred in the vehicle (step 44), and does not operate the airbag device 36. (Step 45). on the other hand,
If the operation value f (G) exceeds the threshold value T, the collision determination unit 6
If it is 0, it is determined that a collision has occurred with the vehicle (step 44), and the process proceeds to step 46.

Next, by referring to the timer, the time from when the satellite sensor A or the satellite sensor B is turned on to when the drive signal is output by the collision judging section 60 is longer than a predetermined time (for example, 30 ms). It is determined whether or not this is the case (step 46). Here, if it is determined that the predetermined time or longer, the impact due to the collision of the vehicle 46 is absorbed by the deformation of the front portion of the vehicle, and the impact reduced by the absorption is applied to the occupant.
Then, the airbag device 37 is operated with a low output (step 47). That is, the drive circuit 34 is provided with the airbag devices 36, 3
7, the squib 38A of the inflator 36A
And only the squib 39A of the inflator 37A is energized, and the squibs 38A, 39A use a gas generating agent (not shown).
Ignite.

On the other hand, if it is determined in step 46 that the time from when the satellite sensor A or the satellite sensor B is turned on to when the drive signal is output by the collision determination unit 60 is shorter than a predetermined time, the driver's seat side At least one of the airbag device 36 and the passenger side airbag device 37
It is determined that this is the case in which one is operated at a high output, and the routine proceeds to step 48.

The satellite sensors 30A and 30B
When the drive signal is output from the collision determination unit 60 in a state where none of the airbags is turned on, the timer is not started, but it is determined that the collision is a collision such as a pole collision, and the airbag device 36 on the driver's seat side is determined. And the airbag device 37 on the passenger seat side
Operate at low power. .

Next, it is determined whether or not the satellite sensor B or the satellite sensor A is turned on. That is, in step 40, it is determined whether or not the satellite sensors other than the satellite sensor determined to be on are on (step 48). If it is determined that the satellite sensor 30A or 30A is turned on by referring to the timer, the time between the satellite sensor 30B or 30A being on and the predetermined time (for example, 10 ms) or less is determined. It is determined whether or not this is the case (step 49). If it is determined that the time is equal to or shorter than the predetermined time, it is determined that a frontal collision has occurred with the vehicle 46, and the airbag device 36 and the airbag device 37 are operated with a high output (step 50). That is, the drive circuit 34 activates the airbag devices 36 and 37 so as to activate the inflators 36A and 3A.
6B squibs 38A, 38B, inflators 37A,
The squibs 39A and 39B of the 37B are energized, and the squib 3
At 8A, 38B, 39A, 39B, a gas generant (not shown) is ignited.

On the other hand, if it is determined in step 48 that the satellite sensor B or the satellite sensor A is not turned on, and if it is determined in step 49 that the time is longer than a predetermined time, the satellite sensor B is turned on with a delay. Only the airbag device 37 or the airbag device 36 on the side to which the satellite sensor 30B or 30A is attached is operated with high output. That is, in this case, it is determined that an irregular collision has occurred in the vehicle 46, and the airbag device 36 on the side of the collision is determined.
Alternatively, the airbag device 37 is operated at a low output, and the airbag device 37 or the airbag device 36 on the side that does not collide is operated at a high output.

This is because, when an irregular collision occurs in the vehicle 46, it is considered that the vehicle body on the collision side is greatly deformed and extends to the cabin, and the distance between the occupant and the mounting portion of the airbag device is short. Therefore, the occupant can be reliably protected without operating the airbag device at high output, and the occupant can be securely restrained.

On the other hand, on the side opposite to the collision side, the vehicle body is less deformed, and the distance between the occupant and the mounting portion of the airbag apparatus is sufficient. Therefore, when the collision is severe, the airbag apparatus is operated with high output. Thereby, the occupant can be reliably protected.

Therefore, according to the control device for an airbag device according to the third embodiment, the airbag device can be operated with an output corresponding to the space between the airbag device and the occupant.

In the first embodiment, the satellite sensors are provided on the left and right sides of the front part of the vehicle, and the timer is started when any one of the satellite sensors is turned on. One at the center of the
The timer may be started when it is turned on. In each of the above embodiments, the vehicle may be provided with three or more satellite sensors.

In the second embodiment, the irregular collision of the vehicle is detected by the time difference when the satellite sensor is turned on. However, the present invention is not limited to this. A sensor may be provided, and irregular collision of the vehicle may be detected based on the detection value of the lateral G sensor.

In the above-described first and second embodiments, the magnitude of the output of the inflator of the airbag apparatus is made variable. However, the present invention is not limited to this, and the seatbelt pretensioner for winding the seatbelt is not limited to this. May be variable. That is, the present invention has the meaning of making the output of the means for activating the occupant protection device variable based on the type of collision.

Next, a control device for an airbag device according to a fourth embodiment of the present invention will be described with reference to FIGS. The control device for the airbag device according to the fourth embodiment has the same configuration as the control device 2 for the airbag device according to the first embodiment. The description will be made with reference to the control device 2 (see FIGS. 1 and 4) of the airbag device.

In the control device 2 of the airbag device according to the fourth embodiment, the operation control of the airbag device is performed according to the flowchart shown in FIG. First, it is determined whether or not the satellite sensor 30A or the satellite sensor 30B is turned on (step 6).
0). That is, the CPU 22 operates the satellite sensors 30A, 3A.
It is determined whether an ON signal has been input via the I / O circuit 24 when any of 0B has been turned on.

If the determination is YES, a low threshold is selected from the high threshold and the low threshold shown in FIG. 15 as the threshold used in the collision determination (step 61). Here, the map (V10-V90 map) shown in FIG. 15 takes the integral value of the acceleration detected by the floor sensor 32 for 10 ms on the vertical axis and the 90 ms of the acceleration detected by the floor sensor 32 on the horizontal axis. This is an integrated value, and is composed of a high threshold used when the satellite sensor 30A and the satellite sensor 30B are off, and a low threshold used when the satellite sensor 30A or the satellite sensor 30B is on.

Next, it is determined whether or not a collision has occurred with the vehicle 46 by the collision determining unit 60 (step 62). That is, in the collision determination unit 60, the value of V10 (integral value of acceleration for 10 ms) obtained by the calculation unit 58 and V90
(Integrated value of acceleration for 90 ms) is used to determine whether a collision has occurred in the vehicle 46 based on where the calculated value is located on the V10-V90 map.
In this collision determination, a high threshold is used when the satellite sensor 30A and the satellite sensor 30B are off as described above, and a low threshold is used when the satellite sensor 30A or the satellite sensor 30B is on. Used.

If the calculated value obtained based on the value of V10 and the value of V90 is located in the D region of the V10-V90 map, the collision determination section 60 determines that no collision has occurred in the vehicle. Then, the operation of the airbag device 36 is not performed (step 64). Note that V10
The D region of the -V90 map refers to a region below a position indicated by a high threshold when a high threshold is used, and a position lower than a position indicated by a low threshold when a low threshold is used. Refers to the lower area.

On the other hand, the calculated value obtained based on the value of V10 and the value of V90 is the area A of the V10-V90 map,
When located in the B area and the C area, the collision determination unit 60
Determines that a collision has occurred with the vehicle (step 63) and proceeds to step 65. Note that the A region of the V10-V90 map refers to a region above the position indicated by the high threshold in the early stage of the collision, the B region refers to the region above the position indicated by the high threshold in the middle of the collision, and C The region refers to a region above the position indicated by the high threshold in the latter half of the collision and a region sandwiched between the high threshold and the low threshold.

In step 65, the calculated value obtained based on the value of V10 and the value of V90 is V10-V9
It is determined whether or not it is located in the area A of the 0 map.
That is, the value of V90 is a value that satisfies the region A,
Further, it is determined whether or not the value of V10 exceeds a high threshold value that satisfies the region A. Here, when it is determined that the calculated value satisfies the area A,
Activate the airbag device 36 with high output (step 6)
6). That is, the drive circuit 34 energizes the squib 38A of the inflator 36A and the squib 38B of the inflator 36B to activate the airbag device 36, and the squib 38
At A and 38B, a gas generating agent (not shown) is ignited, and a large amount of gas inflates the airbag 36a.

The point obtained in step 65 based on the value of V10 and the value of V90 is V10-V90.
If it is determined that the calculated value is not located in the area A of the map, the process proceeds to step 67, and it is determined whether the calculated value obtained based on the values of V10 and V90 is located in the area B of the V10-V90 map. A decision is made. That is, the value of V90 is a value that satisfies the region B, and the value of V10 is B
It is determined whether the value exceeds a high threshold value that satisfies the region. If it is determined that the calculated value satisfies the region B, the airbag device 36
Are operated for a time difference (step 68). That is, the driving circuit 3
In order to activate the airbag device 36, the squib 38A of the inflator 36A is first energized, and then the squib 38B of the inflator 36B is energized to activate the airbag device 36A.
And 38B ignite the gas generating agent (not shown) to inflate the airbag 36a.

In step 67, the calculated value obtained based on the value of V10 and the value of V90 is V10-V
If it is determined that the calculated value is not located in the area B of the 90 map, the calculated value is located in the area C, and the airbag device 36 is operated with a low output (step 69).
That is, the drive circuit 34 activates the airbag device 36,
Power is supplied only to the squib 38A of the inflator 36A, and the gas generating agent (not shown) is ignited by the squib 38A, and the airbag 36a is inflated with a small amount of gas.

The V10-V90 map of FIG. 15 shows the transition of the calculated values obtained based on the V10 value and the V90 value when the vehicle crashes at a speed of 50 km / h, and 30k
The transition of the calculated value obtained based on the value of V10 and the value of V90 in the case of a frontal collision at a speed of m / h, and the calculation value calculated based on the value of V10 and the value of V90 in the case of a slanted collision Each transition is displayed.

When the vehicle makes a head-on collision at a speed of 50 km / h, the satellite sensor 30A and the satellite sensor 30B are not turned on, and a high threshold is used for collision determination.
In this case, the calculated value obtained based on the value of V10 and the value of V90 is V10− at the beginning of the collision.
Since the value satisfies the area A of the V90 map, the airbag device 36 is operated at a high output.

Further, even when the vehicle makes a head-on collision at a speed of 30 km / h, the satellite sensor 30A and the satellite sensor 30B are not turned on, and a high threshold value is used for collision determination. In this case, the calculated value obtained based on the value of V10 and the value of V90 is V1 in the middle stage of the collision.
The airbag device 36 is operated at a time difference so that the value satisfies the region B of the 0-V90 map.

When the vehicle makes an oblique collision, the satellite sensor 30A and the satellite sensor 30B are turned on, so that a low threshold value is used for collision determination. In this case, the calculated value obtained based on the value of V10 and the value of V90 is the C10 of the V10-V90 map in the middle stage of the collision.
The airbag device 36 is activated at low power to enter the area.

Since the value of V90 in FIG. 15 means a change in speed from the start of collision to the operation of the airbag device 36, the state where the airbag device 36 is operating when the value of V90 is small. Ie, the value of V10 and V
The state in which the calculated value obtained based on the value of 90 satisfies the region A means that the airbag device 36 is operating at a stage where there is not much speed change from the start of the collision (early stage of the collision). Further, when the calculated value obtained based on the value of V10 and the value of V90 satisfies the region B, the airbag is started at a stage where a certain speed change has occurred from the start of the collision (when a certain amount of time has elapsed after the collision). Means that the device 36 is operating. Therefore, by referring to the value of V90, it is possible to determine the time from the start of the collision to the activation of the airbag device 36 (corresponding to a determination unit). The control device of the airbag device operates the airbag device 36 at a low output by referring to the value of V90 when the time from the start of the collision to the activation of the airbag device is long.

Therefore, according to the control device for the airbag device according to the fourth embodiment, the output of the airbag device is changed according to the type of collision at the time of a vehicle collision, so that the occupant can be restrained appropriately. it can.

[0096]

According to the first aspect of the present invention, when the impact of a collision is large, the time measured by the measuring means becomes shorter than the predetermined time, so that the occupant protection device is operated by the output control means. The output of the actuation means is increased. Therefore, the bag can be instantly inflated and the occupant can be reliably restrained.

According to the second aspect of the present invention, the magnitude of the collision impact can be accurately determined even when there are a plurality of satellite sensors, and when the collision impact is large, the output control means is provided. Accordingly, the output of the operating means for operating the occupant protection device is increased. Therefore, the bag can be instantly inflated and the occupant can be reliably restrained.

According to the third aspect of the present invention, when an irregular collision is detected by the irregular collision detecting means,
By making the predetermined time longer than in the case of a frontal collision, it is possible to prevent the output of the operating means for activating the occupant protection device from being excessively increased.

According to the fourth aspect of the present invention, after one satellite sensor detects that an impact greater than a predetermined reference value is applied to the vehicle, the other satellite sensor detects that the vehicle has a predetermined reference value or more. Irregular collision of the vehicle is determined based on the time difference until the impact is detected, and in this case, the occupant protection device is sensitively increased by increasing the predetermined time compared to the frontal collision. It is possible to prevent the output of the operating means to be operated from increasing.

According to the fifth aspect of the present invention, it is possible to determine the side where the vehicle collision has occurred and to reduce the output of the operating means for operating the occupant protection device installed on the side where the collision occurred. Thus, the output of the operating means can be set to an optimum output according to the space in which the occupant protection device expands.

According to the sixth aspect of the present invention, when it is determined by the determining means that the time from the start of the collision of the vehicle to the activation of the occupant protection device is long, it is compared with the case where it is determined that the time is short. Since the output of the operating means for operating the occupant protection device is reduced by the output control means, the output of the operating means for operating the occupant protection device can be made appropriate according to the type of collision.

According to the seventh aspect of the present invention, when the satellite sensor detects that an impact of a predetermined reference value or more is applied to the vehicle, the output control means activates the occupant protection device. Since the output of the operating means is reduced, the output of the operating means for operating the occupant protection device can be made more appropriate according to the type of collision.

[Brief description of the drawings]

FIG. 1 is a block configuration diagram of a control device of an airbag device according to a first embodiment.

FIG. 2 is a diagram for explaining a state in which the control device of the airbag device according to the first embodiment is mounted on a vehicle.

FIG. 3 is a diagram for explaining a state in which the control device of the airbag device according to the first embodiment is mounted on a vehicle.

FIG. 4 is a detailed block diagram of an operation control unit of the control device of the airbag device according to the first embodiment.

FIG. 5 is a characteristic diagram illustrating an example of a change in deceleration G and a speed v of a non-fixed object with respect to time t, and an example of a change in a calculated value f (G) with respect to the speed v.

FIG. 6 is a characteristic diagram showing an example of a change pattern of a threshold T with respect to a speed v of a non-fixed object used in the first embodiment.

FIG. 7 shows the velocity v of the calculated value f (G) when an impact that needs to activate the airbag device due to a vehicle collision is applied.
FIG. 7 is a characteristic diagram showing a change with respect to the threshold T in comparison with a change pattern of the threshold T shown in FIG. 6.

FIG. 8 is a flowchart for explaining operation control of the airbag device according to the first embodiment.

FIG. 9 is a flowchart for explaining operation control of the airbag device according to the second embodiment.

FIG. 10 is a diagram showing a state in which a vehicle has collided head-on;

FIG. 11 is a diagram showing a state in which a vehicle has collided irregularly.

FIG. 12 is a block configuration diagram of a control device of an airbag device according to a third embodiment.

FIG. 13 is a flowchart for explaining operation control of the airbag device according to the third embodiment.

FIG. 14 is a flowchart for explaining operation control of the airbag device according to the fourth embodiment.

FIG. 15 is a map used for operation control of the airbag device according to the fourth embodiment.

[Explanation of symbols]

2, 4 ... control device for airbag device, 20 ... control circuit,
22 central processing unit, 24 input / output circuit, 26 RO
M, 28 RAM, 30A, 30B satellite sensor, 32 floor sensor, 34 drive circuit, 36, 37
.., An airbag device, 40, an operation control unit, 42, a threshold change pattern changing unit, 44, an ECU, 46, a vehicle, 70, a collision object.

Claims (7)

[Claims] 1. An occupant protection device control device for controlling the operation of an occupant protection device mounted on a vehicle when the vehicle collides with an object to be collided, the control device comprising: And a satellite sensor for detecting whether or not an impact has been applied to the occupant protection device after the satellite sensor detects that an impact of a predetermined reference value or more has been applied to the vehicle. Measuring means for measuring the time; when the time measured by the measuring means is shorter than a predetermined time, the occupant protection device is actuated as compared with when the measured time is longer than the predetermined time. A control device for an occupant protection device, comprising: output control means for increasing the output of the actuation means. 2. The occupant protection device according to claim 2, wherein, when there are a plurality of satellite sensors, the measuring means detects that an impact greater than a predetermined reference value has been applied to the vehicle by any of the plurality of satellite sensors. 2. The method according to claim 1, further comprising measuring a time until a start signal is output to the controller.
The control device of the occupant protection device according to the above. 3. An irregular collision detecting means for detecting that the vehicle has collided irregularly with the collision object, and when the irregular collision of the vehicle is detected by the irregular collision detecting means. 3. The occupant protection device according to claim 1, further comprising: a predetermined time changing unit that makes the predetermined time longer than a case where an irregular collision of the vehicle is not detected. Control device. 4. The vehicle according to claim 1, wherein at least two of the satellite sensors are provided, and the irregular collision detecting means detects that one or more of the satellite sensors has applied an impact equal to or greater than a predetermined reference value to the vehicle. An irregular collision of the vehicle is detected when a time from when the other satellite sensor detects that an impact of a predetermined reference value or more is applied to the vehicle is longer than the reference time. Item 4. The control device for an occupant protection device according to Item 3. 5. A control device of an occupant protection device for controlling the operation of a plurality of occupant protection devices mounted on a vehicle when the vehicle collides with an object to be crushed, the control device comprising: At least two satellite sensors for detecting whether or not an impact greater than or equal to a value has been applied; a plurality of operating means for operating each of the plurality of occupant protection devices; and Measuring means for measuring a time from when the impact is detected to when the start signal is output to the plurality of occupant protection devices; and an impact of not less than a predetermined reference value on the vehicle by one of the satellite sensors. Is detected by the other satellite sensors, and the time difference when the vehicle receives an impact equal to or greater than a predetermined reference value is detected. In response to the measured time, the output of the operating means for operating the occupant protection device installed on the side where the vehicle collides is output from the operating means for operating the plurality of occupant protection devices. And an output control means for reducing the output of the actuation means for operating the occupant protection device installed on the side not provided with the occupant protection device. 6. A control device of an occupant protection device for controlling the operation of an occupant protection device mounted on a vehicle when the vehicle collides with an object to be crushed, the control device comprising: A satellite sensor for detecting whether or not an impact has been applied, and when it is determined that a collision of the vehicle has not been detected by the satellite sensor when an impact of a predetermined reference value or more has been applied to the vehicle, Determining means for determining the time from the start of the collision of the vehicle to the operation of the occupant protection device; if the determination means determines that the time from the start of the collision of the vehicle to the operation of the occupant protection device is long, ,
An output control means for reducing an output of an operating means for operating the occupant protection device as compared with a case where it is determined that the occupant protection device is short, and a control device for the occupant protection device. 7. When the satellite sensor detects that an impact equal to or more than a predetermined reference value has been applied to the vehicle, the output control means outputs the output of the operating means for operating the occupant protection device. 7. The control device for an occupant protection device according to claim 6, wherein the control device is small.