JPH1086787A - Starting device of occupant protection device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To start an occupant protection device in response to the collusion in the longitudinal and lateral directions. SOLUTION: Unit sensors 1, 2 are installed on vehicular right-left sides respectively and provided with an acceleration sensor for detecting the deceleration acting in the vehicular longitudinal direction and lateral direction, CPU for judging the collision by using the detection value by these sensors and a squib initiated by the control of CPU. In respective CPU in respective sensor units 1, 2, the airbag devices 3, 4 for a front passenger seat and driver's seat are started simultaneously based on the two or more detection values in the longitudinal direction, when the deceleration acts in the longitudinal direction like a head-on collision, offset collision or slay collusion and the side airbag device in a collusion side out of the side airbag devices 5, 6 for the front passenger seat and driver's seat is started based on the two or more detection values in the lateral directions, when the deceleration acts in the lateral direction like a side collision.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an airbag device for frontal collision, a frontal collision airbag device, and a frontal collision airbag device. The present invention relates to an activation device that activates an occupant protection device such as a side airbag device or a seat belt pretensioner.

[0002]

2. Description of the Related Art Conventionally, there has been known a technology in which sensors used in an occupant protection device such as an airbag device for a vehicle are arranged as shown in FIG. 21 (Japanese Patent Laid-Open No. Hei 5-38998). In the disclosed technology, the crash sensors 41 and 43 are substantially arranged in a plan view by arranging the crash sensors 41 at the center of the front end of the vehicle body outside the vehicle compartment and the crash sensors 42 and 43 at the positions near the wheels on both sides of the front of the vehicle body. They are arranged in a triangular shape. Further, a safing sensor 44 is disposed in the vehicle interior. Then, the crash sensors 41 to 43 are connected in parallel.
-43 and the safing sensor 44 are connected in series so that the airbag is deployed when at least one of the crash sensors 41-43 and the safing sensor 44 are simultaneously turned on. By arranging and connecting the sensors 41 to 44 in this manner, a frontal collision (arrow A) is detected promptly by the center crash sensor 41, and an offset collision (arrows B and C) is detected by the crash sensors 42 and 43 on both sides. it can. In addition, since a collision with the front pillar portion (arrows D and E) can be detected by the crash sensors 42 and 43 on both sides, the collision can be detected in a wide range and the airbag can be deployed.

[0003]

However, in the above prior art, since four sensors are provided for deceleration detection in order to start the airbag device for the driver's seat, the number of sensors increases, and There is a problem that the cost of the apparatus is high. Further, since these sensors are arranged at different locations, the assemblability is not good. In addition, the above-described prior art is configured to detect a front-rear deceleration mainly acting on the vehicle, and to activate the driver's seat airbag device in response to a head-on collision, an offset collision, and an oblique collision.
No consideration is given to the activation of the passenger-seat airbag device, which has been increasing in demand in recent years, and the activation of the side airbag device in response to a side collision.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a driver and passenger air for frontal collision, offset collision, and oblique collision by detecting front-rear and left-right decelerations acting on a vehicle. While ensuring the starting quality of the bag device, the side airbag device can be started even in the event of a side collision, and the assemblability of the starting device is improved, and the number of sensors is reduced to reduce the cost of the starting device. It is to be.

[0005]

Means for Solving the Problems To solve the above-mentioned problems, the means described in claim 1 can be adopted. According to this means, the first detection means provided on the right side of the vehicle is provided with at least one first sensor, and the deceleration in the front-rear direction and the left-right direction acting on the vehicle is detected by the first sensor. You. Also, a second vehicle provided on the left side of the vehicle
Is provided with at least one second sensor, and the deceleration in the front-rear direction and the left-right direction is detected by the second sensor. Then, the occupant protection device is activated by the control means based on at least two detection values in the front-rear direction or the detection values in the left-right direction by the first sensor and / or the second sensor. Protect from the impact of time. Here, the occupant protection device is, specifically, an airbag device or a seatbelt pretensioner for a driver's seat and a passenger's seat for a front-rear collision, and a driver's seat for a left-right collision. And a side airbag device for a passenger seat. The collision in the front-rear direction is a front collision such as a head-on collision, an offset collision, and an oblique collision, and the collision in the left-right direction is a side collision such as a right-side collision or a left-side collision. Thus, the occupant protection device can be activated in response to a collision in the front-rear direction, and the occupant protection device can be activated in response to a collision in the left-right direction, so that the occupant can be protected well. Further, since at least two detection values are used at the time of starting the occupant protection device, a startup device having redundancy can be realized, and the reliability of the device can be improved.

According to a second aspect of the present invention, the occupant protection device is an airbag device for a driver's seat and / or a passenger's seat, and the control means detects the first sensor and / or the second sensor. By activating the occupant protection device based on at least two of the detected values in the front-rear direction, the occupant protection device is activated in response to a frontal collision, and the occupant can be protected from an impact at the time of a collision.

According to the third aspect of the present invention, the occupant protection device is a side airbag device for the driver's seat and / or the passenger seat, and the control means detects the detection value of the first sensor and / or the second sensor. Based on at least two laterally detected values, the occupant protection device is activated to activate the occupant protection device in response to the side collision,
The occupant can be protected from a collision impact.

According to the fourth aspect of the present invention, the first detecting means and the second detecting means are provided with a first sensor in each direction corresponding to the deceleration in the front-rear direction and the left-right direction, respectively. And the second sensor can detect the deceleration in the front-rear direction and the left-right direction on each side of the vehicle.

According to the fifth aspect, the first sensor and the second sensor each output a detection value corresponding to the magnitude of the deceleration, and a direction perpendicular to each detection surface is substantially in a horizontal plane. At an angle to the longitudinal direction of the vehicle. Thus, the first sensor and the second sensor can detect the deceleration in two directions of front and rear and left and right, respectively, so that the number of sensors used for the starting device can be reduced, and the manufacturing cost can be further reduced.

According to the means described in claim 6, the first sensor and the second sensor output a detection value having a positive or negative polarity depending on the direction of the deceleration that acts. Then, the first sensor and the second
The occupant protection device is activated based on the combination of the polarities of the detection values of the sensors. This makes it possible to clearly determine whether the collision direction is the front-rear direction or the left-right direction based on the polarities of the detection values on both sides, and activate the occupant protection device corresponding to the collision direction.

According to the present invention, the first sensor and the second sensor which output detection values having positive or negative polarities different from each other in accordance with the direction of the deceleration to be applied are each one pair. The first detection means and the second detection means are provided respectively. Thus, the occupant protection device can be activated by the control means based on the combination of the polarities of the respective detection values of the sensors in the first detection means or the second detection means. The same effect can be obtained.

According to the means described in claim 8, the third sensor detects the deceleration generated by the oblique projection from the diagonally right front and the diagonally left front, and the control means detects the deceleration generated by the third sensor. The occupant protection device is activated based on the detection value of the first sensor or the second sensor. Thus, the number of sensors can be reduced, and the occupant protection device can be reliably started at the time of an oblique collision.

According to the ninth aspect, the starting device is provided as a unit on each side of the vehicle, so that the starting device can be easily assembled to the vehicle.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS First Embodiment The present invention will be described below based on specific embodiments. FIG. 1 shows sensor units 1 and 2 according to a first embodiment of the present invention, airbag devices 3 and 4 for a passenger seat and a driver seat, and side airbag devices 5 for a passenger seat and a driver seat. FIG. 6 is a schematic diagram showing an arrangement relationship with No. 6;
FIG. 2 is a block diagram showing a configuration of the sensor units 1 and 2, and FIG. 3 is a schematic diagram showing a configuration of an acceleration sensor used in the sensor units 1 and 2. FIG. 4 schematically shows the positional relationship between the sensors in the sensor units 1 and 2 and the direction in which the deceleration can be detected.

An airbag device 4 for a driver seat and a passenger seat,
Numerals 3 are provided in front of the driver's seat and the passenger's seat, respectively, and are activated when a collision occurs in the front-rear direction (vehicle longitudinal direction) such as a head-on collision, an offset collision, or an oblique collision, and each of them is expanded and deployed. The bag protects the occupants in the driver's seat and the passenger's seat from the impact in the event of a collision. The side airbag devices 6 and 5 for the driver's seat and the passenger's seat are provided on the door side of the driver's seat and the passenger's seat, respectively, and are activated at the time of a side collision that generates deceleration in the left-right direction (vehicle width direction). The inflated and deployed bag protects the occupants in the driver's seat and the passenger's seat from the impact of a collision. The sensor units 2 and 1 are housed in doors of a driver's seat and a passenger's seat, respectively, or are arranged close to the doors.

The sensor units 1 and 2 are provided with acceleration sensors 11 and 21 for detecting deceleration acting in the front-rear direction.
, CPUs 13 and 23, transistors 14 and 24,
Transistors 161 and 261 and squibs 15 and 25 are provided, respectively. The sensor units 1 and 2 are unitized, respectively, and constitute two pieces of hardware as a whole. The sensor units 1 and 2 correspond to first and second detecting means in claims, respectively.

As shown in FIG. 3, the acceleration sensors 11 and 21 are provided with frames 11a and 21a and a cantilever portion 11 respectively.
b, 21b and gauge portions 11c, 21c. The plate-shaped cantilever portions 11b and 21b have one ends fixed to one side inside the frames 11a and 21a, and the other ends formed as free ends. Then, gauge portions 11c and 21c formed of piezo elements are formed at positions near the fixed ends of the cantilever portions 11b and 21b,
The acceleration sensors 11 and 21 have a plate shape as a whole. When acceleration (deceleration) acts in a direction perpendicular to the surfaces of the cantilever portions 11b and 21b, the cantilever portion 11
The free ends of b and 21b are displaced in the direction in which the acceleration acts,
An electric signal corresponding to the displacement is obtained from the gauge units 11c and 21c. This acceleration sensor 11,
As shown in FIGS. 4 (a) and 4 (b),
The direction perpendicular to the plane is oriented substantially in the longitudinal direction of the vehicle, and when the deceleration acts in the front-rear direction, the cantilever portions 11b, 2b
1b is displaced, and the longitudinal deceleration is detected.

The CPUs 13 and 23 include an acceleration sensor 11 and
The detection signal of 21 is integrated, and when the result is equal to or more than a predetermined value, the transistors 14, 161, 24, and 261 are turned on. In the present embodiment, as described later, C
Integrated value of the detection signal of the acceleration sensor 11 and 21 by the processing of PU13,23 has as each reaches a predetermined threshold value V ₁ and configured to turn on the transistors 161, 261.
Further, it reaches the threshold V ₂ integrated value of the threshold V ₁ is greater than a predetermined one of the detection signal of the acceleration sensor 11 and 21, and the integral value of the detection signal of the acceleration sensor 21 has reached the threshold V ₁ when the transistor 14 is turned on, the integral value of either the detection signal of the acceleration sensor 11 and 21 reaches the threshold value V _2, and, when the integrated value of the detection signal of the acceleration sensor 11 reaches the threshold value V ₁ Transistor 24
Is turned on. The squibs 15 and 25 are detonating elements for activating the airbag devices 3 and 4, respectively. The squibs 15 and 25 are connected in series with the transistors 14 and 24 and the transistors 161 and 261, respectively. When both the transistors 14 and 24 and the transistors 161 and 261 are turned on, the squibs 15 and 25 are turned on. Is done.

The sensor units 1 and 2 respectively include acceleration sensors 12 and 22, CPUs 17 and 27, and a transistor 1 to detect a deceleration acting in the left-right direction.
8 and 28, transistors 201 and 301, and squibs 19 and 29. The acceleration sensors 12 and 22 are configured in the same manner as the acceleration sensors 11 and 21. As shown in FIGS. 4A and 4B, the direction perpendicular to the surface is substantially perpendicular to the longitudinal direction of the vehicle, that is, substantially. It is oriented in the vehicle width direction and is displaced when deceleration acts in the left-right direction, and detects deceleration in the left-right direction.

The CPUs 17 and 27 include the acceleration sensor 12 and
Integral processing is performed on the detection signal of the transistor 22, and when the result is equal to or greater than a predetermined value, the transistors 18, 201, 28, and 301 are turned on. In the present embodiment, as described later, C
Integrated value of the detection signal of the acceleration sensor 12 and 22 by the processing of PU17,27 has as each reaches a predetermined threshold value V ₃ and configured to turn on the transistors 201 and 301.
Further, the integral value of the detection signal of the acceleration sensor 12 reaches the threshold value V ₃ is greater than a predetermined threshold value V _4, and the acceleration sensor 2
The transistor 18 is turned on when the integrated value of the detection signal No. 2 reaches the threshold value V ₃ , the integrated value of the detection signal of the acceleration sensor 22 reaches the threshold value V ₄ , and the integrated value of the detection signal of the acceleration sensor 12 There transistor 28 is configured to be turned on when the threshold is reached V _3.

The squibs 19 and 29 are detonating elements for activating the side airbag devices 5 and 6, respectively.
The squibs 19 and 29 are respectively connected to the transistor 1
8 and 28 and the transistors 201 and 301 are connected in series, and the transistors 18 and 28 and the transistor 2
Squib 1 when both 01 and 301 are turned on
9 and 29 are energized, respectively. The acceleration sensor 1
Reference numerals 1 and 12 correspond to a first sensor in claims, and acceleration sensors 21 and 22 correspond to a second sensor in claims. CPUs 13, 17, 23,
And 27 correspond to control means in the claims.

Next, as an example, the processing flow of the CPU 13 in the sensor unit 1 will be described with reference to the flowchart shown in FIG. Note that the program of FIG. 5 is repeatedly executed. First, it is determined whether or not the detection signal level of the acceleration sensor 11 is within a predetermined range (step 502).
). When the detection signal level of the acceleration sensor 11 is within a predetermined range, it is determined that there is a possibility of collision, and the detection signal is read in step 504, the signal is integrated, ΔV is calculated, and ΔV is output to the CPU 23 as D. (Step 506). Thereafter, the integration processing data D of the CPU 23 of the sensor unit 2 is input (step 508). Steps
If the detection signal level of the acceleration sensor 11 is out of the predetermined range at 502, there is no possibility of collision, so that ΔV is cleared (step 520). Then, [Delta] V is determined whether a predetermined threshold V ₁ or more (step 510), [Delta] V is the threshold value V ₁ or more when the transistor 161 is turned on (step 512), when [Delta] V is less than the threshold value V ₁ It is determined that there is no collision, and the process ends.

[0023] After turning on the transistor at step 512, determines whether the input data D from the CPU23 is the threshold value V ₁ or more (step 514), the step 516 when the data D is the threshold value V ₁ or more migrated, it is determined whether ΔV or data D is the threshold value V ₁ is greater than a predetermined threshold value V ₂ or more. When ΔV or data D is the threshold value V ₂ or more at step 516 it is determined that a frontal collision has occurred,
The transistor 14 is turned on (step 518). As a result, both the transistors 14 and 161 are turned on, the squib 15 is energized, and the passenger airbag device 3 is activated. At step 514, the data D is equal to the threshold V ₁
If it is less than the predetermined value, or if the condition of step 516 is not satisfied, it is determined that the frontal collision has not occurred, and the transistor 14 is kept in the off state. As a result, only the transistor 161 is turned on, the squib 15 is not energized, and the passenger airbag device 3 is not activated. By such processing of the CPU 13, the passenger-side airbag device 3 can be activated at the time of a frontal collision.

FIG. 5 shows a processing flow of the CPU 13, and the CPU 17 performs the same processing as the CPU 13. That is, the CPU 17 uses the detection signal of the acceleration sensor 12 and the integration processing data of the CPU 27 to
By performing the same processing as that described above, the on / off control of the transistors 18 and 201 is performed, and the passenger side airbag device 5 can be activated when a left side collision occurs. In the sensor unit 2, the CPU 23 uses the detection signal of the acceleration sensor 21 and the integration processing data of the CPU 13
By the same processing as that of U13, the transistors 24, 261
, The driver's seat airbag device 4 can be activated in the event of a frontal collision. Also, CPU 27
Then, using the detection signal of the acceleration sensor 22 and the integration processing data of the CPU 17,
By performing on / off control of the transistors 28 and 301, the driver side airbag device 6 can be activated at the time of a right side collision.

Next, the operation of the sensor units 1 and 2 will be described with reference to timing charts shown in FIGS. First, a collision where deceleration acts in the front-back direction,
For example, an operation when a collision occurs in front of the vehicle as shown in FIG. 9A will be described with reference to FIG. When a frontal collision occurs, substantially the same output waveforms as shown in FIGS. 6A and 6C are obtained by the acceleration sensors 11 and 21, respectively. The output values of the acceleration sensors 11 and 21 are integrated by the CPUs 13 and 23, respectively.
The results shown in (b) and (d) are obtained. FIG. 6 (b)
More integration processing result of the detection signal of the acceleration sensor 11 reaches at time t ₂₀ to a predetermined threshold value V _1, the threshold V ₁ at time t ₂₁
It can be seen that reached greater than a predetermined threshold V _2.
Also, FIG. 6 integration processing result of the detection signal of the acceleration sensor 21 from (d) are reached at time t ₂₂ in proximity to the time t ₂₀ to the threshold V _1, the threshold V ₂ at time t ₂₃ in proximity to the time t ₂₁ It can be seen that has been reached. When the integration processing results of CPU13 reaches at time t ₂₀ to a predetermined threshold value V _1, the transistor 161 is turned on at time t ₂₀ (FIG. 6 (e)). On the other hand, the integration processing result by CPU23 reaches at time t ₂₂ to a predetermined threshold value V _1, the transistor 261 is time t ₂₂
Turns on (FIG. 6 (h)).

[0026] Further, the CPU 13, the integral value of the detection signal of the acceleration sensor 21 reaches the threshold value V _1, and, when the integration result of either the detection signal of the acceleration sensor 11, 21 has reached the threshold V ₂ , i.e., the transistor 14 at time t ₂₃ (time t ₂₃ is assumed faster than time t ₂₁₎
Is turned on (FIG. 6 (f)). This makes squib 15
But at time t ₂₃ turned on (Fig. 6 (g)), the air bag device 3 is started for the front passenger seat. Similarly, the CPU 23, when the integrated value of the detection signal of the acceleration sensor 11 reaches the threshold value V _1, and the integration result of either the detection signal of the acceleration sensor 11, 21 has reached the threshold V _2, i.e.,
To turn on the transistor 24 at time t ₂₃ (Fig. 6
(I)). Since thereby the squib 25 is turned on at time t ₂₃ (FIG. 6 (j)), the airbag apparatus 4 for the driver's seat
Is activated simultaneously with the airbag device 3 for the passenger seat.

Thus, the sensor units 1 and 2 use the detection signals of the other acceleration sensors to sense the squib 1
Since the devices 5 and 25 are activated, a device configuration having redundancy can be obtained. Further, since the number of sensors can be reduced by using the output value of the other sensor, the configuration of the apparatus is simplified, and the cost of the apparatus can be reduced. Although not shown in FIG. 5, when the deceleration acts in the front-rear direction, the detection signals are not obtained from the acceleration sensors 12 and 22, so that the squibs 19 and 29 are not turned on. Therefore, at the time of a head-on collision, the side airbag devices 5, 6
Is not activated, and only the airbag devices 3 and 4 can be activated.

Next, the operation of the sensor units 1 and 2 when an offset collision occurs on the left side of the vehicle as shown in FIG. 9B will be described with reference to FIG. When an offset collision occurs, output waveforms as shown in FIGS. 7A and 7C are obtained from the acceleration sensors 11 and 21, respectively. In this case, since the offset collision has occurred on the left side of the vehicle, the output level of the acceleration sensor 11 becomes higher than the output level of the acceleration sensor 21. Here, it is assumed that the acceleration sensor 11 has the same deceleration as the above-described head-on collision, and the output waveform is the same as that in the case of FIG.

The output values of the acceleration sensors 11 and 21 are integrated by the CPUs 13 and 23, respectively, as shown in FIG.
The result shown in (d) is obtained. Integration processing result of the acceleration sensor 11 as shown in FIG. 7 (b) reached at time t ₂₀ to the threshold V _1, it is reached at time t ₂₁ to the threshold V _2. In addition, the output level of the acceleration sensor 21 from FIG. 7 (d) is small, the threshold value V at time t ₂₄ the integration process results
Although reaching ₁ does not reach the threshold value V _2. When the integration processing results of CPU13 reaches the threshold V ₁ at time t _20, the transistor 161 is turned on at time t ₂₀ (FIG. 7
(E)). On the other hand, the integration processing result by CPU23 reaches the threshold V ₁ at time t _24, the transistor 261 is turned on at time t ₂₄ (FIG. 7 (h)).

[0030] Further, the CPU 13, the integration result of the detection signal of the acceleration sensor 21 reaches the threshold value V _1, and when the integrated value of either the detection signal of the acceleration sensor 11, 21 has reached the threshold V _2, that is, the integral value of the acceleration sensor 11 has reached the threshold value V ₂ at this time t _21, turning on transistor 14 at time t ₂₁ (FIG. 7
(F)). Thus on the result squib 15 at time t ₂₁ (FIG. 7 (g)), the air bag device 3 is for a passenger's seat is activated. Similarly, in the CPU 23, the acceleration sensor 11
When the integration result of the detection signal reaches the threshold value V ₁ and the integration value of one of the detection signals of the acceleration sensors 11 and 21 reaches the threshold value V ₂ , that is, the transistor 24 is turned on at time t ₂₁ . (FIG. 7 (i)). Thus squib 25 is turned on and becomes at time t ₂₁ (FIG. 7 (j)), the driver-seat airbag device 4 is activated air bag device 3 at the same time for a passenger seat.

As described above, when the offset collision occurs on the left side, the detection level of the acceleration sensor 21 on the right side is low, and the integration processing result does not reach the predetermined threshold value V ₂ .
By taking the logical sum of the integration processing results on both sides, both airbag devices 3 and 4 can be activated.
In this case as well, the side airbag devices 5, 6 are not activated, and only the airbag devices 3, 4 can be activated. Similarly, even when an offset collision occurs on the right side, only the airbag devices 3 and 4 can be activated simultaneously. Further, although not shown in FIGS. 6 and 7 above, small deceleration generated, either be the integration result of the detection signal of the acceleration sensor 11 and 21 reaches the threshold value V ₁ does not reach the threshold value V ₂ In case, transistor 1
Since the squibs 4 and 24 are turned off, the squibs 15 and 25 are both kept off, and the airbag devices 3 and 4 are not activated. As a result, the airbag devices 3 and 4 are not activated by a slight deceleration acting during running of the vehicle such as a sudden stop or vibration, and sufficient reliability can be ensured.

Next, the operation of the sensor units 1 and 2 at the time of a side collision where deceleration occurs in the left-right direction will be described with reference to FIG. Process flow in CPU17,27 is the V ₁ and V _3, the process in step 516 [Delta] V
Except that a ≧ V ₄ is the same as the processing flow shown in FIG. The outputs of the acceleration sensors 12 and 22 are all handled as absolute values. For example, when a side collision occurs from the left side as shown in FIG. 9C, a detection signal is obtained from the acceleration sensor 12 that detects the deceleration acting in the left and right directions in the unit sensor 1, but the acceleration sensor 12 acts in the front and rear direction. No detection signal is obtained from the acceleration sensor 11 that detects the speed. Therefore, since the squib 15 is kept off, the airbag device 3 is not activated. Similarly, the squib 25 is kept off in the unit sensor 2 and the airbag device 4 is not activated.

At this time, as shown in FIG. 8, since the output level of the acceleration sensor 12 disposed on the left side is higher than that in the case of a head-on collision (FIG. 8A), the result of the integration processing by the CPU 17 is shown in FIG. (FIG. 8 (b)). FIG. 8B shows that the acceleration sensor 12
The integration result of the detection signal at time t ₃ is a predetermined threshold V ₃
At time t _{4, a} predetermined threshold V larger than threshold V ₃
You can see that it has reached ₄ . Further, since the deceleration acting on the sensor unit 2 provided on the right side is smaller than the sensor unit 1 (FIG. 8 (c)), the integration result of the detection signal of the acceleration sensor 22, later time than the time t ₃ While reaches the threshold V ₃ at the previous time t ₅ of t _4, it can be seen that does not reach the threshold V ₄ (FIG. 8 (d)). When the integration result by the CPU 17 reaches the threshold value V ₃ at time t _3, at time t _3
3 turns on the transistor 201 (FIG. 8)
(E)). Further, when the integrated value of the detection signal of the acceleration sensor 22 reaches the threshold value V ₃ and the detection signal of the acceleration sensor 12 reaches the threshold value V ₄ , that is, at time t _{4, the} transistor 18 is turned on (FIG. 8 (f)). Thus squib 19 by transistors 18 and 201 and the time t ₄ when was on the both are turned on (FIG. 8 (g)), the side airbag unit 5 for a front passenger's seat is activated.

On the other hand, when the integrated value of the detection signal of the acceleration sensor 22 reaches the threshold value V ₃ at time t ₅ , the transistor 30
1 is turned on at time t ₅ (Fig. 8 (h)). And
Although the integrated value of the detection signal of the acceleration sensor 12 has reached the threshold value V ₃ , but the integration result of the detection signal of the acceleration sensor 22 has not reached the threshold value V ₄ , the transistor 28 is kept off (FIG. 8 ( i)). Thus, the squib 29 is maintained in the off state (FIG. 8 (j)), and the driver side airbag device 6 is not activated. Thus, when the side collision occurs from the left side, the left side airbag device 5
Only the right side airbag 6 can be prevented from being activated.

Although not shown, when a side collision that causes a deceleration equal to or more than a predetermined level occurs on the right side, the integration result of the detection signal of the acceleration sensor 22 of the right sensor unit 2 is determined by threshold values V ₃ and V _4. Is reached, the squib 29 is turned on, and the driver side airbag device 6 is activated.
Since the deceleration acting on the left side of the sensor unit 1 is small, the integration result of the detection signal of the acceleration sensor 12 never reaches the threshold value V _4, the left side of the squib 19 is kept off, passenger The side airbag device 5 is not activated. Also at this time, in the sensor units 1 and 2, the sensor 11, which detects the deceleration acting in the front-rear direction,
Since no detection signal is obtained from 16, 21, and 26, the airbag devices 3, 4 are not activated. Thus, when a side collision occurs from the right side, the left side airbag device 5 can be activated without activating the left side airbag device 5.

By configuring the sensor units 1 and 2 as described above, when a deceleration of a predetermined level or more acts in the front-rear direction, the airbag devices 3 and 4 are simultaneously activated, and a deceleration of a predetermined level or more acts in the left-right direction. Then, it is possible to adopt a configuration in which only the operated side airbag device is activated and the other side airbag device is not activated. In addition, since the configuration can be such that no safing sensor is provided, the number of sensors can be reduced, and the device can have a simpler configuration. Further, since the sensor units 1 and 2 as the starting means are configured by two pieces of hardware, the assembling to the vehicle becomes easy. In the above embodiment, the configuration using the acceleration sensor composed of the piezo element is used, but the configuration using the piezoelectric element may be used.

(Second Embodiment) In the first embodiment, the direction perpendicular to the surfaces of the acceleration sensors 11 and 21 is oriented substantially in the longitudinal direction of the vehicle, and the direction perpendicular to the surfaces of the acceleration sensors 12 and 22 is substantially Although it is configured to be oriented in the vehicle width direction, in the present embodiment,
It is characterized in that a direction perpendicular to the plane of the acceleration sensor is oriented at a predetermined angle with respect to the longitudinal direction of the vehicle in a substantially horizontal plane. FIG. 10 shows a sensor unit 10 according to a second embodiment.
1 is a block diagram showing a configuration of 201. FIG. Sensor units 10 provided on the left and right sides of the vehicle, respectively
Reference numerals 1 and 201 denote acceleration sensors 11 and 12 and acceleration sensors 21 and 2 whose directions perpendicular to the respective surfaces are oriented at a predetermined angle (approximately 45 degrees) with respect to the longitudinal direction of the vehicle in a substantially horizontal plane.
2 is provided. The airbag devices 3, 4 and the side airbag devices 5, 6 are arranged in the same manner as in FIG.

FIG. 11 is a diagram schematically showing a change of the acceleration sensor 11 when deceleration acts as an example. Since the direction perpendicular to the surface of the acceleration sensor 11 is inclined at a predetermined angle with respect to the longitudinal direction of the vehicle, either the case where deceleration acts due to a frontal collision or the case where deceleration acts due to a side collision from the left side Also in this case, the cantilever portion 11b is displaced as shown in FIG. 11, and it is possible to detect the deceleration acting in two directions, the front-back direction and the left-right direction. Similarly, the other acceleration sensors 12, 21, and 22 can detect the deceleration acting in the front-rear direction and the left-right direction by themselves. The acceleration sensors 11 and 12 and the acceleration sensors 21 and 22 are respectively oriented in directions different from each other at a predetermined angle with respect to the longitudinal direction of the vehicle.

The acceleration sensors 11, 12, 21 and 22 each output a detection signal having a positive or negative polarity according to the direction of the deceleration that acts. As shown in FIG. 10, the acceleration sensor 11 has a deceleration due to a frontal collision and a side collision from the left side, and outputs a detection signal having a positive polarity. The acceleration sensor 12 has a deceleration due to a frontal collision. Then, a detection signal having a positive polarity is output, and when deceleration due to a side collision from the left side acts, a detection signal having a negative polarity is output. Further, the acceleration sensor 21 outputs a detection signal having a positive polarity while deceleration due to a frontal collision and a side collision from the right side operates, and the acceleration sensor 22 changes the positive polarity when a deceleration due to a frontal collision operates. When a deceleration due to a side collision from the right side acts, a detection signal having a negative polarity is output.

Thus, the collision direction can be determined from the combination of the polarities of the detection signals from the acceleration sensors 11 and 21 and the acceleration sensors 12 and 22. For example, when the polarities of the detection signals of the acceleration sensors 11 and 21 are both positive and the polarities of the detection signals of the acceleration sensors 12 and 22 are both positive, it means a frontal collision, the polarity of the detection signal of the acceleration sensor 11 is positive, and the acceleration is When the polarity of the detection signal of the sensor 21 is negative, the polarity of the detection signal of the acceleration sensor 12 is negative, and the polarity of the detection signal of the acceleration sensor 22 is positive, it means a collision from the left side. The polarity of the detection signal of the acceleration sensor 11 is negative, the polarity of the detection signal of the acceleration sensor 21 is positive,
When the polarity of the detection signal is positive and the polarity of the detection signal of the acceleration sensor 22 is negative, it means a collision from the right side, and the polarities of the detection signals of the acceleration sensors 11 and 21 are both negative and the acceleration sensors 12 and 22 When both the polarities of the detection signals are negative, it means a collision from behind. Thus, the sensor unit 10
In FIG. 1, when the polarity of the detection signal of the acceleration sensor 11 and the polarity of the detection signal of the acceleration sensor 12 have the same sign, it can be seen that deceleration acts in the front-rear direction, and the polarity of the detection signals is different. At one point, it can be seen that deceleration is acting in the left-right direction. Further, in the sensor unit 201, when the polarity of the detection signal of the acceleration sensor 21 and the polarity of the detection signal of the acceleration sensor 22 have the same sign, it is understood that the deceleration acts in the front-rear direction. It can be seen that deceleration is acting in the left-right direction when is the opposite sign.

Therefore, in the sensor unit 101, the CP
If the polarities of the detection signals of the acceleration sensors 11 and 12 are both positive and the respective predetermined values are reached by U13, the airbag device 3 is activated to cope with a frontal collision. By activating the side airbag device 5 when the polarity of the detection signal is positive and the polarity of the detection signal of the acceleration sensor 12 is negative and each reaches a predetermined value, it is possible to cope with a side collision from the left side. . Further, in the sensor unit 201, when the polarity of the detection signals of the acceleration sensors 21 and 22 is both positive by the CPU 23 and the respective values reach predetermined values, the airbag device 4 can be activated to cope with a frontal collision. The acceleration sensor 21 by the CPU 27
If the polarity of the detection signal is positive and the polarity of the detection signal of the acceleration sensor 22 is negative and each reaches a predetermined value, the side airbag device 6 is activated to cope with a side collision from the right side. it can.

Here, as an example, the sensor unit 101
The processing flow of the CPU 13 will be described with reference to the flowchart shown in FIG. In FIG. 12, steps 1206 and
Except for using the CPU 17 as the other CPU in the processing of 1208, the processing from step 1202 to step 1208 is the same as the processing from step 502 to step 508 in FIG. CP in step 1208
After inputting the integration processing data D from U17, step 12
At 10, it is determined whether or not the polarity of the data D is positive. When the polarity of the data D is positive and determines whether a front-rear direction deceleration is determined that acts, [Delta] V is the predetermined threshold value V ₃₁ more at the next step 1212. When the polarity of the data D is negative in step 1210, it is determined that deceleration has acted in the left-right direction, and ΔV is cleared because it has nothing to do with activation of the airbag device 3 (step 1222).

[0043] considers when ΔV is less than the threshold value V ₃₁ at step 1212 there is a possibility of collision transistor 161
The on (step 1214) to determine whether the input data D is the threshold value V ₃₁ or at step 1216. When the input data D is equal to or greater than the threshold value V ₃₁ at step 1216, further [Delta] V and D is equal to or in both the threshold V ₃₁ is greater than a predetermined threshold value V ₃₂ or more (step 1218), [Delta] V and D
There it is determined that a frontal collision has occurred both equal to or greater than the threshold value V _32, turning on transistor 14 (step 1220).
As a result, the transistors 14 and 161 are both turned on, so that the squib 15 is energized and the passenger airbag device 3 is activated. When the input data D in step 1216 is less than the threshold value V _31, and when at least one of ΔV and D is less than the threshold value V ₃₂ at step 1218,
Since it is determined that no frontal collision has occurred, the transistor 14 is kept off, the squib 15 is not energized, and the passenger airbag device 3 is not activated. CP
By such a process of U13, the passenger-side airbag device 3 can be activated at the time of a frontal collision.

FIG. 12 shows the processing flow of the CPU 13. The CPU 17 uses the integration result of the CPU 13 and the detection signal of the acceleration sensor 12 to set the threshold value for the integration of the detection signal of the acceleration sensor 12 to a negative value. The same processing as that of the CPU 13 is performed except that the transistors set and handled and operated are different. That is, the CPU 17 turns on the transistor 201 when the polarity of the detection signal of the acceleration sensor 12 is negative and the integration processing result ΔV is equal to or less than the threshold value (−V ₃₁ ).
There the threshold value V ₃₂ or more, and, [Delta] V is to turn on the transistor 18 when the threshold (-V ₃₂₎ below. Transistor 1
When both 8 and 201 are on, the squib 19 is energized,
The passenger side airbag device 5 is activated. CPU
By such processing of 17, the passenger side airbag device 5 can be activated at the time of a left side collision.

Similarly, in the sensor unit 201, the CP
U23 uses the detection signal of the acceleration sensor 21 and the integration processing data of the CPU 27 to perform on / off control of the transistors 24 and 261 by the same processing as that of the CPU 13 except that the transistor to be operated is different. The airbag device 4 can be activated.
In addition, the CPU 27 detects the detection signal of the acceleration sensor 22 and C
Using the integration processing data of the PU 23, the acceleration sensor 22
The threshold value for the integration of the detection signal is set to a negative value, handled, and the CPU 1 is operated only by different transistors.
By the same processing as in 7, the on / off of the transistors 28 and 301 can be controlled, and the driver side airbag device 6 can be activated at the time of a right side collision.

Next, as an example of the sensor units 101 and 201, the operation of the sensor unit 101 will be described with reference to FIG.
3 and the timing chart shown in FIG. First, the sensor unit 1 when a head-on collision occurs
The operation of 01 will be described with reference to FIG. When a head-on collision occurs, the acceleration sensors 11 and 12 detect the deceleration occurring at that time, and are respectively shown in FIGS.
As shown in (2), an output waveform having a positive polarity is obtained. At this time, it is assumed that the acceleration sensors 11 and 12 are provided in different directions at substantially the same angle with respect to the longitudinal direction of the vehicle,
It is assumed that the same deceleration acts due to the collision, and the same detection signal is obtained.

[0047] The output of the CPU13 the acceleration sensor 11 to integration processing, reaches a predetermined threshold value V ₃₁ at time t ₃₀ as shown in FIG. 13 (b) from the processing result, the threshold V ₃₁ at time t ₃₁ it can be seen that reached greater than a predetermined threshold V _32. Further, the output of the acceleration sensor 12 to integration processing in CPU 17, reached at time t ₃₂ in proximity to the time t ₃₀ as shown in FIG. 13 (d) from the processing result to the threshold V _31, close to the time t ₃₁ it can be seen that has been reached at the time t ₃₃ to the threshold V _32. When the integration processing result in CPU13 reaches the threshold V ₃₁ at time t _30, to turn on transistor 161 at time t ₃₀ (FIG. 13 (e)).
Although the integration process results in CPU17 reaches the threshold V ₃₁ at time t _32, the polarity of the detection signal of the acceleration sensor 12 is positive assumes not a side impact from the left, the transistor 18,201 Both are kept off (FIGS. 13 (h) and (i)). Thereby, squib 1
9 keeps the off state (FIG. 13 (j)), and the passenger side airbag device 5 is not activated.

In the CPU 13, the acceleration sensors 11, 12
When the integration processing result of are both reached the threshold V _32, i.e., the time t ₃₃ (time t ₃₃ is assumed to be after the time t ₃₁₎ at turning on transistor 14 (FIG. 13 (f)). Thereby time and transistors 14 and 161 is turned both on and, i.e. squib 15 at time t ₃₃ is turned on (FIG. 13 (g)), the passenger-seat airbag device 3 is activated.

In this way, the unit sensor 101 uses the polarities of the detection signals of the acceleration sensors 11 and 12 without activating the side airbag device 5 at the time of a frontal collision.
Only the airbag device 3 can be activated. Similarly, the unit sensor 201 can also activate only the airbag device 4 at the time of a frontal collision. FIG.
0, the sensor units 101, 201
Does not use signals from other units,
In the case of offset collision, since there is a possibility that the integration result of the detection signal of the acceleration sensor towards non-collision side does not reach the threshold value V _32, the start signal for the airbag apparatus of any one side in that case If both airbag devices are activated by the logical sum of the above, it is possible to cope with an offset collision.

Next, the operation of the sensor unit 101 at the time of a side collision from the left will be described with reference to FIG. When a side collision from the left side occurs, the acceleration sensors 11, 1
2, the deceleration is detected, and FIG.
As shown in (c), positive and negative output waveforms are obtained, respectively. At this time, in the acceleration sensors 11 and 12,
It is assumed that detection signals having substantially the same magnitude are obtained. CPU1
In 3 the output of the acceleration sensor 11 to integration processing, the processing result from reaches a predetermined threshold value V ₃₁ at time t ₃₄ as shown in FIG. 14 (b), the threshold value V ₃₁ is greater than the threshold value at time t ₃₅ It can be seen that V ₃₂ has been reached (the threshold is set to the same value as in FIG. 13 for convenience). Further, the output of the acceleration sensor 12 to integration processing in CPU 17, reached at time t ₃₆ in proximity to the time t ₃₄ as shown in FIG. 14 (d) from the integration processing result to a predetermined threshold value (-V ₃₁₎ At time t
It can be seen that the threshold has been met (-V ₃₂₎ at time t ₃₇ close to _35. When the integration processing result in CPU13 reaches a predetermined threshold value V ₃₁ at time t _34, to turn on transistor 161 at time t ₃₄ (FIG. 14
(E)). Further, the predetermined threshold value in the CPU17 the integration processing results at a time t ₃₆ is reached (-V _31), to turn on transistor 201 at time t ₃₆ (FIG. 14 (h)).

The CPU 13 receives the result of the integration processing of the CPU 17 and determines that the deceleration is not acting in the front-rear direction because the integration processing result of the detection value of the acceleration sensor 12 is negative. (FIG. 14F). As a result, the squib 15 is maintained in the off state (FIG. 14 (g)), so that the passenger airbag device 3 is not activated. On the other hand, in the CPU 17, the CPU 1
Receiving the integration processing result of 3, the integration signal of the detection signal of the acceleration sensor 11 has a positive polarity and the integration value of the detection signal of the acceleration sensor 12 has a negative value, and each has a predetermined threshold value V ₃₂ , (−V ₃₂ ).
, Ie, at time t ₃₅ (time t ₃₅ becomes time t ₃₇
Later, the transistor 18 is turned on (FIG. 14 (i)). Thereby, the transistors 18, 2
01 is a squib 19 at time t _35, which both turned on turned on (Fig. 14 (j)), side air bag device 5 for a passenger's seat is activated.

At this time, although not shown, the sensor unit 2
01, the output levels of the acceleration sensors 21 and 22 are small, and the combination of the polarities of the detection signals is inappropriate for the activation of the airbag devices 4 and 6, so that the squibs 25 and 29
Are not turned on, so that the airbag device 4 and the side airbag device 6 are not activated. In this way, only the side airbag device 5 can be activated using the polarity of the detection signals of the acceleration sensors 11 and 12 without activating the airbag device 3 at the time of a side collision from the left.

Similarly, at the time of a side collision from the right side, the squib 29 is turned on and the squib 25 is turned off in the sensor unit 201, so that only the side airbag device 6 is started without activating the airbag device 4. Can be. At this time, in the sensor unit 101, the output levels of the acceleration sensors 11 and 12 are low, and the squibs 15 and 19 are not turned on because the combination of the polarities of the detection signals is inappropriate for the activation of the airbag devices 3 and 4. Therefore, the airbag device 3 and the side airbag device 5 are not activated. Thus, at the time of a side collision, only the side airbag device on the side of the collision can be activated.

In this embodiment, when the deceleration acts on each side in the front-rear direction, the polarities of the detection signals of the two sensors are made to have the same sign. Although the sign is set to have a different sign, the polarity of the detection signal of the sensor is made to have a different sign when the deceleration acts in the front-rear direction, and the polarity is the same when the deceleration acts in the left-right direction. May be set to determine the action direction of deceleration based on the combination of the polarities of the detection signals. In the second embodiment, the acceleration sensors 11, 12, 21, and 22 are oriented such that a direction perpendicular to each surface is oriented at approximately 45 degrees with respect to the longitudinal direction of the vehicle in a substantially horizontal plane. The sensors 11, 12, 21, and 22 may be oriented at other angles as long as decelerations in two directions of the front-rear direction and the left-right direction can be detected.

(Third Embodiment) In the second embodiment, the direction perpendicular to the plane of the acceleration sensor is oriented at a predetermined angle in the longitudinal direction of the vehicle, and each side is detected using the detection signals detected by the sensors on each side. The present embodiment is characterized in that the airbag device and the side airbag device provided in the above are activated, but the present embodiment is configured to use the detection signals of the other sensors. FIG. 15 shows a sensor unit 10 according to a third embodiment.
FIG. 2 is a block diagram showing a configuration of the second and second embodiments. As shown in FIG. 15, the sensor units 102 and 202 each serve as a means for detecting the deceleration, and are acceleration sensors 11 and 2 which are line-symmetrically oriented in a plan view with respect to the longitudinal axis of the vehicle.
Only one is provided. Also, the airbag devices 3, 4
The side airbag devices 5 and 6 are arranged in the same manner as in FIG.

Here, the acceleration sensor 11 outputs a signal of a positive polarity with respect to an impact from the front, and also outputs a signal of a positive polarity with respect to an impact from the left side. Further, the acceleration sensor 21 outputs a signal of a positive polarity with respect to a shock from the front, and also outputs a positive signal with respect to a shock from the right. By arranging the acceleration sensors 11 and 21 as shown in FIG. 15, the collision direction can be determined from the combination of the polarities of the detection signals. For example, the acceleration sensor 11
If the polarity of the detection signal by the acceleration sensor 21 is positive and the polarity of the detection signal by the acceleration sensor 21 is positive, it means a frontal collision, and the polarity of the detection signal by the acceleration sensor 11 is positive and the acceleration sensor 2
If the polarity of the detection signal by 1 is negative, it means a side collision from the left. When the polarity of the detection signal from the acceleration sensor 11 is negative and the polarity of the detection signal from the acceleration sensor 21 is positive, it means a side collision from the right side, and the polarity of the detection signal from the acceleration sensor 11 is negative and the acceleration sensor 21 If the polarity of the detection signal is negative, it means a rear collision. Thus, the collision direction can be determined from the combination of the polarities of the detection signals of the acceleration sensors 11 and 21, and the airbag devices 3 and 4 and the side airbag devices 5 and 6 can be activated using this characteristic.

Here, as an example, the sensor unit 102
The processing flow of the CPU 13 will be described with reference to the flowchart shown in FIG. In FIG. 16, the processing from step 1602 to step 1608 is the same as the processing from step 502 to step 508 in FIG.
After inputting the integration processing data D from the CPU 23 in Step 1608, it is determined in Step 1609 whether or not ΔV is positive. If ΔV is positive, the impact from the front or the impact from the left side is applied. Then, in the following step 1610, it is determined whether or not the data D is positive. If ΔV is negative in step 1609, it is determined that a side collision from the right side or a collision from the rear has occurred, and the process ends because it is not related to the activation of the passenger seat airbag device 3 and the side airbag device 5. . When the data D is positive, it is determined that an impact has occurred from the front, and in step 1612, ΔV is set to a predetermined threshold V ₃₁
It is determined whether or not this is the case. When ΔV is less than the threshold value V ₃₁ at step 1612, it is determined that there is a possibility of a frontal collision, turns on transistor 161 (step 161
4) If ΔV is less than the threshold value V ₃₁ , it is determined that no frontal collision has occurred, and the transistor 161 is kept off.

[0058] After the step 1614 turns on the transistor 161, it determines whether data D is the threshold value V ₃₁ or more (step 1616), when the data D is not less than the threshold value V ₃₁ [Delta] V in step 1618 or D is equal to or a predetermined threshold V ₃₂ or more. When ΔV or D is equal to or larger than the threshold value V _32, it is determined that a frontal collision has occurred, and the transistor 14 is turned on (step 1620).
Since both 4 and 161 are turned on, the squib 15 is energized, and the passenger airbag device 3 is activated. Steps
When D is less than the threshold value V ₃₁ at 1616, or step 16
When the condition 18 is not satisfied, it is determined that a frontal collision has not occurred, and the transistor 14 is maintained in the off state. Therefore, the squib 15 is not energized, and the passenger airbag device 3 is not activated. By such processing of the CPU 13, the airbag device 3 can be activated at the time of a frontal collision.

[0059] When D is negative at step 1610, determines that an impact from the left side is generated, it is determined whether ΔV is the threshold V ₃₁ or at step 1622. ΔV is determined that there is a possibility of left-side collision when a threshold V ₃₁ or at step 1622, turning on transistor 201 (step 1624). When ΔV is less than the threshold value V ₃₁ at step 1622 determines that the left-side collision has not occurred, the process ends. After the transistor 201 is turned on at step 1624, determines whether data D is equal to or less than the threshold value (-V ₃₁₎ (step 1626), further steps when the data D is the threshold value (-V ₃₁₎ below 1628 at ΔV threshold V ₃₂ or more, or D is equal to or less than the threshold value (-V _32). If ΔV and D satisfy the respective conditions in step 1628, it is determined that a left side collision has occurred and the transistor 18
Is turned on (step 1630), whereby the transistors 18 and 201 are both turned on, so that the squib 19 is energized and the passenger side airbag device 5 is activated.
When it is larger than D threshold (-V ₃₁₎ in step 1626, or when the ΔV or D does not meet the respective conditions at step 1628, determines that the left-side collision has not occurred, the transistor Since the squib 19 is kept off, the squib 19 is not energized, and the passenger side airbag device 5 is not activated. By such processing of the CPU 13, the passenger side airbag device 5 can be activated at the time of a left side collision.

Similarly, in the sensor unit 202, the CP
U23 uses the detection signal of the acceleration sensor 21 and the data of the CPU 13 to perform the same processing as that of the CPU 13 and when the detection signals of the acceleration sensors 21 and 11 are both positive, the transistors 24 and 261 based on the detection signals. On / off control can be performed to activate the driver's seat airbag device 4 at the time of a frontal collision. Also, acceleration sensor 2
1 when the polarity of the detection signal of the acceleration sensor 11 is positive and the polarity of the detection signal of the acceleration sensor 11 is negative, the on / off of the transistors 28 and 301 is controlled based on the detection signals. The airbag device 6 can be activated. The processing procedure of the CPU 23 is exactly the same as the processing procedure of the CPU 13 shown in FIG. 16 except that the transistor to be controlled is different.

Here, the sensor unit 10 at the time of a head-on collision
The operation of 2, 202 will be described with reference to the timing chart shown in FIG. When a frontal collision occurs, deceleration is detected by the acceleration sensors 11 and 21, respectively, and FIG.
As shown in (a) and (c), an output waveform having a positive polarity is obtained. At this time, it is assumed that the acceleration sensors 11 and 21 have obtained similar detection levels. The output of the CPU13 the acceleration sensor 11 to integration processing, and the processing results from reaching a predetermined threshold value V ₃₁ at time t ₃₀ as shown in FIG. 17 (b), reaches the time t ₃₁ Te threshold V ₃₂ You can see that. Further, the output of the acceleration sensor 21 to integration processing in CPU 23, reaches a predetermined threshold value V ₃₁ at time t ₃₂ as shown in FIG. 17 (d) from the integration processing result, at time t ₃₃ Te threshold V ₃₂ 17 (b) and (d) are shown in FIG. 13 (b) for convenience.
(The same as (d)).

[0062] In CPU 13, receives the detection signal of the acceleration sensor 21 from the CPU 23, assumes that the polarity deceleration in the longitudinal direction because it is positive is applied, the integrated value of the detection signal the time t ₃₀ of the acceleration sensor 11 When Te reaches the threshold V _31, to turn on transistor 161 at time t ₃₀ (FIG. 17 (e)). Also, in the CPU 23, the CPU
13, the detection signal of the acceleration sensor 11 is received. Since the polarity is positive, it is considered that the deceleration acts in the front-rear direction, and the integral value of the detection signal of the acceleration sensor 21 reaches the threshold value V ₃₁ at time t ₃₂ . Then, the transistor 261 is turned on (FIG. 17H).

In the CPU 13, the acceleration sensor 2
It reaches the threshold V ₃₁ integral value of the detection signal 1, and, when the integration result of either the detection signal of the acceleration sensor 11, 21 has reached the threshold V _32, i.e., the transistor at time t ₃₃ 14 Is turned on (FIG. 17 (f)). Thereby time and transistors 14 and 161 are turned on and both, i.e. squib 15 at time t ₃₃ is turned on (Fig. 1
7 (g)), the passenger airbag device 3 is activated.
On the other hand, the CPU 23, reaches the threshold value V ₃₁ integral value of the detection signal of the acceleration sensor 11, and an acceleration sensor 11,2
1 is equal to the threshold V ₃₂
When reached, i.e., turning on transistor 24 at time t ₃₃ (FIG. 17 (i)). Thus squib 25 at time t ₃₃ to the transistor 24 and 261 are both turned on is turned on (FIG. 17 (j)), the airbag apparatus 4 for the driver's seat is activated.

At this time, since the polarities of the detection signals of the acceleration sensors 11 and 21 are both positive, the CPUs 13 and 23 determine that the collision is not a side collision, and the transistor 18 for activating the side airbag devices 5 and 6 respectively. , 20
1. Since the transistors 28 and 301 are kept off (FIG. 17 (k)), the squibs 19 and 29 are both kept off (FIG. 17 (l)), and the side airbag devices 5 and 6 are activated. Not done. In this manner, only the airbag devices 3 and 4 can be activated simultaneously without activating the side airbag devices 5 and 6 at the time of a frontal collision using the polarities of the detection signals of the acceleration sensors 11 and 21.

Next, the operation of the sensor units 102 and 202 during a side collision from the left will be described with reference to a timing chart shown in FIG. When a side collision from the left side occurs, deceleration is detected by the acceleration sensors 11 and 21, respectively, and positive and negative output waveforms are obtained as shown in FIGS. 18 (a) and 18 (c). Here, since the acceleration sensor 21 is on the side opposite to the collision side, its output level is smaller than that of the acceleration sensor 11. The CPU 13 integrates the output of the acceleration sensor 11 and obtains the integration result shown in FIG.
(B) the threshold V ₃₁ at time t ₃₄ as shown in reached,
It can be seen that has reached Te threshold V ₃₂ to time t _35. Also, C
Integrating processing the output of the acceleration sensor 21 at PU23, the time t ₃₈ as shown from the result of the integration in FIG 18 (d)
It can be seen that the threshold value reaches a predetermined threshold value (−V ₃₁ ) and does not reach the threshold value V ₃₂ (FIG. 18B is the same as FIG. 14B for convenience).

The CPU 13 receives the detection signal of the acceleration sensor 21 from the CPU 23 and determines that the left side collision has occurred because the polarity of the detection signal is negative and the polarity of the detection signal of the acceleration sensor 11 is positive. When the integration value of the detection signal 11 reaches a threshold value V ₃₁ at time t _34, to turn on transistor 201 at time t ₃₄ (FIG. 18
(E)). Then, in the CPU 13, the acceleration sensor 21
Has reached the threshold value (−V ₃₁ ), and the integration processing result of one of the detection signals of the acceleration sensors 11 and 21 has reached the respective threshold values V ₃₂ and (−V ₃₂ ). when, that is, turning on transistor 18 at time t ₃₅ (FIG. 18 (f)). This squib at time t ₃₅ in which the transistors 18 and 201 are both turned on 19
Is turned on (FIG. 18 (g)), and the passenger side airbag device 5 is activated.

Since the collision is not in the front-rear direction, the CPU 1
3 maintains the transistors 14 and 161 in the off state (FIG. 18 (j)). Thereby, the squib 15 is maintained in the off state (FIG. 18 (k)), and the passenger airbag device 3
Is not invoked. On the other hand, since the polarity of the detection signal of the acceleration sensor 21 is negative, the CPU 23 regards this collision as neither a front collision nor a right collision, and maintains the transistors 24, 28, 261, and 301 in an off state (FIG. 18 (h)). As a result, the squibs 25 and 29 are kept in the off state (FIG. 18 (i)), so that the right airbag device 4 and the side airbag device 6 are not activated.

As described above, only the left side airbag device 5 can be activated at the time of a side collision from the left side by using the polarities of the detection signals of the acceleration sensors 11 and 21. Similarly, although not shown, at the time of a side collision from the right side, only the right side airbag device 6 can be activated.
Thus, at the time of a side collision, it is possible to activate only the side airbag device on the side of the collision.

(Fourth Embodiment) In the third embodiment, since the acceleration sensors 11 and 21 are oriented at a predetermined angle with respect to the longitudinal direction of the vehicle, a skew occurs as shown in FIG. Then, the acceleration sensor on one side cannot detect the deceleration. For example, when an impact A is received from a diagonally left front, the deceleration direction becomes substantially parallel to the surface direction of the acceleration sensor 21, so that the acceleration sensor 21 cannot detect the deceleration. Also, when it receives an impact B from the diagonally right front,
Since the direction of the deceleration is substantially parallel to the surface direction of the acceleration sensor 11, it is impossible to detect the deceleration by the acceleration sensor 11. As described above, in the third embodiment, it is difficult to activate the airbag devices 3 and 4 at the time of the oblique collision. This embodiment includes a third sensor that can detect the deceleration even at the time of an oblique collision,
The feature is that the activation of the airbag device at the time of the oblique collision is enabled.

FIG. 20 is a block diagram showing a relationship between the sensor units 102 and 202 as the fourth embodiment and an acceleration sensor (third sensor) 31 for oblique collision. The acceleration sensor 31 has a direction perpendicular to its surface oriented substantially in the longitudinal direction of the vehicle, and its detection signal is taken into the CPUs 13 and 23. Other hardware configurations are the same as those in FIG. The airbag devices 3, 4 and the side airbag devices 5, 6 are arranged in the same manner as in FIG.

With this configuration, even if one of the acceleration sensors 11 and 21 cannot be detected due to the oblique collision, the acceleration sensor 31 can detect the deceleration. Using the signal and the detection signal of the acceleration sensor 31, the airbag devices 3, 4 can be activated at the time of the oblique collision. For example, if a slanting collision occurs from the front left, it is impossible to detect the deceleration by the acceleration sensor 21. However, since the acceleration sensor 11 and the acceleration sensor 31 obtain a detection signal, a predetermined signal is obtained from the acceleration sensors 11 and 31. If the configuration is such that the airbag devices 3 and 4 are activated together when a signal of a level or more is obtained, it is possible to cope with an oblique projection from the left oblique front. When a slanting collision occurs from the front diagonally right, the acceleration sensor 11
Does not obtain a detection signal, but the acceleration sensors 31 and 21
Since a detection signal is obtained in the acceleration sensor 31,
If the airbag devices 3 and 4 are simultaneously activated when a signal of a predetermined level or more is obtained from the controller 21, it is possible to cope with a diagonal rightward oblique front. As a result, the airbag devices 3 and 4 can be activated well even at the time of an oblique collision.

In FIG. 20, the direction perpendicular to the surface of the acceleration sensor 31 is oriented substantially perpendicular to the longitudinal direction of the vehicle. However, the direction perpendicular to the surface of the sensor 31 is substantially oriented in the vehicle width direction. Orientation may be adopted, and other orientations may be used as long as deceleration can be detected when oblique collision occurs obliquely right forward and left obliquely forward. Further, in the above embodiment, the acceleration sensor 31 is provided as a sensor for an oblique collision. However, a safing sensor for turning on a contact mechanically when deceleration acts may be provided as a sensor for oblique collision.

In each of the above embodiments, the airbag devices 3 and 4 for the driver's seat and the passenger's seat and the side airbag devices 5 and
6 is activated, but it is also possible to activate a side airbag device or a seat belt pretensioner for the rear seat. In each of the above embodiments, the frontal collision such as a frontal collision, an offset collision, and an oblique collision, and the side collision from the right side and the left side are assumed as the form of the collision.
A case where a collision occurs at the rear of the vehicle may be assumed.

As indicated above, according to the present invention,
First and second detection means are provided on both sides of the vehicle, and in each of the front-rear direction and the left-right direction, the occupant protection device is activated by the control means using two or more detection values obtained by the detection means. Thereby, the number of sensors can be reduced, and the cost of the activation device can be reduced. Also, by orienting the acceleration sensor at a predetermined angle with respect to the longitudinal direction of the vehicle in a substantially horizontal plane in a direction perpendicular to the surface,
The deceleration in the front-rear direction and the left-right direction can be detected using a single acceleration sensor, and the starting device can be configured to be simpler. Further, by using the detection signals of the right and left activation devices mutually, redundancy can be provided, and the reliability of activation of the airbag device can be increased.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing an arrangement relationship between a sensor unit and a vehicle according to a first embodiment of the present invention.

FIG. 2 is a block diagram showing a configuration of a sensor unit according to the first embodiment of the present invention.

FIG. 3 is a schematic diagram showing a configuration of an acceleration sensor in the sensor unit according to the first embodiment of the present invention.

FIG. 4 is a schematic diagram showing a relationship between a sensor arrangement and a detection direction in the sensor unit according to the first embodiment of the present invention.

FIG. 5 is a flowchart showing a processing flow of a CPU in the sensor unit according to the first embodiment of the present invention.

FIG. 6 is a timing chart showing an operation at the time of a frontal collision of the sensor unit according to the first embodiment of the present invention.

FIG. 7 is a timing chart showing the operation of the sensor unit according to the first embodiment of the present invention at the time of an offset collision.

FIG. 8 is a timing chart showing the operation of the sensor unit according to the first embodiment of the present invention at the time of a side collision.

FIG. 9 is a schematic diagram showing an impact direction at the time of a collision with a vehicle.

FIG. 10 is a block diagram showing a configuration of a sensor unit according to a second embodiment of the present invention.

FIG. 11 is a schematic diagram illustrating a relationship between a deceleration direction and a displacement of an acceleration sensor in a sensor unit according to a second embodiment of the present invention.

FIG. 12 is a flowchart showing a processing flow of a CPU of a sensor unit according to the second embodiment of the present invention.

FIG. 13 is a timing chart showing an operation at the time of a frontal collision in the sensor unit according to the second embodiment of the present invention.

FIG. 14 is a timing chart showing an operation at the time of a left side collision in the sensor unit according to the second embodiment of the present invention.

FIG. 15 is a block diagram showing a configuration of a sensor unit according to a third embodiment of the present invention.

FIG. 16 is a flowchart showing a processing flow of the CPU of the sensor unit according to the third embodiment of the present invention.

FIG. 17 is a timing chart showing an operation at the time of a frontal collision in the sensor unit according to the third embodiment of the present invention.

FIG. 18 is a timing chart showing an operation at the time of a left side collision in the sensor unit according to the third embodiment of the present invention.

FIG. 19 is a schematic diagram showing the relationship between the direction of impact due to oblique impact and the arrangement of acceleration sensors.

FIG. 20 is a block diagram showing a configuration of a sensor unit according to a fourth embodiment of the present invention.

FIG. 21 is a schematic diagram showing a configuration of a conventional activation device.

[Explanation of symbols]

 1, 2 Sensor Unit 3 Passenger Seat Airbag 4 Driver Seat Airbag 5 Passenger Seat Sidebag 6 Driver Seat Sidebag 11, 21, Front Impact Acceleration Sensor 12, 22, Side Impact Acceleration Sensor 13, 23 Front Impact CPU 14, 24 Front collision transistor 15, 25 Front collision squib 17, 27 Side collision CPU 18, 28 Side collision transistor 19, 29 Side collision squib 31 Incline acceleration sensor

Claims (9)

[Claims] A first detecting means provided on a right side of the vehicle, the first detecting means including at least one first sensor for detecting a deceleration in a front-rear direction and a left-right direction acting on the vehicle; A second detection unit provided with at least one second sensor for detecting the deceleration in the front-rear direction and the left-right direction acting on the vehicle; and the first sensor and / or the second sensor. Control means for activating an occupant protection device for protecting an occupant of the vehicle based on at least two detection values in the front-rear direction or detection values in the left-right direction. 2. The occupant protection device according to claim 1, wherein the occupant protection device is an airbag device for a driver seat and / or a passenger seat, and the control unit includes at least one of the detection values of the first sensor and / or the second sensor. The activation device for an occupant protection device according to claim 1, wherein the occupant protection device is activated based on two detection values in a front-rear direction. 3. The occupant protection device is a side airbag device for a driver's seat and / or a passenger seat, and the control unit is configured to control the first sensor and / or the second sensor. The activation device for an occupant protection device according to claim 1, wherein the occupant protection device is activated based on at least two detected values in the left and right directions. 4. The first sensor and the second sensor, wherein the first sensor and the second sensor correspond to the deceleration in the front-rear direction and the left-right direction, respectively, one in each direction. The activation device for an occupant protection device according to claim 1, further comprising: 5. The vehicle according to claim 1, wherein the first sensor and the second sensor output detection values corresponding to the magnitude of the deceleration to be applied, and a direction perpendicular to each detection surface is substantially in a horizontal plane. The activating device of the occupant protection device according to claim 1, wherein the activation device is oriented so as to form a predetermined angle with respect to the longitudinal direction of the occupant, and detects deceleration in the front-rear direction and the left-right direction by itself. 6. The first sensor and the second sensor each output a detection value having a positive or negative polarity according to the direction of the deceleration that acts, and the control unit outputs the first and second sensors. 6. The occupant protection device according to claim 5, wherein the occupant protection device is activated based on a combination of polarities of respective detection values of the first sensor and the second sensor.
An activation device for an occupant protection device according to claim 1. 7. The first sensor, wherein the first detection means and the second detection means output detection values having positive or negative polarities different from each other according to the direction of the deceleration to be applied. The control unit has a pair of the second sensors, and the control unit includes the first detection unit or the second sensor.
The activation device for an occupant protection device according to claim 5, wherein the occupant protection device is activated based on a combination of polarities of respective detection values of the sensors in the detection means. 8. A control system comprising: a third sensor for detecting a deceleration generated by a diagonal front from a diagonally right front and a diagonally left front, wherein the control means includes a detection value of the third sensor and the first sensor.
The activation device for an occupant protection device according to claim 5 or 6, wherein the occupant protection device is activated based on a value detected by the first sensor or the second sensor. 9. The activating device for an occupant protection device according to claim 1, wherein the activating device is unitized and provided on each side of the vehicle.