KR102593519B1 - Apparatus for controlling airbag - Google Patents

Abstract

The present invention relates to an airbag control device that can secure robustness against damage to a squib driving unit that controls an airbag inflator.
An airbag control device according to an embodiment of the present invention includes an airbag inflator that deploys an airbag by releasing a large amount of gas when ignition current is supplied and a current path is formed, and a first terminal that receives ignition current from a power supply. , a second terminal that supplies ignition current to the airbag inflator, a third terminal that forms a current path so that the airbag inflator is ignited, and a fourth terminal as ground, and the airbag is transmitted through the second terminal by an ignition command from the microcomputer. An inflator control unit that provides ignition current to the inflator and forms a current path with the second terminal through the third terminal, wherein the inflator control unit controls the ignition current introduced through the first terminal during normal operation to the second terminal. A first current control unit that controls the supply of ignition current to the airbag inflator through the terminal and blocks the supply of ignition current to the airbag inflator through the second terminal when an abnormally high voltage is applied through the first terminal, and a third current control unit during normal operation. A second terminal connects the terminal and the fourth terminal to form a current path that deploys the airbag inflator, and blocks the formation of the current path by blocking the connection between the third and fourth terminals when an abnormal high voltage is applied through the third terminal. Includes a current control unit.

Description

Airbag control device {APPARATUS FOR CONTROLLING AIRBAG}

The present invention relates to an airbag control device that can secure robustness against damage to a squib driving unit that controls an airbag inflator.

In general, a vehicle's airbag device is installed in front of the driver's seat or passenger seat to instantly inflate a cushion when the vehicle crashes, thereby protecting the life and body of the driver and passengers. These airbag devices are divided into a driver's airbag, which is installed on the steering wheel and protects the driver in the driver's seat, and a passenger's airbag, which is installed on the front instrument panel of the passenger seat and protects the passenger in the passenger seat.

In addition, the vehicle airbag system is a safety device that relieves the impact of the passenger through the airbag cushion by deploying the airbag and inflating it like a balloon when a collision accident of a certain size or larger occurs, and prevents the passenger from being thrown out of the vehicle body. In the event of a frontal collision, the front seat passenger is There are driver airbags and passenger airbags that protect passengers, and side airbags and curtain airbags that protect the passenger's side in the event of a side collision.

In this vehicle airbag system, airbag deployment is performed by the powered squib driver applying ignition current to the airbag inflator. However, the squib driver has a weak ability to prevent damage from external electrical shocks, so the squib driver operates normally. If it does not operate, in situations where the airbag inflator should be deployed normally, mis-deployment, non-deployment, etc. may occur, exposing the driver and passengers to danger.

The above-mentioned background technology is technical information that the inventor possessed for deriving the present invention or acquired in the process of deriving the present invention, and cannot necessarily be said to be known art disclosed to the general public before filing the application for the present invention.

The present invention was created to solve the above-mentioned problems and/or limitations, and the purpose of the present invention according to one aspect is to secure robustness against damage to the squib driving unit that controls the airbag inflator.

An airbag control device according to an embodiment of the present invention includes an airbag inflator that deploys an airbag by releasing a large amount of gas when ignition current is supplied and a current path is formed; and a first terminal that receives the ignition current from the power supply, a second terminal that supplies the ignition current to the airbag inflator, a third terminal that forms a current path so that the airbag inflator is ignited, and a fourth terminal that serves as ground. An inflator control unit that provides the ignition current to the airbag inflator through the second terminal in response to an ignition command from the microcomputer and forms a current path with the second terminal through the third terminal, The inflator control unit controls the ignition current flowing in through the first terminal during normal operation to be supplied to the airbag inflator through the second terminal, and when an abnormally high voltage is applied through the first terminal, the inflator control unit a first current control unit that blocks the supply of the ignition current to the airbag inflator through a second terminal; and connecting the third terminal and the fourth terminal during normal operation to form a current path for deploying the airbag inflator, and when an abnormal high voltage is applied through the third terminal, the third terminal and the fourth terminal. It may include a second current control unit that blocks the formation of the current path by blocking the connection.

The first current control unit has a source terminal connected to the first terminal, a drain terminal connected to the second terminal, and a gate terminal connected to a first regulation unit that supplies the first constant voltage under the control of the microcomputer. first switching unit (TR1); A second terminal whose source terminal is connected to ground, whose drain terminal is connected to the first terminal, and whose gate terminal is connected to one end of the first switch that switches on/off the first enable signal under the control of the microcomputer. Switching unit (TR2); a third switching unit (TR3) with a source terminal connected to the first terminal, a drain terminal connected to the first regulation unit, and a gate terminal connected to the drain terminal of the second switching unit (TR2); a first Zener diode (ZD1) with one end connected to the gate terminal of the second switching unit (TR2) and the other end connected to ground, which is the other end of the first switch; and a second Zener diode (ZD2), one end of which is connected to the first terminal and the other end of which is connected to the gate terminal of the third switching unit (TR3).

When an abnormally high voltage is applied through the first terminal of the first current control unit, the first switching unit (TR1) is turned off, and the second switching unit (TR2) and the third switching unit (TR3) are turned off. When turned on, the ignition current flowing into the first terminal can be blocked from being supplied to the airbag inflator through the second terminal.

When a normal voltage is applied through the first terminal of the first current control unit, the first switching unit (TR1) is turned on, and the second switching unit (TR2) and the third switching unit (TR3) are turned on. When turned off, the ignition current flowing into the first terminal may be supplied to the airbag inflator through the second terminal.

The second current control unit has a source terminal connected to the fourth terminal, a drain terminal connected to the third terminal, and a gate terminal connected to a second regulation unit that supplies a second constant voltage under the control of the microcomputer. Fourth switching unit (TR4); The source terminal is connected to the ground, the drain terminal is connected to the second regulation unit, and the gate terminal is connected to one end of the first switch that switches the first enable signal on/off under the control of the microcomputer. 5 switching unit (TR5); a third Zener diode (ZD3) with one end connected to the gate terminal of the fifth switching unit (TR5) and the other end connected to the ground of the first switch; and a fourth Zener diode (ZD4), one end of which is connected to the gate terminal of the fourth switching unit (TR4) and the other end of which is connected to the drain terminal of the fourth switching unit (TR4).

When an abnormally high voltage is applied through the third terminal of the second current control unit, the fourth switching unit (TR4) is turned off and the fifth switching unit (TR5) is turned on, and the third terminal and The formation of the current path can be blocked by blocking the connection of the fourth terminal.

When an abnormal voltage is applied through the third terminal of the second current control unit, the fourth switching unit (TR4) is turned on and the fifth switching unit (TR5) is turned off, and the third terminal and The current path can be formed by blocking the connection of the fourth terminal.

Other aspects, features and advantages in addition to those described above will become apparent from the following drawings, claims and detailed description of the invention.

According to embodiments, robustness can be secured against damage to the squib driving unit that controls the airbag inflator.

The effects of the present invention are not limited to those mentioned above, and other effects not mentioned will be clearly understood by those skilled in the art from the description below.

1 is a diagram schematically illustrating a vehicle airbag ECU system according to an embodiment of the present invention.
FIG. 2 is a diagram schematically illustrating the detailed configuration of the squib driving unit in the airbag ECU system of FIG. 1.
FIG. 3 is a diagram showing a detailed circuit diagram of the squib driving unit shown in FIG. 2.

The advantages and features of the present invention and methods for achieving them will become clear by referring to the embodiments described in detail together with the accompanying drawings. However, the present invention is not limited to the embodiments presented below, but may be implemented in various different forms, and should be understood to include all conversions, equivalents, and substitutes included in the spirit and technical scope of the present invention. . The embodiments presented below are provided to ensure that the disclosure of the present invention is complete and to fully inform those skilled in the art of the scope of the invention. In describing the present invention, if it is determined that a detailed description of related known technologies may obscure the gist of the present invention, the detailed description will be omitted.

The terms used in this application are only used to describe specific embodiments and are not intended to limit the invention. Singular expressions include plural expressions unless the context clearly dictates otherwise. In this application, terms such as “comprise” or “have” are intended to designate the presence of features, numbers, steps, operations, components, parts, or combinations thereof described in the specification, but are not intended to indicate the presence of one or more other features. It should be understood that this does not exclude in advance the possibility of the existence or addition of elements, numbers, steps, operations, components, parts, or combinations thereof. Terms such as first, second, etc. may be used to describe various components, but the components should not be limited by these terms. The above terms are used only for the purpose of distinguishing one component from another.

Hereinafter, embodiments according to the present invention will be described in detail with reference to the accompanying drawings. In the description with reference to the accompanying drawings, identical or corresponding components are assigned the same drawing numbers and duplicate descriptions thereof are omitted. I decided to do it.

1 is a diagram schematically illustrating a vehicle airbag ECU system according to an embodiment of the present invention. Referring to FIG. 1, the airbag ECU (electronic control unit) system of the vehicle includes an airbag inflator 100, a communication unit 200, a microcomputer 300, a storage medium 400, a collision detection sensor 500, and a squib driver. It may include (600) and a power supply unit (700).

When ignition current is supplied from the squib driving unit 600 and a current path is formed, the airbag inflator 100 can deploy an airbag by releasing a large amount of gas. These airbag inflators 100 can be classified into solid-type inflators, gas-type inflators, and hybrid-type inflators. Here, the solid inflator uses sodium azide (NaN3), a solid fuel, and can inflate the airbag with nitrogen gas generated by a gunpowder reaction. A gas-type inflator uses helium gas, etc., and can store helium gas in a compression tank and then open the compression tank to inflate the airbag with helium gas. A hybrid inflator is a combination of a solid inflator and a gas inflator. The gas force generated by burning gunpowder opens the compression tank and inflates the airbag with an inert gas such as argon gas.

The communication unit 200 may include an integrated circuit (IC) for CAN (controller area network) communication that can communicate with other components within the vehicle. Additionally, the communication unit 200 can communicate with the microcomputer 300 to communicate status information of the ECU.

The microcomputer 300 is the central control device of the ECU and performs SPI (serial peripheral interface) communication with internal components, PSI5 (Peripheral Sensor Interface-5) communication with external sensors (not shown), and a squib driving unit. A command to ignite the airbag inflator (100) can be given to (600).

The storage medium 400 can store and store operation parameters for deploying the airbag inflator 100 and ECU internal information.

The collision detection sensor 500 is mounted on the front and/or side of the vehicle and transmits sensor data values that determine whether the vehicle has crashed to the microcom 300, so that the microcom 300 deploys the airbag inflator 100. can do. Here, sensors that determine whether a vehicle has crashed may include acceleration and roll over sensors.

The squib driving unit 600 manages power within the ECU and provides the necessary ignition current to the airbag inflator 100 under the control of the microcomputer 300, allowing the airbag inflator 100 to deploy.

The power supply unit 700 can be used as a power source to provide ignition current when the airbag inflator 100 is deployed, and can supply power to the ECU as an auxiliary power source when power is cut off by removing the vehicle battery during an accident.

FIG. 2 is a diagram schematically illustrating the detailed configuration of the squib driving unit in the airbag ECU system of FIG. 1. Referring to FIG. 2, the squib driving unit 600 includes a charging unit 610, a first converter 620, a second converter 630, a regulator 640, a communication interface 650, and an inflator control unit 660. can do.

The charging unit 610 can charge and store power applied from the power supply unit 700 and can be connected to the first converter 620.

The first converter 620 may include a boost converter including an inductor. The first converter 620 may be a circuit that boosts voltage, or may be a DC/DC converter that changes direct current power to another voltage. The output voltage of the first converter 620 may be higher than the input voltage, and when power is applied, the inductor may be charged with electrical energy. When receiving power is stopped, the first converter 620 may release energy stored in the inductor. The electrical energy emitted by the inductor may have a polarity opposite to the current initially applied to the first converter 620.

The second converter 630 may include a buck converter that outputs output using a switching frequency. The output value of the frequency component can be converted into a constant voltage form by passing through an inductor. The second converter 630 can increase or decrease the voltage by adjusting the width of the constant voltage pulse (adjusting the duty ratio). For example, the second converter 630 may increase the voltage by widening the pulse width, or may lower the voltage by narrowing the pulse width. The second converter 630 can lower the voltage value of the power supplied from the first converter 620. The second converter 630 can maintain a stable power supply by reducing the power supplied from the first converter 620 to a constant voltage value. The second converter 630 is electrically connected to the regulator 640 (linear regulator) and can supply the stepped-down power to the regulator 640.

The regulator 640 may maintain the voltage value of the power supplied from the second converter 630 constant. For example, the regulator 640 may maintain the voltage value of the power supplied from the second converter 630 by 5. It can be maintained by forcing it with a bolt.

The communication interface 650 may interface SPI data communication between the microcomputer 300 and the squib driver 600.

The inflator control unit 660 can control the operation of the airbag inflator 100 using a control signal from the microcomputer 300 and a constant voltage signal from the regulator 640. This inflator control unit 660 may include a first current control unit 661, a second current control unit 662, and a first terminal (663 in FIG. 3) to a fourth terminal (666 in FIG. 3).

The first current control unit 661 may supply the ignition current supplied from the power supply unit 700 through the first terminal 663 to the airbag inflator 100 through the second terminal 664.

The second current control unit 662 performs or does not perform the grounding role of the third terminal 335 in order to form or not form a current path so that the airbag inflator 100 is deployed or not deployed under the control of the microcomputer 300. You can do it.

In this embodiment, when an abnormally high voltage is applied to the first terminal 663, the first current control unit 661 controls the ignition current not to be supplied to the airbag inflator 100 through the second terminal 664, and the third When an abnormally high voltage is applied to the terminal 665, the second current control unit 662 can control the third terminal 665 not to be grounded, that is, not to form a current path.

Here, the airbag inflator 100 is connected to the second terminal 664 and the third terminal 664, and the ignition current is applied from the second terminal 664 and a current path is formed with the third terminal 664. Development becomes possible. That is, the condition under which the airbag inflator 100 is deployed may include a case where both the first switching unit TR1 and the fourth switching unit TR4 of FIG. 3, which will be described later, are turned on.

The first terminal 663 may include a terminal that receives power supplied from the power supply unit 700. The second terminal 664 may include a terminal that supplies the ignition current output from the first current control unit 661 to the airbag inflator 100. The third terminal 665 may include a terminal that forms a current path that can control the operation of the airbag inflator 100, that is, deployment or non-deployment by ignition, together with the second terminal 664. The fourth terminal 666 may include a ground terminal.

FIG. 3 is a diagram showing a detailed circuit diagram of the squib driving unit shown in FIG. 2.

Referring to FIG. 3, the first current control unit 661 includes a first switching unit (TR1), a second switching unit (TR2), a third switching unit (TR3), a first Zener diode (ZD1), and a second Zener diode. (ZD2), a first regulation unit 661-1, and a first switch 661-2.

The source terminal of the first switching unit (TR1), which switches the ignition current to the airbag inflator 100, is connected to the first terminal 663, the drain terminal is connected to the second terminal 664, and the gate terminal is connected to the first terminal 664. It may be connected to the regulation unit 661-1.

The source terminal of the second switching unit TR2 is connected to ground, the drain terminal is connected to the first terminal 663, and the gate terminal turns on the first enable signal by the control signal input from the microcomputer 300. It may be connected to one end of the first switch 661-2 that switches on/off. Here, the other end of the first switch 661-2 may be connected to ground. One end of the first Zener diode ZD1 used to maintain a constant voltage may be connected to one end of the first switch 661-2, and the other end may be connected to ground. Here, one end of the first switch 661-2, one end of the first Zener diode ZD1, and the gate terminal of the second switching unit TR2 are the first terminal connected through the resistor Rv and the diode D1. It can be connected to (663).

The source terminal of the third switching unit TR3 is connected to the first terminal 663, the drain terminal is connected to the first regulation unit 661-1, and the gate terminal is connected to the other end of the second Zener diode ZD2. can be connected Here, one end of the second Zener diode (ZD2) may be connected to the first terminal 663.

In addition, the second current control unit 662 includes a fourth switching unit (TR4), a fifth switching unit (TR5), a third Zener diode (ZD3), a fourth Zener diode (ZD4), and a second regulation unit (662-1). ) and a second switch 662-2.

The source terminal of the fourth switching unit (TR4), which creates a current path together with the first switching unit (TR1), is connected to the fourth terminal 666, the drain terminal is connected to the third terminal 665, and the gate terminal may be connected to the second regulation unit 662-1.

The source terminal of the fifth switching unit TR5 may be connected to ground, the drain terminal may be connected to the second regulation unit 662-1, and the gate terminal may be connected to one end of the second switch 662-2. Here, the other end of the second switch 662-2 may be connected to ground.

One end of the third Zener diode ZD3 may be connected to the gate terminal of the fifth switching unit TR5, and the other end may be connected to ground. Here, one end of the second switch 662-2, the other end of the third Zener diode ZD3, and the gate terminal of the fifth switching unit TR5 are connected to the third terminal through the resistor Rv and the diode D2. It can be connected to terminal 665.

One end of the fourth Zener diode ZD4 may be connected to the drain terminal of the fourth switching unit TR4, and the other end may be connected to the second regulation unit 662-1. Here, the other end of the fourth Zener diode ZD4, the gate terminal of the fourth switching unit TR4, and the drain terminal of the fifth switching unit TR5 may be connected to the second regulation unit 662-1.

The operations of the first current control unit 661 and the second current control unit 662 will be described in detail as follows.

An abnormal high voltage is applied through the first terminal 663, the first constant voltage is not output from the first regulation unit 661-1 under the control of the microcomputer 300, and the first constant voltage is not output under the control of the microcomputer 300. When the switch 661-2 is turned off, current flows through the resistor Rv to the first Zener diode ZD1 to maintain a constant voltage, so that the second switching unit TR2 can be turned on. Additionally, the gate terminal of the third switching unit TR3 becomes OV due to the second Zener diode ZD2, so that the third switching unit TR3 can be turned on. Here, the second Zener diode ZD2 may enable the third switching unit TR3 to operate at a constant voltage by considering the operating area between the source and gate of the third switching unit TR3. When the third switching unit (TR3) is turned on, the voltage input to the first terminal 663 becomes the same as the voltage of the gate terminal of the first switching unit (TR1), and the first switching unit (TR1) is turned off. 2 Ignition current is not applied to the airbag inflator 100 through terminal 664. Therefore, even if an abnormally high voltage is applied through the first terminal 663, the airbag inflator 100 does not deploy.

An abnormally high voltage is applied in the current path through the third terminal 665, the second constant voltage is not output from the second regulation unit 662-1 under the control of the microcomputer 300, and the second constant voltage is not output under the control of the microcomputer 300. With the second switch 662-2 turned off, current flows through the resistor Rv to the third Zener diode ZD3 to maintain a constant voltage, thereby turning the fifth switching unit TR5 on. The gate terminal of the fourth switching unit TR4 becomes OV and the fourth switching unit TR4 is turned off, so that a current path through the third terminal 666 is not formed. Therefore, even if an abnormally high voltage is applied through the third terminal 665, the airbag inflator 100 does not deploy.

Here, the fourth Zener diode (ZD4) may play a role in preventing destruction of the fourth switching unit (TR4). In general, the second current control unit 662 must turn on the fourth switching unit TR4 and send current to the fourth terminal 666 before the fourth switching unit TR4 is destroyed. It is configured as the voltage applied to the third terminal 665 < turn-on voltage of the fourth Zener diode (ZD4) < the breakdown voltage of the switching unit (FET), so that the fourth Zener diode (ZD4) is destroyed before the destruction of the fourth switching unit (TR4). The voltage applied to the third terminal 665 can be lowered by turning on the fourth switching unit (TR4).

When a normal voltage is applied through the first terminal 663 and the third terminal 665 forms a normal current path, the first constant voltage is output from the first regulation unit 661-1 by the microcomputer 300. Then, the first switch 661-2 is turned on by the microcomputer 300, the second constant voltage is output from the second regulation unit 662-1 by the microcomputer 300, and the second constant voltage is output by the microcomputer 300. When the switch 662-2 is turned on, the voltage of the first Zener diode ZD1 and the gate terminal voltage of the second switching unit TR2 become 0V, and the second switching unit TR2 is turned off, thereby The voltage of the gate terminal and the source terminal of the third switching unit (TR3) becomes the same, so that the third switching unit (TR3) is turned off, and the first switching is performed using the first constant voltage output from the first regulation unit (661-1). The unit TR1 is turned on and an ignition signal is applied to the second terminal 664. In addition, the voltage of the third Zener diode (ZD3) and the gate terminal voltage of the fifth switching unit (TR5) become 0V, so that the fifth switching unit (TR5) is turned off, and the second voltage output from the second regulation unit (662-1) is 0V. 2 The fourth switching unit TR4 is turned on by the constant voltage to form a current path in the third terminal 665. In this way, when both the first switching unit (TR1) and the fourth switching unit (TR4) are turned on, an ignition current inflow path is formed in the airbag inflator 100, and the airbag inflator 100 is normally deployed by the ignition current.

Embodiments according to the present invention described above may be implemented in the form of a computer program that can be executed through various components on a computer, and such a computer program may be recorded on a computer-readable medium. At this time, the media includes magnetic media such as hard disks, floppy disks, and magnetic tapes, optical recording media such as CD-ROMs and DVDs, magneto-optical media such as floptical disks, and ROM. , RAM, flash memory, etc., may include hardware devices specifically configured to store and execute program instructions.

Meanwhile, the computer program may be designed and configured specifically for the present invention, or may be known and available to those skilled in the art of computer software. Examples of computer programs may include not only machine language code such as that created by a compiler, but also high-level language code that can be executed by a computer using an interpreter or the like.

In the specification (particularly in the claims) of the present invention, the use of the term “above” and similar referential terms may refer to both the singular and the plural. In addition, when a range is described in the present invention, the invention includes the application of individual values within the range (unless there is a statement to the contrary), and each individual value constituting the range is described in the detailed description of the invention. It's the same.

Unless there is an explicit order or statement to the contrary regarding the steps constituting the method according to the invention, the steps may be performed in any suitable order. The present invention is not necessarily limited by the order of description of the above steps. The use of any examples or illustrative terms (e.g., etc.) in the present invention is merely to describe the present invention in detail, and unless limited by the claims, the scope of the present invention is limited by the examples or illustrative terms. It doesn't work. Additionally, those skilled in the art will recognize that various modifications, combinations and changes may be made depending on design conditions and factors within the scope of the appended claims or their equivalents.

Therefore, the spirit of the present invention should not be limited to the above-described embodiments, and the scope of the patent claims described below as well as all scopes equivalent to or equivalently changed from the scope of the claims are within the scope of the spirit of the present invention. It will be said to belong to

Claims (7)

An airbag inflator that deploys an airbag by releasing a large amount of gas when ignition current is supplied and a current path is formed; and
It includes a first terminal that receives the ignition current from the power supply, a second terminal that supplies the ignition current to the airbag inflator, a third terminal that forms a current path so that the airbag inflator is ignited, and a fourth terminal that serves as ground. and an inflator control unit that provides the ignition current to the airbag inflator through the second terminal in response to an ignition command from the microcomputer and forms a current path with the second terminal through the third terminal,
The inflator control unit,
During normal operation, the ignition current introduced through the first terminal is controlled to be supplied to the airbag inflator through the second terminal, and when an abnormal high voltage is applied through the first terminal, the ignition current flows through the second terminal. a first current control unit that blocks the supply of the ignition current to the airbag inflator; and
During normal operation, the third terminal and the fourth terminal are connected to form a current path that deploys the airbag inflator, and when an abnormal high voltage is applied through the third terminal, the third terminal and the fourth terminal An airbag control device comprising: a second current control unit that blocks the formation of the current path by blocking the connection. The method of claim 1, wherein the first current control unit,
A first switching unit (TR1) whose source terminal is connected to the first terminal, a drain terminal connected to the second terminal, and a gate terminal connected to a first regulation unit that supplies a first constant voltage under the control of the microcomputer. ;
A second terminal whose source terminal is connected to ground, whose drain terminal is connected to the first terminal, and whose gate terminal is connected to one end of the first switch that switches on/off the first enable signal under the control of the microcomputer. Switching unit (TR2);
a third switching unit (TR3) with a source terminal connected to the first terminal, a drain terminal connected to the first regulation unit, and a gate terminal connected to the drain terminal of the second switching unit (TR2);
a first Zener diode (ZD1) with one end connected to the gate terminal of the second switching unit (TR2) and the other end connected to ground, which is the other end of the first switch; and
An airbag control device comprising a second Zener diode (ZD2), one end of which is connected to the first terminal and the other end of which is connected to the gate terminal of the third switching unit (TR3). The method of claim 2, wherein the first current control unit,
When an abnormally high voltage is applied through the first terminal, the first switching unit (TR1) is turned off, the second switching unit (TR2) and the third switching unit (TR3) are turned on, and the first switching unit (TR2) is turned on. An airbag control device that blocks the ignition current flowing into the terminal from being supplied to the airbag inflator through the second terminal. The method of claim 2, wherein the first current control unit,
When a normal voltage is applied through the first terminal, the first switching unit (TR1) is turned on, the second switching unit (TR2) and the third switching unit (TR3) are turned off, and the first switching unit (TR2) is turned on. An airbag control device wherein the ignition current flowing into the terminal is supplied to the airbag inflator through the second terminal. The method of claim 1, wherein the second current control unit,
A fourth switching unit (TR4), the source terminal of which is connected to the fourth terminal, the drain terminal of which is connected to the third terminal, and the gate terminal of which is connected to a second regulation unit that supplies a second constant voltage under the control of the microcomputer. ;
The source terminal is connected to the ground, the drain terminal is connected to the second regulation unit, and the gate terminal is connected to one end of the first switch that switches the first enable signal on/off under the control of the microcomputer. 5 switching unit (TR5);
a third Zener diode (ZD3) with one end connected to the gate terminal of the fifth switching unit (TR5) and the other end connected to the ground of the first switch; and
An airbag control device comprising a fourth Zener diode (ZD4), one end of which is connected to the gate terminal of the fourth switching unit (TR4), and the other end of which is connected to the drain terminal of the fourth switching unit (TR4). The method of claim 5, wherein the second current control unit,
When an abnormally high voltage is applied through the third terminal, the fourth switching unit (TR4) is turned off and the fifth switching unit (TR5) is turned on, thereby establishing a connection between the third terminal and the fourth terminal. An airbag control device that blocks the formation of the current path by blocking it. The method of claim 5, wherein the second current control unit,
When an abnormal voltage is applied through the third terminal, the fourth switching unit (TR4) is turned on and the fifth switching unit (TR5) is turned off, thereby disconnecting the third terminal and the fourth terminal. An airbag control device that blocks and forms the current path.

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