JP3716575B2 - Vehicle airbag device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
  The present invention provides a predetermined state (for example, a seat belt)WearingThe present invention relates to an air bag device for a vehicle that variably controls the deployment state of the air bag according to the presence or absence of the air bag).
[0002]
[Prior art]
  Conventionally, as an air bag device for a vehicle in the above example, there is a device described in, for example, Japanese Patent Laid-Open No. 7-277123.
  In other words, when the occupant is not wearing the seat belt, the deployment pressure of the airbag is changed in an increasing direction with respect to the time when the occupant is wearing, thereby improving the occupant protection performance by the airbag.
[0003]
  However, according to this conventional device, the deployment pressure of the airbag is simply changed depending on whether or not the seat belt is attached, so that the change in the passenger's collision acceleration due to the difference in the road surface gradient and the convergence state of the vehicle's collision acceleration are taken into account. There was a problem that proper air bag deployment could not be performed.
[0004]
[Problems to be solved by the invention]
  ThisDepartureAkiraIn order to delay the deployment start time of the airbag at the time of climbing slope determination from the deployment start time at the time of downward slope determination,Depending on road slopeTherefore, when determining the uphill slope, set the deployment start threshold value to a value greater than that during the downward slope determination. It is possible to obtain an appropriate deployment start time corresponding to an uphill when the occupant's collision acceleration is small, and an appropriate deployment start time corresponding to a downhill where the occupant's collision acceleration is large. Match the timing ofIt is an object of the present invention to provide a vehicle airbag device.
[0005]
  The present invention also ensures an appropriate deployment pressure corresponding to the time of climbing when the occupant's collision acceleration is reduced by setting the airbag deployment pressure to a lower pressure than when judging the downhill at the time of climbing slope determination. CanAn object is to provide an air bag device for a vehicle.
[0006]
[Means for Solving the Problems]
  This inventionThe vehicle airbag device byA vehicle airbag device that variably controls the deployment state of an airbag according to a predetermined state,Collision degree detection means for detecting the degree of collision of the vehicle, and air bag control means for deploying the airbag when the collision degree is equal to or greater than a deployment start threshold based on the collision degree detected by the collision degree detection means. When,Road surface gradient detecting means for detecting the gradient of the traveling road surface;
Input a signal from the road surface slope detection means,In order to delay the deployment start time of the airbag at the time of climbing slope determination from the deployment start time at the time of downward slope determination,Depending on the road slopeAnd an unfolding start threshold value setting means for setting the unfolding start threshold value at the time of uphill determination to a value larger than the unfolding start threshold value at the time of downhill determination. It is a thing.
[0007]
  The above configurationAccording toThe collision degree detection means detects the collision degree of the vehicle, and the airbag control means detects the airbag when the collision degree is equal to or greater than the deployment start threshold based on the collision degree detected by the collision degree detection means. The above-described deployment start threshold value setting means inputs a signal from the road surface slope detection means for detecting the slope of the traveling road surface, and the airbag deployment start time at the time of climbing slope is determined at the time of downhill judgment. At the time of uphill determination, the expansion start threshold value is set larger than that at the time of downhill determination according to the road surface gradient so as to be later than the expansion start time at.
[0008]
  As a result, an appropriate deployment start time corresponding to the time when the occupant's collision acceleration is small and an appropriate deployment start time corresponding to the time when the occupant's collision acceleration is large are obtained. The timing of passenger protection can be matched.
[0009]
  In short, it is possible to perform a suitable airbag deployment taking into account the change in the passenger's collision acceleration due to the difference in road surface gradient and the convergence state of the vehicle's collision acceleration.
[0010]
  The vehicle airbag apparatus according to the present invention is also a vehicle airbag apparatus that variably controls the deployment state of the airbag according to a predetermined state, the collision degree detecting means for detecting the degree of collision of the vehicle, Based on the collision degree detected by the collision degree detection means, a pressure control means for controlling the deployment pressure of the airbag, a road surface gradient detection means for detecting the gradient of the traveling road surface, and a signal from the road surface gradient detection means are input. Depending on the road gradient, And pressure setting means for setting the development pressure to a pressure lower than that at the time of downhill determination.
[0011]
  According to the above configuration, the collision degree detection means detects the collision degree of the vehicle, and the pressure control means controls the deployment pressure of the airbag based on the collision degree detected by the collision degree detection means. The pressure setting means inputs a signal from the road slope detecting means for detecting the slope of the traveling road surface, and sets the airbag deployment pressure to a lower pressure at the time of uphill judgment than at the time of downhill judgment according to the road slope. To do.
[0012]
  As a result, it is possible to ensure an appropriate deployment pressure corresponding to the time of climbing when the passenger's collision acceleration is small.
[0013]
  In one embodiment of the present invention, a turning state detecting means for detecting turning of the vehicle,
At the time of downhill judgment and turning, the deployment start threshold set by the deployment start threshold setting means is set so that the airbag deployment start time is earlier than at the time of uphill judgment and non-turning. And correction means for correcting the value to be small.
[0014]
  According to the above configuration, the turning state detecting means detects turning of the vehicle, and the correcting means described above is more effective than the air bag at the time of downhill determination, at the time of turning, at the time of uphill determination, and at the time of non-turning. The expansion start threshold value set by the expansion start threshold value setting means is corrected to be small so that the expansion start time of is advanced.
[0015]
  As a result,The occupant's behavior becomes irregular when turning downhill, so that the occupant is not shocked by the airbag deployment.Set the deployment start thresholdsmallCorrectFor non-turning uphillWhen to start deploying airbagsEarlyRukoYou can.
[0016]
  In one embodiment of the present invention, a turning state detecting means for detecting turning of the vehicle,
At the time of downhill determination and turning, the expansion start threshold value set by the expansion start threshold value setting means is largely corrected and set by the pressure setting means than at the time of uphill determination and turning. Correction means for greatly correcting the developed pressure.
[0017]
  According to the above configuration, the turning state detection means detects the turning of the vehicle, and the correction means described above starts the deployment at the time of downhill determination, at the time of turning, at the time of uphill determination, and at the time of turning. The deployment start threshold set by the value setting means is largely corrected, and the deployment pressure set by the pressure setting means is largely corrected.
[0018]
  As a result,During downward turns when the passenger's collision acceleration is large and the passenger's behavior is unstableIsAir bag deploymentstartseasonandThere is an effect that the airbag deployment pressure can be sufficiently corrected to deploy the airbag at an early timing and with a large pressure.
[0019]
【Example】
  An embodiment of the present invention will be described in detail with reference to the drawings.
  The drawing shows a vehicle air bag device, and in FIG.LusaA pipe-like steering support member 1 that is horizontally stretched is provided between the side panels, the steering shaft 3 of the steering wheel 2 is supported on the driver side, and the airbag device 4 is supported on the passenger side.
[0020]
  Here, the above-mentioned cowl side panel has high rigidity and is not easily deformed even in the event of a collision.ThereA steering support member 1 having a high rigidity attached to such a high rigidity cowl side panel.InSince the airbag device 4 is supported, the airbag device 4 operates reliably without being displaced in the event of a collision.
[0021]
  An air conditioner 8 including a blower unit 5, a cooler unit 6, and a heater unit 7 is disposed below the above-described airbag device 4.
  The air bag device 4 described above is supported by fixed brackets 9 and 9 fixed to the steering support member 1.
[0022]
  Incidentally, as shown in FIG. 2, a seat 13 is attached to the floor panel 10 via a lower rail 11 and an upper rail 12 so as to be slidable in the front-rear direction. The seat 13 includes a seat cushion 14, a reclining seat back 15, and a headrest 16, and a plurality of pressure sensors 17... Are built in the seat cushion 14 and the seat back 15. Constitutes a weight sensor 18 for detecting the weight of the passenger.
[0023]
  A seat belt 19 is provided for restraining the occupant to the seat 13, and the seat belt switch that is turned on when the engagement fitting 20 at the tip of the seat belt 19 is engaged with the buckle 21 on the seat 13 side (when the seat belt is mounted). 22 is provided.
  Further, an occupant position detection sensor 24 is disposed, for example, in the lower region of the instrument panel 23 in order to detect the seating position of the occupant on the seat 13. The sensor 24 can be constituted by an infrared sensor, a CCD camera, or the like. The mounting position of the sensor 24 is not limited to the lower part of the instrument panel, but may be provided on the roof side.
[0024]
  FIG. 3 shows a control circuit block diagram of the airbag apparatus. An airbag CPU (hereinafter simply referred to as CPU) 30 includes a vehicle speed V from the vehicle speed sensor 25, a steering angle θ from the steering angle sensor 26, and a throttle sensor 27. Throttle opening TVO, ON / OFF signal from seat belt switch 22, road surface gradient data from inter-vehicle communication device 28, occupant position signal from occupant position detection sensor 24, signal from weight sensor 18, acceleration sensor (hereinafter referred to as acceleration sensor) Exhaust valves provided in the high pressure inflator driver 32, the low pressure inflator driver 33, the alarm device 34, the warning 35, and the air bag 37 in accordance with the program stored in the ROM 31 based on the signal input from the 29) 36, and the RAM 38 stores necessary data and maps. That.
[0025]
  The inflator 39 for deploying the above-described air bag 37 is evenly arranged through a central partition 39a as shown in FIG. 4, and only one side 39b is operated by the low-pressure inflator driver 33 (igniting the chemical substance and generating gas). When you did,When the low pressure characteristic a shown in FIG. 5 is obtained and both 39b and 39c are operated by the high pressure inflator driver 32,,The high voltage characteristic b shown in FIG. 5 is obtained. 5 can be controlled in the direction of the arrow in FIG. 5 by variably adjusting the exhaust area of the air bag 37 through the exhaust valve 36 described above.
[0026]
  FIG. 6 shows the operation of the high pressure inflator driver 32 (high pressure ON) and the operation of the low pressure inflator driver 33 under each condition with the horizontal axis indicating the vehicle collision speed and the vertical axis indicating the degree of influence (degree of injury) on the occupant. A total of four reference threshold values α01, α02, α03, and α04 with low pressure ON) are set, and these reference threshold values α01 to α04 are stored in a predetermined area of the RAM 38.
[0027]
  By the way, in FIG.The G sensor 29 shown is a collision degree detection means for detecting the degree of collision of the vehicle.
[0028]
  Further, the CPU shown in FIG. 3 determines the degree of collision based on the degree of collision detected by the G sensor 29. An airbag control means (see CPU 30 itself) for deploying the airbag 37 when the combination is greater than or equal to the deployment start threshold;
The road surface gradient detecting means for detecting the gradient of the traveling road surface (see step S1 in FIG. 8) and a signal from the road surface gradient detecting means S1 are input, and the deployment start timing of the airbag 37 at the time of the uphill determination is a downhill An expansion start threshold value setting means for setting the expansion start threshold value to a value larger than that at the time of downhill determination according to the road gradient so as to be later than the expansion start time at the time of determination. Of steps S5, S6, S9, and S10 in FIG. 8, particularly, see steps S5 and S6),
Doubles as
[0029]
  Further, the CPU 30 in FIG. 3 includes pressure control means (refer to the CPU itself) for controlling the deployment pressure of the airbag 37 based on the degree of collision detected by the G sensor 29.
A signal from a road surface gradient detecting means (see step S1) is input, and pressure setting means (in FIG. 8) for setting the development pressure to a pressure smaller than that at the time of downhill determination according to the road surface gradient. Of steps S5, S6, S9, and S10, particularly refer to steps S5 and S5)
Doubles as
[0030]
  In this embodiment, the CPU 30 described above includes a turning state detecting means (see steps S4 and S8 in FIG. 8) for detecting turning of the vehicle,
The above-described deployment start threshold value setting means (see steps S5, S6, S9, and S10) is set so that the deployment start time of the airbag 37 is earlier when turning downhill than when not going uphill. Correction means (see step S10) for correcting the development start threshold value small;
I also serve.
[0031]
  In addition, the above-described CPU 30 increases the unfolding start threshold set by the unfolding start threshold setting means (see steps S5, S6, S9, and S10) when turning downhill and when turning uphill. Correction (meaning that α1.5 in step S10 is larger than α1 in step S6), and greatly expands the development pressure set by the pressure setting means (see steps S5, S6, S9, and S10). It also serves as a correcting means (see step S10) that means that the development pressure up% in step S10 is larger than the development pressure down% in step S6, that is, 15%> 10%.
[0032]
  It should be noted that the magnitude relationship between the airbag deployment start timing correction amounts α2, α1, α2, α1.5 in the above steps S5, S6, S9, S10 is set to α1 <α1.5 <α2.
[0033]
  The operation of the thus configured vehicle airbag apparatus will be described in detail below with reference to the flowcharts shown in FIGS.
[0034]
  First, threshold value correction processing corresponding to the vehicle speed V and the steering angle θ will be described with reference to the flowchart of FIG.
  In the first step P1, the CPU 30 inputs the vehicle speed V from the vehicle speed sensor 25, and in the next second step P2, the CPU 30 inputs the steering angle θ from the steering angle sensor 26.
[0035]
  Next, in the third step P3, the CPU 30 determines whether or not the seat belt 19 is attached based on a signal input from the seat belt switch 22, and when NO is determined (when the seat belt 19 is not attached). The process proceeds to the fourth step P4, and when YES is determined (when the seat belt is worn), the process proceeds to another sixth step P6.
[0036]
  In the above-described fourth step P4, the CPU 30 obtains the low pressure and high pressure downward correction amount α1 corresponding to the vehicle speed V. Here, the low pressure downward correction amount α1 is lowered from the reference threshold value α01 shown in FIG. 6 to the left side of FIG.startThis is a correction amount to advance the timing, and the high pressure downward correction amount α1 is lowered from the reference threshold value α02 shown in FIG. 6 to the left in FIG.startThis is a correction amount that advances the time. The downward correction amount α1 is greater in impact at the time of collision as the vehicle speed increases.TogetherSince the value α1 is increased, the air bag 37 is set to be deployed quickly. Further, the characteristics during the fourth step P4 when the seat belt is not worn and the characteristics during the sixth step P6 when the seat belt is worncomparisonAs you can see, when the seat belt 19 is not worn(See page 4)When the seat belt 19 is worn(See page 6)In contrast, the downward correction amount α1 is set to be large.
[0037]
  Next, in a fifth step P5, the CPU 30 determines a low pressure downward correction amount α2 corresponding to the steering angle θ. This low pressure downward correction amount α2 is lowered from the reference threshold value α01 shown in FIG. 6 to the left side of FIG.startThis is a correction amount that advances the time. That is, during the turning of the vehicle, a centrifugal force is applied to the occupant, and the behavior of the occupant at the time of collision becomes unstable corresponding to the centrifugal force. It will be developed quickly.
[0038]
  On the other hand, in the above-described sixth step P6, the CPU 30 obtains the low pressure and high pressure downward correction amount α1 corresponding to the vehicle speed V. Here, the low pressure downward correction amount α1 is lowered from the reference threshold value α03 shown in FIG. 6 to the left side of FIG.startThis is a correction amount to advance the timing, and the high pressure downward correction amount α1 is lowered from the reference threshold value α04 shown in FIG. 6 to the left side of FIG.startThis is a correction amount that advances the time. The downward correction amount α1 is greater in impact at the time of collision as the vehicle speed increases.TogetherSince the value α1 is increased, the air bag 37 is set to be deployed quickly as in the fourth step P4. The characteristics during the sixth step P6 when the seat belt is worn and the characteristics during the fourth step P4 when the seat belt is not worncomparisonAs is clear from the above, since the posture and behavior of the occupant are relatively stable when the seat belt 19 is worn, the downward correction amount α1 when the seat belt 19 is not worn is(Refer to Step P4)The downward correction amount α1(Refer to Step P6)Is set to be smaller.
[0039]
  Next, in a seventh step P7, the CPU 30 obtains a low pressure and high pressure downward correction amount α2 corresponding to the steering angle θ. This low pressure downward correction amount α2 is lowered from the reference threshold values α03 and α04 shown in FIG. 6 to the left in FIG.startThis is a correction amount that advances the time. In other words, when the vehicle is turning, a centrifugal force is applied to the occupant, and the behavior of the occupant at the time of collision becomes unstable corresponding to the centrifugal force, so the threshold value is lowered and the airbag 37 is quickly deployed. It is something to be made.
[0040]
  Next, in the eighth step P8, the CPU 30 adds the downward correction amounts α1 and α2 to obtain the correction amount α0, and in the next ninth step P9, the CPU 30 determines the reference threshold value α01, α02, α03 or α04 (FIG. 6). The correction amount α0 is subtracted from the reference value to obtain the corrected threshold value α (that is, the start threshold value).
[0041]
  Therefore, the corrected threshold value α of the low pressure ON without the seat belt 19 is α = α01−α0, and the corrected threshold value α of the high pressure ON without the seat belt 19 is α = α02−α0, The threshold value α after correction of the low pressure ON with the seat belt 19 is α = α03−α0, and the threshold value α after correction of the high pressure ON with the seat belt 19 is α = α04−α0.
[0042]
  Next, referring to the flowchart of FIG.Deployment of airbag 37 startedThreshold change processing and airbag deployment pressureofThe change process will be described.
  In the first step S1, the CPU 30 determines the current road surface gradient X. In this embodiment, the road surface gradient X is obtained from the three factors of the engine load CE, the engine speed Ne, and the vehicle speed V. However, even if the road surface gradient X is obtained from the road surface state information of the inter-vehicle communication device 28 (so-called navigation). Alternatively, the road gradient X may be determined from an inclination sensor or a vertical acceleration sensor.
[0043]
  Next, in the second step S2 (seat belt wearing determination means), the CPU 30 determines whether or not the seat belt 19 is worn based on an input signal from the seat belt switch 22, and when YES is determined (seat belt 19). Since the correction processing is not executed when the vehicle is mounted and the posture and behavior at the time of the collision of the occupant are relatively stable), while returning, the determination is NO (when the seat belt 19 is not mounted) Then, the process proceeds to the next third step S3.
[0044]
  In this third step S3 (uphill slope judging means), the CPU 30 compares the current road surface gradient X with the climb reference value Xu, and when X> Xu, judges that the slope is uphill, and the next fourth step S4. On the other hand, when X ≦ Xu, the process proceeds to another seventh step S7.
  In the above-described fourth step S4 (turning determination means), the CPU 30 determines whether or not the vehicle is turning based on the output from the rudder angle sensor 26. When NO is determined (when the uphill is not turning), While the process proceeds to 5 step S5, the process proceeds to another sixth step S6 when the determination is YES (when turning uphill).
[0045]
  In the fifth step S5 described above, the CPU 30UnfoldPositive correction (airbag deployment) for updating the start threshold value α (threshold value after correction in the ninth step P9 of the flowchart shown in FIG. 7) to α + α2.startCorrection of the direction in which the timing is delayed) is executed, and the deployment pressure of the air bag 37 is reduced by 15% by controlling the exhaust valve 36.
[0046]
  On the other hand, in the above-described sixth step S6, the CPU 30UnfoldPlus correction to update the start threshold value α to α + α1 (where α1 <α2) (airbag deployment)startCorrection of the direction in which the timing is delayed) is executed, and the deployment pressure of the airbag 37 is reduced by 10% by controlling the exhaust valve 36.
[0047]
  That is, in the above-described fifth step S5 and sixth step S6, correction is made in the direction in which the deployment timing of the airbag 37 is delayed corresponding to an uphill (the horizontal vector toward the airbag 37 of the occupant behavior at the time of collision is small). At the same time, the deployment pressure of the airbag 37 is also reduced.
[0048]
  By the way, in the aforementioned seventh step S7 (downhill judging means), the CPU 30 compares the current road surface gradient X with the downhill reference value Xd, and when X> Xd (when neither uphill nor downhill). Since the correction process is not executed, the process returns. On the other hand, when X <Xd, it is determined that the vehicle is downhill and the process proceeds to the next eighth step S8.
[0049]
  In the eighth step S8 (turning determination means), the CPU 30 determines whether or not the vehicle is turning based on the output from the rudder angle sensor 26. While the process proceeds to step S9, the process proceeds to another tenth step S10 at the time of YES determination (when turning downhill).
[0050]
  In the ninth step S9, the CPU 30UnfoldMinus correction (airbag deployment) for updating the start threshold value α (threshold value after correction in the ninth step S9 of the flowchart shown in FIG. 7) to α−α2.start(Correction in the direction of advancing the timing) is performed, and the opening pressure of the exhaust valve 36 is adjusted to increase the deployment pressure of the airbag 37 by 10%.
[0051]
  On the other hand, in the tenth step S10 described above, the CPU 30UnfoldMinus correction (airbag deployment) to update start threshold value α to α-α1.5 (where α1.5 <α2)start(Correction in the direction of advancing the timing) is performed, and the opening pressure of the exhaust valve 36 is adjusted to increase the deployment pressure of the air bag 37 by 15%.
[0052]
  In other words, in the ninth step S9 and the tenth step S10 described above, the airbag 37 is corrected in a direction in which the deployment timing of the airbag 37 is advanced corresponding to a downhill (a condition in which the collision acceleration of the occupant increases), and the airbag 37 is corrected. The deployment pressure is also increased.
[0053]
  Next, the airbag deployment process will be described with reference to the flowchart of FIG.
  In the first step U1, the CPU 30 inputs the G signal from the G sensor 29, and in the next second step U2, the CPU 30 integrates the G signal to obtain the collision speed g.
[0054]
  Next, in the third step U3, the CPU 30 determines that the calculated collision speed g isDeployment of air bag 37Start threshold value α (when the vehicle is traveling uphill or downhill, the values at steps S5, S6, S9, and S10 shown in FIG. When the determination is NO (when g <α), the air bag 37 is not deployed, so the process returns, while when the determination is YES (when g> α) The process proceeds to the fourth step U4, and in this fourth step U4, the CPU 30 deploys the air bag 37 at a low pressure and then deploys it at a high pressure.
[0055]
  in this way,Air bag apparatus for vehicle in the above embodimentIs a vehicle airbag device that variably controls the deployment state of the airbag 37 in accordance with a predetermined state, and includes a collision degree detection means (see G sensor 29) for detecting the collision degree of the vehicle, and the collision degree detection. Based on the degree of collision detected by the means (G sensor 29), when the degree of collision is equal to or greater than the deployment start threshold, airbag control means (see CPU 30) for deploying the airbag and detecting the gradient of the road surface The road surface gradient detecting means (refer to step S1) and the signal from the road surface gradient detecting means S1 are input, and the deployment start time of the airbag 37 at the time of climbing slope determination (refer to YES determination of step S3) is a downward slope. According to the road surface gradient, the above-described deployment start at the time of climbing slope determination is started so as to be delayed from the deployment start time at the time of determination (see YES determination at step S7). Development start threshold value setting means (see S5 and S6 among steps S5, S6, S9, and S10 in particular) for setting a large value to a value larger than the above-described development start threshold value at the time of downhill determination. Is.
[0056]
  According to this configuration, the collision degree detection means (G sensor 29) detects the collision degree of the vehicle, and the air bag control means (CPU 30) determines the collision degree detected by the collision degree detection means (G sensor 29). Based on this, when the degree of collision is equal to or greater than the deployment start threshold, the airbag 37 is deployed. The deployment start threshold setting means (steps S5, S6, S9, S10) described above is the gradient of the traveling road surface. A signal from a road surface gradient detecting means (step S1) for detecting the road surface gradient X is inputted, and the road surface gradient X is set so that the deployment start time of the airbag 37 at the time of uphill determination is delayed from the deployment start time at the time of downhill determination. Accordingly, when the uphill is determined, the expansion start threshold is set to a larger value than when the downhill is determined (see steps S5 and S6).
[0057]
  As a result, an appropriate deployment start time corresponding to the time when the occupant's collision acceleration is small and an appropriate deployment start time corresponding to the time when the occupant's collision acceleration is large are obtained. The timing of passenger protection can be matched.
[0058]
  In short, it is possible to perform a suitable airbag deployment taking into account the change in the passenger's collision acceleration due to the difference in road surface gradient and the convergence state of the vehicle's collision acceleration.
[0059]
  In addition, the air bag of the vehicle that variably controls the deployment state of the airbag 37 according to a predetermined state. A collision degree detection means (see G sensor 29) for detecting the degree of collision of the vehicle, and the airbag 37 based on the degree of collision detected by the collision degree detection means (G sensor 29). The pressure control means (see CPU 30) for controlling the development pressure, the road surface slope detection means (see step S1) for detecting the slope of the traveling road surface, and the signal from the road surface slope detection means S1 are input, and the road surface slope X is determined. At the time of climbing slope determination (refer to YES determination in step S3), pressure setting means (each step S5, S6, each of which sets the development pressure to a pressure lower than that at the time of downhill determination (refer to YES determination of step S7). Among S9 and S10, in particular, see S5 and S6).
[0060]
  According to this configuration, the collision degree detection means (G sensor 29) detects the collision degree of the vehicle, and the pressure control means (CPU 30) is based on the collision degree detected by the collision degree detection means (G sensor 29). The pressure setting means (each step S5, S6, S9, S10) inputs a signal from the road surface gradient detecting means (step S1) for detecting the gradient of the traveling road surface. Then, according to the road surface gradient X, the airbag deployment pressure is set to a lower pressure at the time of uphill determination than at the time of downhill determination (see steps S5 and S6).
[0061]
  As a result, it is possible to ensure an appropriate deployment pressure corresponding to the time of climbing when the passenger's collision acceleration is small.
[0062]
  Further, the turning state detecting means for detecting turning of the vehicle (see steps S4 and S8) and the time when the airbag 37 starts to be deployed at the time of downhill determination and turning is higher than that at the time of uphill determination and non-turning. In order to increase the speed, there is provided correction means for correcting the development start threshold value set by the development start threshold value setting means (see steps S5, S6, S9, and S10) to be small.
[0063]
  According to this configuration, the turning state detecting means (see steps S4 and S8) detects turning of the vehicle, and the correcting means (see step S10) described above is at the time of downhill determination and turning (YES in step S8). In the determination reference), the deployment start threshold value setting means (each of the airbag 37 is set so that the deployment start time of the airbag 37 is earlier than that at the time of climbing slope determination and non-turning (refer to NO determination of step S4). The expansion start threshold value set in steps S5, S6, S9, and S10) is corrected to be small.
[0064]
  As a result, the occupant's behavior becomes irregular when turning downhill, so the deployment start threshold value is corrected to be small so that the occupant does not receive an impact due to airbag deployment, and when the hill is not turning The deployment start time of the airbag 37 can be advanced.
[0065]
  Furthermore, the turning state detecting means for detecting the turning of the vehicle (see Steps S4 and S8), and at the time of downhill determination and turning (see YES determination at Step S8), at the time of uphill determination and turning (see Step S4). The expansion start threshold value set by the expansion start threshold value setting means (refer to steps S5, S6, S9, and S10) is largely corrected (refer to α1.5 in step S10) rather than YES determination reference). Correction means (see step S10) for greatly correcting the development pressure set by the pressure setting means (see steps S5, S6, S9, and S10). It is provided.
[0066]
  According to this configuration, the turning state detecting means (steps S4 and S8) detects turning of the vehicle, and the correcting means (step S10) described above is at the time of downhill determination and at the time of uphill determination at the time of turning. In addition, the expansion start threshold value set by the expansion start threshold value setting means (steps S5, S6, S9, and S10) is largely corrected (meaning α1.5> α1) and the pressure is set. Development pressure set by setting means (each step S5, S6, S9, S10) The force is greatly corrected (meaning 15%> 10%).
[0067]
  As a result, at the time of a downward turn where the occupant's collision acceleration becomes large and the occupant's behavior becomes unstable, the airbag deployment start time and the airbag deployment pressure are sufficiently corrected so that the airbag can be installed at an early timing and with a large pressure. There is an effect that can be developed.
[0068]
  In the flowchart shown in FIG. 8, a process in which correction (plus correction) is not executed when the seat belt is mounted is illustrated. It may be configured to perform correction.
[0069]
  In the correspondence between the configuration of the present invention and the above-described embodiment,
  Of this inventionThe collision degree detecting means is the G sensor 29 of the embodiment.Corresponding to
  Similarly,
  The air bag control means corresponds to the CPU 30,
  The road surface gradient detecting means corresponds to step s1,
  The expansion start threshold value setting means corresponds to each step S5, S6, S9, S10,
  The pressure control means corresponds to the CPU 30,
  The pressure setting means corresponds to each step S5, S6, S9, S10,
  The turning state detecting means corresponds to each step S4, S8,
  The correcting means is step S10.Corresponding to
  The present invention is not limited to the configuration of the above-described embodiment.
  For example, in the above embodiment, the airbag device provided on the passenger seat side is illustrated, but it is needless to say that the airbag device may be applied to the driver seat side airbag device provided on the steering wheel portion.
[Brief description of the drawings]
FIG. 1 is a perspective view of a front part of a vehicle interior including an air bag device for a vehicle according to the present invention.
FIG. 2 is a schematic side view showing a position structure of a sensor.
FIG. 3 is a block diagram of a control circuit of the airbag device.
FIG. 4 is an explanatory diagram showing an inflator division structure.
FIG. 5 is a characteristic diagram showing a change in tank pressure with respect to time.
FIG. 6 is a characteristic diagram showing reference threshold setting under each condition.
FIG. 7 is a flowchart showing a development threshold value correction process corresponding to the vehicle speed and the steering angle.
FIG. 8 is a flowchart showing a process of correcting a deployment threshold value and a deployment pressure by road surface gradient determination and turning determination.
FIG. 9 is a flowchart showing airbag deployment processing.
[Explanation of symbols]
  29 ... G sensor (collision degree detection means)
  30 ... CPU (airbag control means, pressure control means)
  37 ... Airbag
  S1 Road surface gradient detecting means
  S4, S8 ... Turning state detecting means
  S5, S6, S9, S10 ... Deployment start threshold value setting means (pressure setting means)
  S10: Correction means

Claims (4)

A vehicle airbag device that variably controls the deployment state of an airbag according to a predetermined state,
A collision degree detecting means for detecting a collision degree of the vehicle;
Based on the collision degree detected by the collision degree detection means, an air bag control means for deploying the airbag when the collision degree is equal to or greater than a deployment start threshold value;
Road surface gradient detecting means for detecting the gradient of the traveling road surface;
When the signal from the road surface slope detection means is input, and when the uphill slope is determined according to the road surface slope so that the deployment start time of the airbag at the time of uphill judgment is delayed from the deployment start time at the time of downhill judgment An airbag device for a vehicle, comprising: a deployment start threshold value setting means for setting the deployment start threshold value to a value greater than the deployment start threshold value at the time of downhill determination . A vehicle airbag device that variably controls the deployment state of an airbag according to a predetermined state,
A collision degree detecting means for detecting a collision degree of the vehicle;
Pressure control means for controlling the deployment pressure of the airbag based on the degree of collision detected by the degree of collision detection means;
Road surface gradient detecting means for detecting the gradient of the traveling road surface;
A pressure setting means for inputting a signal from the road surface gradient detecting means and setting the development pressure to a pressure smaller than that at the time of downhill determination according to the road surface gradient at the time of uphill determination;
Vehicles of the air bag device. A turning state detecting means for detecting turning of the vehicle;
At the time of downhill judgment and turning, the deployment start threshold set by the deployment start threshold setting means is set so that the airbag deployment start time is earlier than at the time of uphill judgment and non-turning. The vehicle airbag apparatus according to claim 1 , further comprising correction means for correcting the value to be small . A turning state detecting means for detecting turning of the vehicle;
At the time of downhill determination and turning, the expansion start threshold value set by the expansion start threshold setting means is largely corrected than at the time of uphill determination and turning, and
<br/> claim 1 or 2 airbag equipment for a vehicle according and a correcting means for correcting large expansion pressure set by the pressure setting means.

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