JP2010184515A - Control device for vehicle occupant crash protection device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce development manhours of a control device for a vehicle occupant crash protection device if there are a large number of system variations of the vehicle occupant crash protection device. <P>SOLUTION: The control device for the vehicle occupant crash protection device is mounted on a vehicle and protects an occupant by detecting an impact on the vehicle and then operating an occupant restraint system based on a detection signal thereof. The vehicle occupant crash protection device includes a pattern storage means for storing a plurality of combination patterns of a plurality of constituent elements which are constituted by combining some of the plurality of constituent elements; a pattern selection means for selecting some of the plurality of patterns stored in the pattern storage means; a constituent element setting means for performing setting to control the vehicle occupant crash protection device by a combination of the constituent elements contained in the pattern selected by the pattern selection means; and a control means for controlling the vehicle occupant crash protection device which is constituted by the combination of constituent elements set by the constituent element setting means. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle occupant protection device, and more particularly to a control device for a vehicle occupant protection device that protects an occupant by operating an occupant restraint device such as an air bag in the event of a vehicle collision.

  Conventionally, an occupant protection device for protecting an occupant is mounted on a vehicle. Examples of the vehicle occupant protection device include various sensors that detect the state of the occupant and the vehicle, and various restraint devices such as an air bag that protects the occupant based on detection results from the various sensors. Patent Document 1 discloses an example of a vehicle occupant protection device mounted on a vehicle.

  In this way, there are various sensors and devices as a vehicle occupant protection device, but if all of them are mounted on a vehicle, the vehicle price will increase accordingly, so several grades for the same vehicle type. Various vehicle occupant protection devices are provided for each grade to provide various variations of the vehicle. In addition, laws and regulations differ depending on the country or region, and the vehicle occupant protection devices required to be installed may differ.

  Patent Document 2 discloses a vehicle failure diagnosis device that identifies an in-vehicle control device and performs failure diagnosis according to the identification result. Patent Document 3 discloses a device that switches the setting of an in-vehicle system based on information received from the outside by a navigation device or the like.

JP 2005-263145 A JP 2004-020461 A JP 2005-266510 A

  By the way, if the vehicle occupant protection device to be mounted with different vehicle grades is different as described above, it relates to control including a device (for example, an ECU (electronic control unit)) that controls the vehicle occupant protection device for each grade. Hardware and software suite) is required. That is, conventionally, it has been necessary to develop a control device for a vehicle occupant protection device for each grade, and there has been a problem that the number of development steps increases.

  In Patent Document 1, although an example of a vehicle occupant protection device is disclosed, for example, when the occupant protection device mounted differs depending on the grade of the vehicle, a control device for the occupant protection device is required for each grade, No consideration is given to the development man-hours.

  Further, even in Patent Document 2, an in-vehicle electronic control device is identified and its failure diagnosis is performed. For example, when the occupant protection device mounted varies depending on the grade of the vehicle, the control device for the occupant protection device for each grade The development man-hours are not taken into consideration at all.

  Moreover, even if it is patent document 3, only the setting of a vehicle-mounted system is switched based on the information received from the outside, for example, when the occupant protection apparatus mounted by the grade of a vehicle changes, occupant protection for every grade A control device for the device is necessary, and no consideration is given to the development man-hours.

  The present invention has been made in view of the above circumstances, and solves the problem of reducing the number of man-hours for developing a control device for a vehicle occupant protection device even when the occupant protection device mounted varies depending on the grade of the vehicle. It should be a technical issue to be done.

  In order to solve the above-mentioned problems, the invention according to claim 1 is mounted on a vehicle, detects an impact of the vehicle, operates a passenger restraint device based on the detection signal, and protects the passenger. In the control device for a protection device, the vehicle occupant protection device is configured by combining some of a plurality of components, and pattern storage means for storing a plurality of patterns of combinations of the components, Setting for controlling the vehicle occupant protection device by a combination of a pattern selection means for selecting one of a plurality of patterns stored in the pattern storage means and the constituent elements included in the pattern selected by the pattern selection means And a vehicle occupant guard comprising a combination of the components set by the component setting means. And control means for controlling the apparatus, characterized by comprising a.

  According to this configuration, since the component to be controlled is selected and set from the plurality of components of the vehicle occupant protection device according to the pattern selected by the pattern selection means, a plurality of patterns of the vehicle occupant protection device are provided. There is an effect that can be controlled by one control device. Therefore, according to this configuration, for example, even when the occupant protection device mounted varies depending on the grade of the vehicle, the control device can be used in common, and the development man-hour of the control device for the vehicle occupant protection device is reduced. can do.

  According to a second aspect of the present invention, in the control device for a vehicle occupant protection device according to the first aspect, each of the component elements included in the pattern selected by the pattern selection unit is selected by the component selection unit. Failure diagnosis means for performing diagnosis is provided, and the control means performs control so as to permit the operation of the occupant restraint device when all of the diagnosis results by the failure diagnosis means are normal.

  According to this configuration, whether or not the selected component is normal is diagnosed by the failure diagnosing means, and if it is abnormal, the operation of the occupant restraint device is prohibited, so that malfunction can be prevented.

  According to a third aspect of the present invention, in the control device for an occupant protection device for a vehicle according to the second aspect, the component setting means determines that the diagnosis result is obtained when all the diagnosis results by the failure diagnosis means are normal. If the diagnosis result storage means has already stored the normal diagnosis result, the setting for controlling the vehicular occupant protection device is performed again. It is characterized by not performing.

  According to this configuration, when the component to be controlled has already been set and the diagnosis result is normal, it is determined that the component to be controlled is correctly set by the component setting means, and the setting is not performed again. By doing so, the set state is fixed, and the operation control during the control of the vehicle occupant protection device such as during traveling can be stabilized.

  According to a fourth aspect of the present invention, in the control device for a vehicle occupant protection device according to any one of the first to third aspects, the component setting unit is included in the pattern selected by the pattern selection unit. And a setting operation informing means for notifying that the setting operation is being performed during a setting operation for controlling the vehicle occupant protection device using the combination of the constituent elements.

  According to this configuration, since the notifying means during the setting operation notifies whether the components of the vehicle occupant protection device to be controlled are being set, it is possible to easily determine the state of the vehicle and to improve workability. Can be increased.

  According to a fifth aspect of the present invention, in the control device for an occupant protection device for a vehicle according to the second aspect, a diagnostic result output means for outputting a diagnostic result as to whether the diagnosis by the failure diagnostic means is normal or abnormal to an external device. Further, it is provided.

  According to this configuration, the diagnosis result output means outputs the failure diagnosis result to the external device, so that the output of the vehicle can be recognized by referring to the output in the external device, and history management can be performed. Play.

  A sixth aspect of the present invention is the control device for a vehicle occupant protection device according to the fifth aspect, wherein the external device is a facility outside the passenger compartment of the vehicle and transmits pattern information to be selected to the pattern selection means. It is a vehicle assembly process inspection facility that also serves as a system information setting device.

  According to this configuration, since the external device is a facility outside the vehicle compartment of the vehicle and is an inspection facility for the vehicle assembly process, the vehicle occupant protection device to be controlled can be set and can be set in the vehicle assembly process. The situation can be limited and setting errors can be reduced. Moreover, since it is in the process, the history management is easy to perform.

  The invention described in claim 7 is characterized in that the external device is a vehicle interior equipment of the vehicle and is a navigation device that also serves as a system information setting device that transmits pattern information to be selected to the pattern selection means. The control device for a vehicle occupant protection device according to claim 5.

  According to this configuration, since the pattern can be selected by operating the navigation device installed in the vehicle interior of the vehicle, the vehicle occupant protection device to be controlled can be set even in a vehicle dealer or a service factory, and the setting state can be changed. It can be stored and the history can be managed, which is convenient at the time of service exchange of the control device in the market.

  The invention according to claim 8 is characterized in that the system information setting device for transmitting the pattern information to be selected to the pattern selection means is either a service mode setting short coupler or a buckle switch. A control device for a vehicle occupant protection device according to claim 1.

  According to this configuration, it is possible to set the vehicle occupant protection device to be controlled by operating the vehicle interior equipment, and it is possible to perform the setting more easily.

It is a block diagram which shows the control apparatus of the vehicle occupant protection apparatus in 1st Embodiment. It is a flowchart which shows the process by ECU3. It is a flowchart which shows the process of a system setting mode. It is a flowchart which shows the process of normal mode. It is a figure which shows the example of a system selection pattern. It is a figure which shows the example of the system selection pattern different from FIG. It is a block diagram which shows the example which used the navigation apparatus as a system information setting apparatus. It is a block diagram which shows the example using the short coupler for service mode setting as a system information setting apparatus. It is a block diagram which shows the example which used the belt buckle switch as a system information setting apparatus. 6 is a time chart showing ON / OFF (insertion / extraction) of the short coupler 31, the left belt buckle switch 8, or the right belt buckle switch 9. It is a block diagram which shows the example of the structure which performs switching of application / non-application of the control which concerns on an acceleration sensor, (A), (B) is a figure which shows another example, respectively. It is a block diagram which shows the example of the structure which performs switching of application / non-application of the control which concerns on a passenger | crew state sensor, and is a figure which shows the case where the drive of a passenger | crew restraint apparatus is prohibited according to a passenger | crew state. It is a block diagram which shows the example of the structure which performs switching of application / non-application of the control which concerns on a passenger | crew state sensor, and is a figure which shows the case where a passenger | crew restraint apparatus is driven in steps according to a passenger | crew state. It is a block diagram which shows the example of the structure which performs switching of application / non-application of various passenger | crew restraint apparatuses, (A), (B) is a figure which shows another example, respectively. It is a block diagram which shows the example of switching of a control object.

Hereinafter, embodiments of a control device for a vehicle occupant protection device according to the present invention will be described in detail. In this embodiment, various sensors, various switches, various occupant restraint devices such as airbags and pretensioners, and various notification devices such as warning lights, which will be described later, are disclosed as constituent elements of the vehicle occupant protection device. An ECU (electronic control unit) that controls the vehicle occupant protection device is disclosed as a control device for the occupant protection device. In the following,
As described above, the types and combinations of the components of the vehicle occupant protection device mounted on the vehicle differ depending on the grade of the vehicle and the difference in laws and regulations. In this embodiment, even when the type of the vehicle occupant protection device to be mounted is different, the ECU development man-hour and cost are reduced by sharing the ECU.

(First embodiment)
A control device for a vehicle occupant protection device according to a first embodiment will be described with reference to FIG. FIG. 1 is a block diagram illustrating a control device for a vehicle occupant protection device according to the first embodiment.

  In FIG. 1, the ECU 3 has a microcomputer 3 a, and details of information from a collision sensor in the ECU 3, a collision sensor outside the ECU 3, a so-called satellite sensor, various occupant state sensors, and a cut-off switch, which will be described in detail later. Based on this, control is performed to drive an occupant restraint device such as an air bag or a pretensioner, and control is performed to notify information by a notification device such as a warning light.

  The system information setting device 2 inputs information to the ECU 3 via the communication interface 3b. Further, the system information setting device 2 may have a function of receiving information from the ECU 3 in addition to this information input. Although a specific example will be described later, the system information setting device 2 may be a vehicle interior facility of the vehicle or a vehicle exterior facility of the vehicle. As an example in the case where the system information setting device 2 is a vehicle interior equipment, a navigation device that guides the traveling route of the vehicle may be used, or information is input by turning on / off a service mode setting short coupler. Alternatively, information may be input by turning on / off the buckle switch of the seat belt. As an example in the case where the system information setting device 2 is an out-of-vehicle facility, it may be an inspection facility for a vehicle assembly process.

  In addition to the communication interface 3b, the ECU 3 is an interface for inputting detection results by various satellite sensors and has a communication function 3c, and input interfaces 3d and 3e which are interfaces for inputting detection results by various occupant state sensors. And an interface 3f for inputting a cut-off switch signal, a longitudinal acceleration sensor 3g for detecting longitudinal acceleration, a lateral acceleration sensor 3h for detecting lateral acceleration, and a control program executed by the microcomputer 3a. Non-volatile memory 3i that stores various data necessary for executing the control program, output interface 3j that is an interface for driving various occupant restraint devices, and output that is an interface for driving various occupant restraint devices And centers face 3j, such as output interface 3k is an interface for driving various notification apparatus is provided. Various collision sensors that are components of the vehicle occupant protection device include sensors in the ECU 3 (longitudinal acceleration sensor 3g, lateral acceleration sensor 3h), and various satellite sensors 4 to 7 outside the ECU 3.

  Next, examples of various satellite sensors will be described. Examples of various satellite sensors include a left front sensor 4 that detects a frontal collision of a vehicle by detecting a longitudinal acceleration provided in the front left of the vehicle, and a longitudinal acceleration provided in the right front of the vehicle. The right front sensor 5 for detecting a frontal collision of the vehicle, the left side sensor 6 for detecting a side collision of the vehicle by detecting a lateral acceleration provided on the left side of the vehicle, and the right side of the vehicle. A right side sensor 7 that detects a side collision of the vehicle by detecting a lateral acceleration is provided. The left side sensor 6 includes a left 1st seat sensor 6a provided on the left side of the seat in the first row of the vehicle and a left 2nd seat sensor 6b provided on the left side of the seat in the second row of the vehicle. The side sensor 7 includes a right first seat sensor 7a provided on the right side of the seat in the first row of the vehicle and a right 2nd seat sensor 7b provided on the right side of the seat in the second row of the vehicle.

  Next, examples of various occupant state sensors will be described. Examples of the various switches include a left belt buckle switch 8 that detects whether the left seat is seat belt mounted / not mounted, a right belt buckle switch 9 that detects whether the right seat belt is mounted / not mounted, A left seat position sensor 10 that detects the position, a passenger seat weight sensor 12 that detects the presence or absence of an occupant in the passenger seat, whether it is an adult or a child by detecting the weight on the passenger seat, and an occupant in the passenger seat A passenger seat occupant posture sensor 13 that detects whether or not the vehicle is leaning against the door, or a switch that is turned on when a child seat is installed on the passenger seat to prevent the passenger seat airbag from operating. For example, the passenger seat cut-off switch 14 may be used.

  Next, examples of various occupant restraint devices will be described. Examples of various occupant restraint devices include the left 1st airbag 15 that is the first stage of the airbag that inflates in two stages in front of the left seat, and the first airbag that inflates in two stages in front of the right seat. The right first airbag 16 that is the stage, the left 2nd airbag 17 that is the second stage of the airbag that inflates in two stages in front of the left seat, and the airbag that inflates in two stages in front of the right seat The second stage right 2nd airbag 18, the left 1st pretensioner 19 that retracts the seat belt of the left seat at the occupant shoulder, and the right 1st that retracts the seat belt of the right seat at the occupant shoulder The pretensioner 20, the left 2nd pretensioner 21 that pulls in the seat belt of the left seat at the occupant waist, and the right that pulls in the seat belt of the right seat nd pretensioner 22, left side bag 23 inflated between the arm and door of the left seat occupant, right side bag 24 inflated between the arm and door of the right seat occupant, and left seat occupant Left curtain bag 25 inflated between the head of the vehicle and the window of the door, and right curtain bag inflated between the head of the passenger in the right seat and the window of the door.

  Next, examples of various notification devices will be described. Examples of various notification devices include SRS warnings that provide various information notifications such as warnings about SRS (supplemental restraint system) such as airbags and pretensioners that assist seat belts that restrain passengers and protect them from impacts. Notify that the lamp 27 and the passenger seat front cut-off warning light 28 that informs that the airbag inflating in front of the passenger seat is not in operation and the airbag inflating on the side of the passenger seat are inoperative. For example, the passenger side cut-off warning lamp 29 is used.

  The ECU 3 of the present embodiment is configured to be able to control all of such various collision sensors, various occupant state sensors, switches, various occupant restraint devices, and various notification devices, which are components of the vehicle occupant protection device. Yes. Then, based on the information input from the system information setting device 2, a component to be actually controlled is selected, and control is performed so that only the selected component is functioned. Below, the process by ECU3 is demonstrated, referring the flowchart of FIG.2, FIG3 and FIG.4.

  First, the ignition switch is turned on by a key operation or the like to turn on the power. Thus, the ECU 3 starts operation, and the microcomputer 3a executes a control program. If it demonstrates with reference to FIG. 2, the SRS warning lamp 27 will be lighted first (A-1), and it will alert | report that the initialization of the vehicle occupant protection apparatus is not completed. In the following description, selecting and storing which components of the vehicle occupant protection device should actually be controlled (may be used for control, and so on) is referred to as system setting. .

  Subsequently, a system setting completion flag is read from the nonvolatile memory 3i (A-2). If the system setting completion flag is not read normally (A-3: No), the process proceeds to the normal mode (A-6). This normal mode will be described later with reference to FIG. When the flag reading fails, the process shifts to a normal mode process in which system setting is not performed as fail-safe, and a process as a failure is performed in the normal mode.

  If the system setting completion flag is read normally in step (A-3) (A-3: Yes), it is determined whether the flag indicates completion of system setting (A-4). ), When the flag indicates completion of system setting (A-4: Yes), the process proceeds to the normal mode (A-6). The normal mode will be described later with reference to FIG.

  In step (A-4), when the system setting completion flag does not indicate the completion of system setting (A-4: No), the process proceeds to the system setting mode (A-5). Processing in this system setting mode will be described with reference to FIG. In the system setting mode, the SRS warning lamp 27 is first blinked (A-5-1) to notify that the components to be controlled of the vehicle occupant protection device are being set. Step (A-5-1) corresponds to the in-setting operation notification means in the claims.

  Subsequently, system selection information is fetched from the system information setting device 2 (A-5-2) (corresponding to the pattern selection means in the claims). A plurality of system selection patterns are stored in advance in the nonvolatile memory 3i of the ECU 3 (corresponding to pattern storage means in the claims), and the system information setting device 2 includes the plurality of system selection patterns. Information for selecting one is transmitted to the ECU 3 as system selection information. An example of the system selection pattern is shown in FIG.

  In the table of FIG. 1 to system selection pattern No. 1 8 patterns are prepared and stored in the nonvolatile memory 3i. Among these patterns, for example, the system selection pattern No. 1, the longitudinal acceleration sensor 3g, the left and right front sensors 4 and 5, the left 1st airbag 15, the right 1st airbag 16, the left 1st pretensioner 19, and the right 1st, which are the components described as “1: application”. In this pattern, only the pretensioner 20, the right steering wheel, the SRS warning lamp 27, the A function, and the C function are controlled. In FIG. 5, the left steering wheel is a specification that determines that the passenger seat is the right seat and the driver seat is the left seat, and the right steering wheel is the passenger seat that is the left seat and the driver seat is the right seat. The specifications for determining a seat are the A function, the B function, and the C function, which are any known occupant protection functions that are not described here. In the example of FIG. 5, the system information setting device 2 determines the system selection pattern No. in step (A-5-2). 1 to system selection pattern No. 1 Information for selecting any one of 8 is transmitted to the ECU 3.

  Here, an example different from FIG. 5 is shown in FIG. FIG. 6 shows an example in which the system selection pattern is provided separately for each of the front collision (frontal collision) function and the side collision (side collision) function. 1 to system selection pattern No. 1 4 patterns are prepared, and the system selection pattern No. 4 is used as a side collision function. 1 to system selection pattern No. 1 3 are prepared and stored in the nonvolatile memory 3i, and the system selection pattern of the vehicle is determined by a combination of the front collision function system selection pattern and the side collision function system selection pattern.

  In the example of FIG. 2 and side impact function system selection pattern No. 2 When “2” is selected, the longitudinal acceleration sensor 3g, the left and right front sensors 4, 5, the left belt buckle switch 8, the right belt buckle switch 9, and the passenger seat cut, which are the components in which “1: application” is described. OFF switch 14, left 1st airbag 15, left 2nd airbag 17, right 1st airbag 16, right 2nd airbag 18, left 1st pretensioner 19, right 1st pretensioner 20, front passenger seat front cut-off warning light 28, side This pattern controls only the acceleration sensor 3h, left and right first seat sensors 6a and 7a, left and right 2nd seat sensors 6b and 7b, left and right side airbags 23 and 24, and left and right curtain airbags 25 and 26. In the example of FIG. 6, the system information setting device 2 determines that the front collision function system selection pattern No. 1 to front impact function system selection pattern No. 1 4 is selected, and the side collision function system selection pattern No. 1-side collision function system selection pattern No. 3 is transmitted to the ECU 3.

  Here, an example of the system information setting device 2 will be described in more detail. FIG. 7 is a block diagram showing a case where a navigation device is used as the system information setting device 2. In FIG. 7, the navigation device 30 is connected to a microcomputer 3a in the ECU 3 via a CAN (Controller Area Network) interface 3m as a communication interface 3b. The CAN interface 3m is a standard used for data transfer between interconnected in-vehicle devices. In the example of FIG. 7, a system selection pattern number or the like is input from an operation button or the like of the navigation device 30, and this is transmitted to the microcomputer 3a.

  FIG. 8 is a block diagram showing an example of the system information setting device 2 different from FIG. In the example of FIG. 8, the service information setting short coupler 31 as the system information setting device 2 is included, and the input interface 3n as the communication interface 3b is included. FIG. 9 is a block diagram showing an example of the system information setting device 2 different from those shown in FIGS. 7 and 8. In the example of FIG. 8, the left belt buckle switch 8 or the right belt buckle switch 9 also serves as the system information setting device 2, and the input interface 3d also serves as the communication interface 3b.

  The system selection pattern input method in the examples shown in FIGS. 8 and 9 will be described with reference to FIG. FIG. 10 is a time chart showing ON / OFF (insertion / extraction) of the short coupler 31, the left belt buckle switch 8, or the right belt buckle switch 9.

  The short coupler 31, the left belt buckle switch 8 and the right belt buckle switch 9 have a structure that is turned on when inserted and turned off when removed, and this on / off is transmitted to the microcomputer 3a via the input interface 3d. The

  When the short coupler 31, the left belt buckle switch 8 or the right belt buckle switch 9 also serves as the system information setting device 2 for inputting the system selection pattern of the system setting, by inserting these for 5 seconds or more, It is determined that the future insertion / extraction operation is a mode for inputting information for selecting a system selection pattern as the system information setting device 2.

  In this example, after entering the mode for inputting information for selecting a system selection pattern, the number of insertion / removal within 20 seconds is the system selection pattern No. Indicates. That is, in FIG. 10, since insertion / extraction is performed three times, the system selection pattern No. 3 is a selected state.

  Returning to the description of FIG. 3, if the system selection information is fetched from the system information setting device 2 as described above (A-5-2), the system selection information is within the selection range, that is, a nonvolatile memory. It is determined whether it corresponds to one of the system selection patterns stored in 3i (A-5-3). If the system selection information is not within the selection range (A-5-3: No), system setting abnormality information indicating that fact is transmitted to the system information setting device 2 (A-5-10), and the process proceeds to FIG. And wait for the vehicle to turn off.

  If the system selection information is within the selection range at step (A-5-3) in FIG. 3 (A-5-3: Yes), the system selection information is stored in the nonvolatile memory 3i (A-5-4). In addition, the system selection pattern corresponding to the system selection information is read from the nonvolatile memory 3i (A-5-5), and the components applied in the system selection pattern are diagnosed (A-5-6). In this diagnosis, it is diagnosed whether the selected component is surely mounted on the vehicle, whether the selected component is faulty, or the like. Steps (A-5-4) and (A-5-5) correspond to the component setting means in the claims. Step (A-5-6) corresponds to failure diagnosis means in the claims.

  If the diagnosis of step (A-5-6) is not normal (A-5-7: No), system setting abnormality information indicating that is transmitted to the system information setting device 2 (A-5-10), Returning to the process of FIG. 2, the vehicle waits for the power to be turned off. On the other hand, if the diagnosis in step (A-5-6) is normal (A-5-7: Yes), a system setting completion flag indicating the completion of system setting is stored in the nonvolatile memory 3i (A-5). -8) In addition, in order to notify that the system setting is not in progress, the flashing of the SRS warning lamp 27 is terminated and the SRS warning lamp 27 is turned on (A-5-9), and the system setting is normally completed. The system setting normal information indicating that is transmitted to the system information setting device 2 (A-5-10), the process returns to the process of FIG. 2 and waits for the vehicle to be turned off. Note that step (A-5-8) corresponds to the diagnostic result storage means in the claims. Step (A-5-10) corresponds to the diagnostic result output means in the claims.

  As described above, when reading of the system setting completion flag fails (A-3: No) and when the system setting completion flag indicates completion of system setting (A-4: Yes), FIG. Transition to the normal mode shown. The normal mode processing will be described below with reference to FIG.

  In the normal mode, the system selection information stored in step (A-5-4) in FIG. 3 is first read from the nonvolatile memory 3i (A-6-1). At this time, if the reading at step (A-2) or the reading at step (A-6-1) is not normal (A-6-2: No), the failure information is stored in the nonvolatile memory 3i. (A-6-3) and waits for the vehicle to turn off.

  At this time, if an abnormality occurs in the nonvolatile memory, the failure information cannot be stored, but control to store it is attempted. The reason for shifting to the power-off waiting state is that it is not possible to proceed to the collision determination process (A-6-9) for permitting the operation of the passenger restraint apparatus.

  On the other hand, when the reading at step (A-2) or the reading at step (A-6-1) is normal (A-6-2: Yes), the reading is performed at step (A-6-1). A system selection pattern corresponding to the system selection information is read from the nonvolatile memory 3i, determined as a component that controls the component applied by the system selection pattern (A-6-4), and the initial of the determined component Failure diagnosis is performed (A-6-5). If all the components are normal with no failure (A-6-6: Yes), the SRS warning lamp 27 is turned off (A-6-7), and the vehicle occupant protection device is informed normally. . As a result of the diagnosis in step (A-6-5), if there is any abnormality in the component (A-6-6: No), the SRS warning lamp 27 is not turned off and the initial failure diagnosis (A-6-5) Return to and repeat the diagnosis until normal. After the initial failure diagnosis is normal and the SRS warning lamp 27 is turned off, the process proceeds to a constant process. That is, while performing failure diagnosis of each component to be controlled as needed (A-6-8), each component to be controlled is caused to function to control the vehicle occupant protection device, that is, information from each sensor or the like. And determining whether to operate various occupant restraint devices according to the result of the collision determination. (A-6-9). This continues until the vehicle is turned off. When a backup power source is provided in the ECU, the operation continues until the backup power source voltage becomes a predetermined value or less. This (A-6-9) corresponds to the control means in the claims.

  Incidentally, as described above, the ECU 3 is configured to be able to control all the components of the vehicle occupant protection device, and controls which component based on the system selection information input by the system information setting device 2 (application). ), Which components are not to be controlled (not applied). Here, an example of switching means for controlling / not controlling (applying / not applying) will be described.

  FIG. 11 is a block diagram illustrating an example of a configuration for switching between application / non-application of control relating to an acceleration sensor, and (A) and (B) are diagrams illustrating different examples. 11A and 11B, an acceleration sensor 41 is, for example, an acceleration sensor such as the longitudinal acceleration sensor 3g or the left front sensor 4 shown in FIG. 1, and the input means 42 is an interface thereof. 48 is an occupant restraint device such as the left 1st airbag 15 and the left 1st pretensioner 19 shown in FIG. 1, for example, and the driving means 47 is an interface thereof.

  11 (A) and 11 (B), the microcomputer 3a performs a known method of performing interval integration or passing a low-pass filter on the detection result of the acceleration sensor 41, and the calculation result. Is compared with a predetermined threshold value or the like by the determination means 46 which is a comparator, and the collision determination is performed, and the occupant restraint device 48 is driven based on the determination result.

  In FIG. 11A, when the acceleration sensor 41 and the occupant restraint device 48 are applied, the microcomputer 3a performs drive control by switching the switch 45 to the application side, and the acceleration sensor 41 and the occupant restraint device 48 are not applied. In this case, the microcomputer 3a switches the switch 45 to the non-application time side. The invalidating unit 44 outputs a numerical value (for example, 0) that is not likely to be determined to be a collision when the determination unit 46 performs a collision determination by comparing with a predetermined threshold value or the like. In FIG. 11A, this configuration realizes switching between application / non-application.

  In FIG. 11B, when the acceleration sensor 41 and the occupant restraint device 48 are applied, the microcomputer 3a performs drive control by switching the switch 50 to the application side, and the acceleration sensor 41 and the occupant restraint device 48 are not applied. In this case, the microcomputer 3a switches the switch 50 to the non-application time side. The invalidating means 49 always outputs a determination result indicating no collision. In FIG. 11B, this configuration realizes switching between application / non-application.

  FIG. 12 is a block diagram illustrating an example of a configuration for switching between application / non-application of control related to the occupant state sensor, and illustrates a case where driving of the occupant restraint device is prohibited according to the occupant state. In FIG. 12, an occupant state sensor 40 is a sensor that detects the state of the occupant such as the left and right belt buckle switches 8 and 9, the passenger seat weight sensor 12 and the passenger seat occupant posture sensor 13 shown in FIG. The means 42 is an interface thereof, and the occupant restraint device 48 is an occupant restraint device such as the left 1st airbag 15 and the left 1st pretensioner 19 shown in FIG. 1, and the driving means 47 is an interface thereof. As the input means 42, a 1/0 binary signal such as a comparator may be input, or a serial signal such as SCI (serial communication interface) may be input.

  In FIG. 12, the determination means 46 is the same as that shown in FIG. 11A, and the preceding stage of the determination means 46 having the configuration shown in FIG. 12 is omitted, but the previous stage of the determination means 46 shown in FIG. Assume that the configuration is the same.

  Depending on the detection result of the occupant state sensor 40, there is control that prohibits driving of the occupant restraint device. For example, when the seat belt is not installed, driving of the pretensioner in the non-seat is prohibited, and when the passenger is not seated in the passenger seat, driving of the passenger seat airbag is prohibited, so that the passenger in the passenger seat leans against the window. In such a case, the driving of the passenger side airbag is prohibited.

  In FIG. 12, in the microcomputer 3a, the detection result of the occupant state sensor 40 is determined by the prohibition determination means 51. When the driving of the occupant restraint device 48 is prohibited, 1 is output and the occupant restraint device 48 is driven. When not prohibited, 0 is output. The logic circuit 54 controls the driving of the occupant restraint device 48 with reference to the determination result by the determination means 46.

  In FIG. 12, when applying the control for prohibiting the driving of the occupant restraint device according to the occupant state, the microcomputer 3a performs the drive control by switching the switch 53 to the application side, and when not applied, the microcomputer 3a Switches the switch 53 to the non-application side. The invalidating means 52 always outputs 0 (signal that does not prohibit driving). In FIG. 12, switching between application / non-application is realized by this configuration.

  FIG. 13 is a block diagram illustrating an example of a configuration for switching application / non-application of control related to the occupant state sensor, and is a diagram illustrating a case where the occupant restraint device is driven in stages according to the occupant state. In FIG. 13, an occupant state sensor 40 is a sensor that detects the state of the occupant such as the passenger seat weight sensor 12 and the left and right seat position sensors 10 and 11 shown in FIG. 1, and the input means 42 is an interface thereof. The first-stage inflator 64 is, for example, the left and right 1st airbags 15 and 16 shown in FIG. 1, the drive means 63 is the interface thereof, and the rear-stage inflator 62 is, for example, the left and right 2nd airbags 17 and 18 shown in FIG. Yes, the driving means 61 is the interface. As the input means 42, a 1/0 binary signal such as a comparator may be input, or a serial signal such as SCI (serial communication interface) may be input.

  In FIG. 13, the determination means 46 is the same as that shown in FIG. 11A, and the preceding stage of the determination means 46 having the configuration shown in FIG. 13 is omitted, but the previous stage of the determination means 46 shown in FIG. Assume that the configuration is the same.

  Depending on the detection result of the occupant state sensor 40, there is a control for driving the occupant restraint device in stages. For example, when the airbag is inflated at a high speed when the occupant is an adult, and at a low speed when the occupant is a child, or when the occupant is in a position near the airbag opening Inflate the airbag at a low speed, and inflate the airbag at a high speed when the occupant is in a position far from the airbag deployment opening. Inflator, a device that generates gas to inflate an airbag, is provided with two inflators for one airbag, and the two are operated almost simultaneously to inflate the airbag at high speed, and operate the two with a time lag. By doing so, the airbag can be inflated at a low speed.

  In FIG. 13, in the microcomputer 3 a, when the inflation speed is selected by the inflation speed selection means 51 with respect to the detection result of the occupant state sensor 40 and the inflation is performed at a high speed, the first stage inflator 64 is driven as it is, and the switch 60 delays the delay. The post-stage inflator 62 is also driven immediately via the no circuit 58. When inflating at a low speed, the first-stage inflator 64 is driven as it is, and the second-stage inflator 62 is driven by the switch 60 via the delay circuit 59 after being delayed.

  In FIG. 13, when applying the control for driving the occupant restraint device in stages according to the occupant state, the microcomputer 3 a performs the drive control by switching the switch 57 to the application side, and when not applied, the microcomputer 3 a The switch 57 is switched to the non-application side. The invalidating means 56 always outputs a signal for fast expansion and fixation. In FIG. 13, this configuration realizes switching between application / non-application.

  FIG. 14 is a block diagram illustrating an example of a configuration for switching between application / non-application of various occupant restraint devices, and (A) and (B) are diagrams illustrating different examples. 14 (A) and 14 (B), the occupant restraint device 48, the drive means 47, and the determination means 46 are the same as those in FIG. 11 (A), and the determination means having the configuration of FIGS. 14 (A) and 14 (B). Although the illustration of the former stage of 46 is omitted, it is assumed that it is the same as the former stage configuration of the determining means 46 in FIG.

  14A and 14B, the microcomputer 3a drives the occupant restraint device 48 according to the determination result of the determination means 46.

  In FIG. 14A, when the occupant restraint device 48 is applied, the microcomputer 3a performs drive control by switching the switch 65 to the application side (ON), and when the occupant restraint device 48 is not applied, the microcomputer 3a 3a switches the switch 65 to the non-application time side (OFF). In FIG. 14A, switching between application / non-application is realized by this configuration.

  In FIG. 14B, when the occupant restraint device 48 is applied, the microcomputer 3a switches the switch 70 to the application time side, receives a drive instruction from the drive instruction circuit 68, performs drive control, and the occupant restraint device 48. Is not applied, the microcomputer 3a switches the switch 70 to the non-application time side and receives the drive prohibition instruction from the drive prohibition circuit 69 so as not to drive. In FIG. 14B, this configuration realizes switching between application / non-application.

The application / non-application switching means of the components shown in FIGS. 14A and 14B can also be used as application / non-application switching means of the various notification devices shown in FIG. Specifically, the occupant restraint device 48 of FIGS. 14A and 14B is replaced with various alarm means, the drive means 47 is replaced with the drive means of various alarm devices, and it is determined whether or not the determination means 46 should be notified. It can be realized by replacing with means. That is, for the constituent elements that are output functions from the ECU, the switching means for applying / non-applying the constituent elements in FIGS. 14A and 14B can be utilized. FIG. FIG. Referring to the example of the system selection pattern in FIG. 5, items of the right handle and the left handle are provided in the function column of the classification “others”. This right handle is applied, and the left handle is not applied, because the passenger seat is the left seat and the driver seat is the right seat, and various controls are performed, the right handle is not applied, and the left handle is applied. In this case, various controls are performed assuming that the passenger seat is the right seat and the driver seat is the left seat. FIG. 15 shows a configuration for this switching.

  When the right steering wheel is applied, the switches 76 and 77 are switched to the right steering wheel side, the right airbag 78 is assigned to the driver seat 74, and the left airbag 79 is assigned to the passenger seat 75. Further, when the left steering wheel is applied, the switches 76 and 77 are switched to the left steering wheel side, the left airbag 79 is allocated to the driver seat 74, and the right airbag 78 is allocated to the passenger seat 75.

  The present invention can be used for a control device of a vehicle occupant protection device, but can also be applied to other control devices and drive devices mounted on a vehicle.

  2 System information setting device, 3 ECU, 3g longitudinal acceleration sensor, 3h lateral acceleration sensor, 3i nonvolatile memory, 4 left front sensor, 5 right front sensor, 6 left side sensor, 6a left 1st seat sensor, 6b left 2nd seat sensor 7 Right side sensor, 7a Right 1st seat sensor, 7b Right 2nd seat sensor, 8 Left belt buckle switch, 9 Right belt buckle switch, 10 Left seat position sensor, 11 Right seat position sensor, 12 Passenger seat seat weight sensor, 13 Passenger seat occupant posture sensor, 14 Passenger seat cutoff switch, 15 Left 1st airbag, 16 Right 1st airbag, 17 Left 2nd airbag, 18 Right 2nd airbag, 19 Left 1st pretensioner, 20 Right 1st pretensioner, 21 2nd left Tensioner, 22 right 2nd pretensioner, 23 left side bags, 24 right side bag, 25 left curtain bag, 26 right-curtain bags, 27 SRS warning lamp, 28 passenger's seat front cut-off warning light, 29 passenger's seat side cut-off warning lights

Claims (8)

In a control device for an occupant protection device for a vehicle that is mounted on a vehicle, detects an impact of the vehicle, and activates an occupant restraint device based on the detection signal to protect the occupant,
The vehicle occupant protection device is configured by combining some of a plurality of components,
Pattern storage means for storing a plurality of patterns of combinations of the plurality of constituent elements;
Pattern selecting means for selecting one of a plurality of patterns stored in the pattern storing means;
Component setting means for performing settings for controlling the vehicle occupant protection device by a combination of the components included in the pattern selected by the pattern selection means;
And a control means for controlling the vehicle occupant protection device comprising a combination of the components set by the component setting means. The component setting means has a failure diagnosis means for diagnosing each of the components included in the pattern selected by the pattern selection means;
2. The control device for a vehicle occupant protection device according to claim 1, wherein the control unit controls the operation of the restraint device when all the diagnosis results by the failure diagnosis unit are normal. . The component setting means has a diagnostic result storage means for storing the diagnostic result when all the diagnostic results by the failure diagnostic means are normal,
3. The component setting unit does not perform setting to control the vehicle occupant protection device again when a normal diagnosis result is already stored in the diagnosis result storage unit. The vehicle occupant protection device control device according to claim. Notifying that the setting operation is being performed during the setting operation for controlling the vehicle occupant protection device with the combination of the components included in the pattern selected by the pattern selection unit. The control device for a vehicle occupant protection device according to any one of claims 1 to 3, further comprising a notifying means during setting operation. 3. The control device for a vehicle occupant protection device according to claim 2, further comprising diagnosis result output means for outputting a diagnosis result indicating whether the diagnosis by the failure diagnosis means is normal or abnormal to an external device.   6. The vehicle assembling process inspection facility, wherein the external device is a facility outside the vehicle cabin of the vehicle and also serves as a system information setting device that transmits pattern information to be selected to the pattern selection means. Control device for vehicle occupant protection device. 6. The vehicle occupant according to claim 5, wherein the external device is a vehicle interior equipment of the vehicle, and is a navigation device that also serves as a system information setting device that transmits pattern information to be selected to the pattern selection means. Control device for protection device. 2. The vehicle occupant protection device according to claim 1, wherein the system information setting device that transmits pattern information to be selected to the pattern selection unit is either a service mode setting short coupler or a buckle switch. Control device.

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