WO2001068416A1 - Signal transmission method and driver/passenger protection device - Google Patents

Abstract

Acceleration signals detected by acceleration sensors (11) are transmitted to an air bag ECU 7 through communication lines from satellite sensors (2 and 3) as speed signals expressed by integral values (V) whose high frequency components are reduced and whose sharp changes are suppressed. A state that sharply changing noises are superposed upon the speed signals expressed by the integral values (V) is judged in accordance with the value of a change between the speed signals expressed by the integral values (V) which are successively received and abnormal reception is discriminated from normal reception to keep communication which enables highly reliable collision judgement.

Description

 njj Telecommunications Transmission method and protection device ϋ'ΐ

 This explanation describes the method of transmitting the signal transmitted and received between the sensor for impact detection W and the airbag control unit and the π protection device [S It is something to do. Background art

Fig. 1 is a schematic configuration diagram showing the location of sensors in the impact acceleration detection river in the conventional riding protection system iS. In FIG. 1, 100 is the width of the main body, and 101 is the front part of the vehicle body 100 that can detect the impact acceleration at the beginning of the collision arranged in the right-hand traveling engine room. 1 of satellite sensors, 1 0 2 likewise traveling direction left - side distribution in an engine room of i ^f l is collision initial impact acceleration can be detected a second satellite Tosensa, 1 0 3 traveling direction of the vehicle A vehicle right side sensor disposed inside the right side of the vehicle for detecting a side collision on the right side, 104 is disposed inside the left side of the vehicle for detecting a side collision on the left side in the traveling direction of the vehicle It is a sensor on the left side of the vehicle.

 Reference numeral 105 denotes a vehicle interior sensor arranged in a front panel in the vehicle interior. The vehicle interior sensor 105 includes an acceleration sensor for detecting an impact acceleration applied to the front and rear portions of the vehicle, and an acceleration sensor for detecting an impact acceleration applied to the right side of the vehicle and the left side of the vehicle. Are arranged in each case.

¾ 2 m is the satellite sensor in front of the engine room I FIG. 5 is a block diagram showing a connection between satellite sensors 102 of the airbag and ^ 2 and an airbag control unit 106 (hereinafter referred to as an airbag ECU) 106 in the room.

 FIG. 3 is a block diagram showing the configuration of the satellite sensor 101 of FIG. 1 and the satellite sensor 102 of FIG. In the figure, 1 1 1 is an acceleration sensor that detects the impulse applied to both fronts of the i | and applies acceleration ^ 、, and 1 1 2 processes the ^ ^ output from the acceleration sensor 11 1

CPU, 113 is an interface for outputting the acceleration processed by CPU112 to the line.

 Next, I will explain about the operation.

 Using such a first satellite sensor 101 and a second satellite sensor 102, an occupant is protected by an air bag to protect the rider! In, the first satellite sensor 101 and the acceleration sensor 111 of the satellite sensor 102 of ^ 2 detect the impact acceleration applied to the front of the vehicle. Then, the acceleration ί ^ output from the acceleration sensor 111 is taken into the CPU 112 and predetermined processing is performed. The processing in CPU 112 is processing for converting the acceleration signal into, for example, digital data. The acceleration signal converted to the digital data by the CPU 112 is output to the communication line via the interface 113, and is output to the first satellite sensor 101 and the second satellite sensor 101. It is sent from the satellite sensor 102 to the air bag ECU 106 in the vehicle cabin, and is used for collision determination at the time of collision.

In addition, in such an occupant protection device, when a vehicle collision occurs as shown in FIG. 4 in the vehicle, the satellite sensors 101 and 102 and the indoor sensor 105 are disposed in front of the vehicle. The acceleration sensor that detects the impact acceleration applied to the rear and rear parts detects the deceleration due to the 11: ill] impact, but ||-: [4. 6 | Satellite sensor with period up to t The deceleration detected by the acceleration sensor 1 11 of 2 is faster than the deceleration detected by the inner sensor 105, and changes rapidly.

 As a result, compared with the case where a collision is determined based on the deceleration detected by the acceleration sensor of the vehicle interior sensor 105, the acceleration sensor 111 of the satellite sensors 101 and 102 detects the collision. Collision determination can be made faster by determining the collision based on the deceleration.

 Since the conventional signal transmission method and the riding protection device have been configured as described above, the data transmission / reception β between the satellite sensors 101 and 102 and the air ECU ECU 106 is performed. ¾The noise on the line ¾r is susceptible to noise when making a collision decision, and there is a problem that the noise makes a collision decision.

 In the second half of the collision, for example, as shown in 4m, the satellite sensor 10

If 1, 102 is destroyed or falls off from the place of attachment i, the data such as deceleration sent from the satellite sensors 101, 102 to the airbag ECU will be lost. It is impossible to guarantee the reliability of the vehicle. In such a situation, if a collision is determined based on data such as deceleration detected by the satellite sensors 101 and 102, an erroneous collision will occur. There was a problem of making judgments.

 The present invention has been made to solve the above-described problems, and provides a signal transmission method and an occupant protection device that are hardly affected by noise and can maintain highly reliable communication for collision determination. It is for this purpose. Disclosure of the invention

 The iff transmission method according to this study converts the acceleration signal detected in the crashable region at the front of the vehicle into a physical fi with little change:

, Of the converted product M, 変 換 Of course; ₍ t change ii and ijij Identify from the deviation from the noise change amount, and send and receive [i'.J between the crushable area and the indoor safety area. It is like that.

 With this configuration, it is easy to distinguish between the object to be transmitted and received and noise, and it is possible to determine whether or not noise is present on the quantity, so that the object is not affected by noise. This makes it possible to make a strong collision judgment based on the previously transmitted / received object ^; i, and has the effect of being able to realize a strong collision judgment.

 According to this HJJ, the transmission method performs two-way communication between the crashable area and the safety area], requests transmission from the safety area to the crashable area, The data corresponding to the request is transmitted from the shuffle area to the i, d safety area.

 According to this configuration, a request for sending data from the safety area to the crashable area is periodically sent, and in the previous safety area 1, data corresponding to the transmission request is transmitted from the crushable area. There is an effect that communication for highly reliable collision determination can be maintained, for example, it is possible to regularly obtain the data transmitted from the crushable area and easily confirm the reliability of the data transmitted from the crushable area in the safety area. .

According to the signal transmission method of the present invention, the acceleration data detected in the crashable area up to now is temporarily stored in the crashable area side, and the FJ transmission request from the safety area is stored. If the F transmission request is not made according to the request, the latest acceleration data detected in the crashable area is transmitted from the crashable area to the previous safety area, and the fii transmission is performed. If there is a request, the ijij additional data, which was previously U d. '. Β, is sent from the iju crashable area to the i-safety area, and sent. With this configuration, for the data received in the safety area で in a state where a communication error has occurred, the safety area sends a transmission request to the previous, crushable area side, so that the communication area in place of the data is transmitted. Since data can be received once from the crushable area in a situation where no collision occurs, it is possible to maintain highly reliable communication for collision determination.

 The signal transmission method according to this investigation determines whether or not the acceleration data detected in the crashable area continuously indicates an excessive state, and according to the determination result, determines whether the acceleration data If が does not show an excessive state continuously, the acceleration data that has been output is sent from the crashable area to the safety area, and the ailail acceleration data is narrowed down. If the state is excessive, the transmission of the previously detected acceleration data to the safety area is stopped, and the identification data indicating that the detected acceleration data is invalid is output to the safety area. It is intended to be transmitted to the area.

 With this configuration, due to the satellite sensor being removed from the crushable area from the i and ii locations or being destroyed, the satellite sensor is sent from the crushable area side to the safety area side. As a result, abnormal acceleration data indicating an excessive state can be cut off, and communication with high reliability for collision determination can be maintained.

 The signal transmission method according to the present invention converts an acceleration signal detected in the crushable region into an acceleration signal in which a change exceeding a predetermined frequency range is suppressed, and superimposes the converted acceleration signal and the acceleration signal. Noise is identified from the difference between the frequency of the acceleration signal and the frequency of the noise, and transmission and reception of the acceleration signal are performed between the crushable area and the safety area. .

As a result, the discrimination between the transmitted and received acceleration ί “ϊ and the noise becomes ^, and Γ-ij indicates whether or not the noise is present in Γ ', 1-degree addition ί, ΊJ. But ^ Therefore, communication for collision determination with high reliability can be easily realized, and there is an effect that a collision judgment with high reliability can be made by an acceleration signal which is not affected by noise.

 The riding protection device according to the present invention includes: a satellite sensor that converts the output acceleration signal into a physical signal having a small change S different from acceleration, and transmits the converted signal to the airbag control unit via the three lines; And an airbag control unit for discriminating between the physical ^ sent from the sensor and the noise passed to the physical quantity from the difference between the change of {physical} and the change of the noise is. It is like that.

 This configuration makes it easy to distinguish between the physical ¾ and the noise when the physics transmitted and received between the satellite sensor and the airbag; control is affected by noise, and the noise is added to the physical quantity. Since it is easy to determine whether or not there is a collision, highly reliable collision determination can be performed based on the object that is not affected by noise. Has the effect that it can be easily realized.

 An occupant protection device according to the present invention performs two-way communication via a communication line, transmits an airbag control unit that transmits a transmission request, and transmits data corresponding to the transmission request to the airbag control unit. It is provided with a satellite sensor.

 With this configuration, a transmission request is periodically sent from the safety area to the crushable area, so that the safety area periodically obtains data corresponding to the transmission request from the crushable area. Thus, it is possible to easily confirm the reliability of the data transmitted from the crushable area in the safety area, and to maintain communication for reliable collision determination.

The squared π 叨 m m associated with this final spell is transmitted through the line; The airbag control unit, which sends a request to the satellite sensor as required from the state of receiving acceleration data sent from the satellite, and the acceleration data detected by the satellite sensor up to the present. As described below, the transmission from the airbag controller ί According to the m of the request, if there is no transmission request, the new acceleration data detected before [ΐϊ A satellite sensor that transmits the Pi transmission request to the control unit and transmits the stored iju, ¾ jn speed data to the airbag control unit can be obtained.

 With this configuration, the airbag control unit sends a retransmission request to the satellite sensor for the data received by the airbag control under the normal condition. Since data can be received from an i-satellite sensor on the order of μm in a situation where no communication error has occurred in place of the data, there is an effect that reliable communication for collision determination can be maintained.

 The occupant protection system! H according to the present invention determines whether the acceleration data detected in the crushable area continuously indicates an excessive state, and according to the result, the acceleration data continues. If the acceleration data does not indicate an excessive state, the detected acceleration data is transmitted to the airbag control unit. If the acceleration data continuously indicates an excessive state, the detected acceleration data indicates the excessive acceleration state. A satellite sensor for stopping transmission to the airbag control unit and transmitting identification data indicating that the detected acceleration data is invalid to the airbag control unit is provided.

With this configuration, the satellite sensor is sent from the satellite sensor to the airbag control unit due to the satellite sensor dropping out of the mounting location or being broken in the crushable area, and the excessive acceleration indicating an excessively large state. It has the effect of blocking the data and maintaining the communication for in, ',' ΰ "ぃ -ΐ-ij. The occupant protection system according to this disclosure converts the acceleration data suddenly rushed out in the crushable area into an acceleration data that suppresses a change exceeding a predetermined frequency range ffl, and converts the data into a communication data line via a communication line. The satellite sensor to be transmitted to the air bag control unit, the acceleration data sent from the satellite sensor, and the noise obtained by the acceleration data are expressed by the frequency of the acceleration signal and the noise. An airbag control unit that can be identified based on the difference from the frequency is provided.

 With this configuration, the acceleration ί transmitted and received by the satellite sensor and the airbag control unit can be distinguished from noise, and 1the value of the acceleration signal becomes one of whether noise is present or not. This makes it possible to easily realize communication for collision determination with low susceptibility, and has the effect of enabling reliable collision determination based on an acceleration signal without being affected by noise. Brief description of the figure

 Fig. 1 is a schematic layout diagram showing the configuration of a sensor for an impact detection river in a conventional riding protection device.

 FIG. 2 is a block diagram showing a connection relationship between a satellite sensor and an air bag control unit in a conventional occupant protection device.

 FIG. 3 is a block diagram showing a configuration of a satellite sensor in a conventional occupant protection device.

 FIG. 4 is an explanatory diagram showing acceleration data output from the satellite sensor and the city / room sensor when the satellite sensor is broken or dropped in the latter half of the collision.

FIG. i55 is a schematic [¾ configuration diagram] showing the i¾Pi position of the sensor in the body device ίί'ΐ to which the signal transmission method according to each of the protruding forms of the device is applied. tH61 is the engine of the embodiment 1 of this Iri j; This block indicates the connection between the satellite sensor in the room and the airbag control unit in the room.

 FIG. 1-7 is a block diagram showing the configuration of the satellite sensor in the power-on protection device according to Embodiment 1 of the present invention.

 Fig. 8 is a flow chart showing the signal transmission method suitable for the multiplying π protection device of the first embodiment of the present invention.

 FIG. 9 is a waveform diagram for explaining a signal transmission method suitable for the power protection device according to the first embodiment of the present invention.

 FIG. 10 is a block diagram showing a connection relationship between the satellite sensor in the engine room and the airbag control unit in I in the M storage device according to Embodiment 2 of the present invention.

 FIG. 11 is a flowchart showing a signal transmission method suitable for the power protection device according to the second embodiment of the present invention.

 FIG. 12 is a flowchart showing a signal transmission method suitable for the power protection device according to the third embodiment of the present invention.

 FIG. 13 is an explanatory diagram showing past acceleration data of several 10 msec from the present stored in memory in the occupant protection system according to Embodiment 3 of the present invention.

 FIG. 14 is a flowchart showing a signal transmission method applied to the occupant protection system according to Embodiment 4 of the present invention.

 FIG. 15 is a waveform diagram for explaining a signal transmission method applied to the occupant protection device according to Embodiment 4 of the present invention.

 FIG. 16 is a waveform diagram showing acceleration data (if! ¾ wave) in the power-of-N protection device according to Embodiment 5 of the present invention.

0 1 7 [¾1 shows the 夕, ι-wave of the filer ring processing performed by the 叨 iiii 'in the form 5 Waveform I. The form of tightness to impose Yumaki

 In the following, in order to explain this genius in more detail, the form of _ for applying this ceremony will be described with reference to the attached figure.

Embodiment 1

 FIG. 5 is a block diagram showing a configuration of a sensor for detecting the magnitude of an impact due to a collision in the riding protection device [S] in which the signal transmission method according to each embodiment of the present invention is suitable.

A schematic arrangement indicating ^; It is a block diagram. In Fig. 5, 1 is the || The first satellite sensor 3 is disposed in the engine room on the left side of the traveling force in the same manner; the second satellite sensor capable of detecting the impact acceleration at the initial stage of the collision, 4 is the right side of the traveling direction Inside the right vehicle of the vehicle, for detecting a side collision; the right 41 sensors located on the right and left of the vehicle for detecting the side collision on the left side in the traveling direction of the vehicle; It is an Iil-J Jr. square sensor arranged inside. The engine room, right side, and left side of the 4ΐ body 1 are crushable areas where impacts from frontal collisions and side collisions act first.

 Reference numeral 6 denotes a vehicle interior sensor installed on the vehicle body in the vehicle interior. The vehicle interior sensor 6 includes an acceleration sensor for detecting an impact acceleration applied to a front portion and a rear portion of the vehicle, and an acceleration sensor for detecting an impact acceleration applied to a right side portion and a left side portion of the vehicle. Are located. The vehicle body in which the vehicle interior sensor 6 is disposed is a safety area where the impact due to the collision acts with a delay.

FIG. 6 shows the satellite sensor 2 of the ¾ 'notch ^ 1 in the engine room and the satellite sensor 3 of the 2 in the engine room and the air bag (liij Obe (hereinafter referred to as “Eanosog ECU”) 7 FIG. 4 is a block diagram showing a connection relationship with the FB. The airbag ECU 7 activates the protection device il such as an airbag: It performs iliiJ control of each vehicle.

 FIG. 7 is a block diagram showing a configuration of the first satellite sensor 2 and the second satellite sensor 3 in the power π protection device of the first embodiment. In the figure, reference numeral 11 denotes an acceleration sensor for detecting the collision and acceleration / £ applied to both front parts, and outputs an acceleration signal. Reference numeral 12 denotes an analog filter for the acceleration signal ^ output from the acceleration sensor 11. Analog filter that performs processing and adds to the acceleration with reduced frequency components and outputs it.13 is a CPU that takes in the acceleration iri output from the previous analog filter 12. 4 performs a digital process of cutting off the signal component of the wave number, for example, an integration process or a filtering process is performed on the pre-acceleration signal captured by the CPU 13, and a speed based on the integrated value V. This is a digital filter that outputs the signal. Reference numeral 15 denotes an interface for outputting a high-speed signal or the like to a communication line before the high-frequency signal component is output from the digital filter 14 of the CPU 13. .

 Next, a signal transmission method applied to the occupant protection device according to the first embodiment will be described. FIG. 8 is a flow chart showing this signal transmission method. FIG. 8 (a) is a flow chart showing the transmission processing in satellite sensor 2 or satellite sensor 3, and FIG. 8 (b) is an air flow chart. 5 is a flowchart showing a reception process by the bag ECU 7.

First, in the transmission processing by satellite sensor 2 or satellite sensor 3, high-frequency components are reduced by an analog filter 12 for the acceleration signal detected by acceleration sensor 11 and a digital filter of CPU 13 is further reduced. (4) The 4, component of reduced frequency で, and the acceleration ^ with reduced components are converted into 度 jj "jιίmin ίιΐ'ί V by ^ ί processing (step ST1, step ST1). 2) Output to the communication line via the interface 15 (step ST3).

 Fig. 9 (a) shows the ^ waveform of the acceleration detected by the acceleration sensor 11 of the satellite sensor 2 or satellite sensor 3, and Fig. 9 (b) shows the analog filter 12 using the analog filter 12. f shows the waveform of the velocity due to the ¾′¾ component V, which is obtained by the digital filer 14 of the CPU 13 processing the acceleration signal with the reduced frequency component and outputting it to the communication line.

 Referring back to FIG. 8, the airbag ECU 7 is transmitting the speed α ·} from the satellite sensor 2 or satellite sensor 3 by the previous minute ι! 'Ί V i,' f or (f). When the transmission ^ is started (step ST11), the speed ^ based on the integral value V transmitted from the satellite sensor 2 or the satellite sensor 3 is received (step ST12).

 In the following step ST 13, the speed signal based on the partial value V sent from the satellite sensor 2 or the satellite sensor 3 received ι ′ times and the speed signal from the satellite sensor 2 or the satellite sensor 3 received this time are used. The speed signal based on the transmitted ί minute value V is compared with the speed signal, a difference ΔV is obtained (step ST13), and the difference Δν is compared with a preset threshold Vth (step ST1). Four ) .

 In this case, the threshold value V th is calculated based on the acceleration signal detected by the acceleration sensor 11 of the satellite sensor 2 or the satellite sensor 3 at the time of the collision, using the analog filter 12 and the digital filter 14 to filter the acceleration signal. It is set to a depression corresponding to the large S (IV1-V21) of the variation in the velocity signal waveform due to the fi component shown in FIG. 9 (b), which is obtained as a result of the processing.

As a result, as shown in Fig. 9 (d), as shown in Fig. 9 (b), which is output to the communication line, ijij, ¾ ίι 'ί ί ίιΐ' ί V If noise N is added to the line transmission width, the fraction V obtained in step ST13 is II] To exceed ίιίί V th. In addition, at the speed y "due to the previous partial V where the noise N did not ride during the communication line transmission, the difference ΔV exceeded ffi V th as shown in Fig. 9 (b). And not.

 For this reason, when the difference ΔV exceeds the value ¾iifi Vth, it is determined that the reception is a state reception (step ST 16). On the other hand, if the difference ΔV does not exceed the II value Vth in step ST14, it is determined that the reception is normal (step ST15).

 In this manner, the acceleration ^ detected by the acceleration sensors of the satellite sensors 2 and 3 is converted into a velocity based on the component value V, which has a small change of W with respect to the acceleration. Change of the speed 前 記! : And the change of the noise ¾.

 FIG. 9 (c) shows a state in which the noise 乗 っ is superimposed on the acceleration signal.

 As described above, according to the first embodiment, the acceleration signal detected by the acceleration sensors 11 of the satellite sensors 2 and 3 is converted into a velocity by the integral value V in which the high frequency component is reduced and the sharp change is suppressed. Since the signal is transmitted from the satellite sensors 2 and 3 to the airbag ECU 7 using a communication line as a signal, the state where the speed signal based on the integral value V has a noise is determined by the received integral value V A signal transmission method and occupant protection that can judge from the magnitude of the change in the speed signal due to noise, distinguish between normal reception and abnormal reception, and maintain communication that enables reliable collision determination that is not easily affected by noise There is an effect that the device can be obtained. Implementation mode 2.

Figure H10 is the block I1 in this Embodiment 2; i; the block I1 that forms the multiplication protection ϋ'ϋ that is suitable for the transmission method. In the n 10 diagram, the ti 6 diagram and 7 (the same as or in FIG. 7), the same reference numerals are used and the explanation HJJ is omitted, but in the second embodiment, the satellite sensor 2 and the satellite sensor 3 and the airbag ECU 7 communicate bidirectionally. The satellite sensor 2 and satellite sensor 3 have the configuration shown in Fig. 7 and the CPUs 13 of the satellite sensor 2 and satellite sensor 3 send the request from the airbag ECU 7 to the satellite sensor 2 and satellite sensor 3. It has a function to change the transmission content according to the content and perform transmission.

 11 Figure 1 is a flow chart showing the JJ method of transmission of |, ",] between the satellite sensor 2 or satellite sensor 3 and the airbag ECU 7 in the riding protection system according to Embodiment 2 of the present invention. First, the satellite sensor 2 or the satellite sensor 3 receives a transmission request and a command indicating the content of the transmission from the airnos ECU 7 (step ST 21) The satellite sensor 2 or the satellite sensor which has received the command 3 determines the contents requested to be transmitted from the received command (either acceleration data, speed data, or displacement data); ^ (step ST22), and requests transmission from the previous command. If the input is acceleration, the acceleration data detected by the acceleration sensor 11 is selected. If the input is acceleration, the speed data based on the integral value V is selected. Step ST 23, step ST 24, step ST 25), and data transmission (step ST 26).

 Therefore, the processing load performed by the air bag ECU 7 is reduced. Further, when there is a difference between the transmission speed of the satellite sensors 2 and 3 and the processing speed of the air bag ECU 7, the air bag ECU 7 transmits and receives the speed data periodically so that the air bag ECU 7 transmits the speed data. The reliability of the data transmitted from the satellite sensor 2 and the satellite sensor 3 and the reliability of the communication system can be confirmed easily and reliably.

As described above, according to the embodiment 2, the noise is reduced to 5; Signal transmission method and occupant protection equipment that can easily show confirmation to maintain communication that enables reliable collision judgment

Embodiment 3.

 The signal transmission method and the occupant protection device for riding protection according to the third embodiment are as follows. Acceleration data detected by the satellite sensors 2 and 3 are stored on the satellite sensor side, and a retry is performed from the airbag ECU 7. When there is a request to send the air, the acceleration data stored in the memory is transmitted to the airbag ECU 7 again, and the communication between the satellite sensors 2 and 3 and the airbag ECU 7 has a communication error due to noise or the like. Even if it occurs, it is possible to maintain the reliability ぃ collision judgment processing.

 Note that the configuration of the riding protection device according to the third embodiment includes the configuration shown in FIG. 10 used in the above-mentioned embodiment 2, and the configuration shown in FIG. 7 for the satellite sensor 2 and the satellite sensor 3. Appropriate.

 FIG. 12 is a flowchart showing a signal transmission method in the occupant protection device according to the third embodiment. First, in the satellite sensor 2 or the satellite sensor 3, the acceleration data detected by the acceleration sensor 11 is read by the satellite sensor CPU 13 (step ST31). The CPU 13 of the satellite sensor 2 or the satellite sensor 3 stores the acceleration data in a memory (not shown) (step ST32).

 In this memory, the past acceleration data detected by the acceleration sensor 11 for several 10 msec as shown in FIG. 13 is stored.

Next, it is determined whether there is a retry transmission request from the airbag ECU 7 (step ST33), and if there is no retry transmission ;; Now, the acceleration data detected by the acceleration sensor 11 The evening is transmitted to the airbag ECU 7 (step ST34). On the other hand, if there is a retry request from the airbag ECU 7 in step ST33, the acceleration stored in the previous oil memory previously detected by the acceleration sensor 11) i £ data Is sent to the airbag ECU 7 (Step SΤ35). Therefore, the acceleration data sent from the satellite sensors 2 and 3 to the airbag ECU 7 is transmitted to the airbag ECU 7 for example. The air bag ECU 7 will receive an error due to the noise caused by the line, and the air bag ECU 7 will hit it. To | Before sending the memory, the collision judgment process can be restored based on the acceleration data that has been set to,: ^ Prevents data skipping due to abnormalities o

 As described above, according to Embodiment 3 of the present invention, the memory detected by the acceleration sensor 11 of the satellite sensor is recorded in the memory of the satellite sensors 2 and 3. However, even if the communication between the satellite sensors 2 and 3 and the airbag ECU 7 becomes abnormal due to noise or the like, communication from the satellite sensors 2 and 3 to the airbag ECU 7 will not be performed. Since the retransmission is performed, a signal transmission method and an occupant protection device that can maintain communication for highly reliable collision determination processing can be obtained.

Embodiment 4.

According to the signal transmission method and the occupant protection device of the fourth embodiment, the satellite sensor is dropped from the mounting portion due to the collision, or the acceleration sensor of the satellite sensor is destroyed, and excessive W normal data is output. Even if it falls into a state where it can wake up, it is possible to identify this state, and to make the sex determination process i ^{: |} t! The configuration of the occupant protection device according to the fourth embodiment is the same as that shown in FIG. 10 used in the second embodiment, and the configuration shown in FIG. 7 is suitable for the satellite sensor 2 and the satellite sensor 3. Be river.

取り込んだ加速度データについて、 過太な値が 速続しているか^かを 1 定する（ステップ S Τ 4 2 )。 この過人な ίιΐ'ίが迚 続しているか否かの判定は、 例えば! « 1 5図（ a )に示すように、 サテラ イ トセンサ 2 , 3の加速度センサ 1 1 の出力がその測定レンジ内の上限 側に連続して飽和している状態を検出するこ とで ^能となる。 Fig. 14 is a flowchart showing the signal transmission method in the square R protection device according to the fourth embodiment, and shows the operation of transmitting acceleration data from satellite sensors 2 and 3 to airbag ECU 7. I have. First, the CPU 13 of the satellite sensors 2 and 3 captures the acceleration data detected by the acceleration sensors 11 of the satellite sensors 2 and 3 (step ST41). Next, CPU 13

For the acquired acceleration data, it is determined whether or not excessive values are continuing rapidly (step S Τ 42). For example, as shown in FIG. 15 (a), the output of the acceleration sensors 11 of the satellite sensors 2 and 3 is determined by the measurement range as shown in FIG. 15 (a). It is possible to detect the state of continuous saturation on the upper limit side of.

 If excessive values continue for this concatenation and acceleration data, the CPU 13 of the satellite sensors 2 and 3 continuously outputs the excessive values as shown in Fig. 15 (b). The transmission of the indicated acceleration data is forcibly stopped, and 0 G (the value as the acceleration data is zero) indicating that the acceleration data is invalid is sent to the airbag ECU 7. Transmit (Step ST43).

On the other hand, if it is determined in step ST42 that the acceleration data is not in a state where excessive values are continuous, the acceleration data detected by the acceleration sensors 11 of the satellite sensors 2 and 3 is transmitted to the airbag ECU 7. According to Embodiment 4 of the projection, the satellite sensors 2 and 3 are detached from the shortest place, or the satellite sensors 2 and 3 are destroyed by an impact, and the satellite sensors 2 and 3 are damaged. Overheat from the sensor 1 1 The abnormal acceleration data detected by the acceleration sensor 11 is transmitted to the air-bag ECU 7 even when the speed data is abnormally detected continuously. It is possible to notify that the acceleration data is invalid by transmitting 0 G data to the airbag ECU 7 and to prevent the satellite sensors 2 and 3 from being attached from the mounting position. Even if the satellite sensor 2 or 3 is dropped or destroyed by an impact, it is possible to ^ S the communication that enables the reliable collision judgment processing to "]". And the riding protection equipment is effective.

^ Form of application 5.

 The signal transmission method and the riding protection device of the fifth embodiment [1 makes it easy to identify noise on the acceleration data transmitted from the satellite sensors 2 and 3 to the airbag ECU 7 and measures the noise. By reducing the dynamic range of the night, the reliability of collision judgment has been improved.

 The configuration of the occupant protection system of the fifth embodiment is the same as that shown in FIG. 10 used in the second embodiment, and the configuration shown in FIG. 7 is applied to the satellite sensors 2 and 3. You.

FIG. 16 is a waveform diagram showing signal waveforms of acceleration data detected by the acceleration sensors 11 of the satellite sensors 2 and 3 in the occupant protection system according to the fifth embodiment. A signal waveform diagram of the acceleration data when no noise is riding, and FIG. 4B is a signal waveform diagram of the acceleration data when noise is riding. FIG. 17 is a waveform diagram obtained by performing a filtering process on the signal waveform of the acceleration data shown in FIG. 16 to suppress a signal component of, for example, 200 Hz or more. a) is the waveform of M1 ^ 1 with no noise on which the noise of the ^^ min above 200 Hz is recorded. (b) shows a signal waveform diagram when noise is riding.

 Satellite sensors 2 and 3 use analog filters 12 and digital filters 14 to suppress signal components over 200 Hz from the acceleration data detected by the acceleration sensor 11. Apply a ring treatment.

 Since the satellite sensors 2 and 3 are arranged in the crushable area where the collision caused by the collision, such as the engine room, is received, the acceleration sensors 11 of the satellite sensors 2 and 3 detect when a collision occurs. Since the signal waveform of the acceleration data is clipped easily, the circuit including the satellite sensors 2, 3, Erno, and ECU 7 for processing the acceleration data is quite wide. You need to set the Namick Range. For this reason, the analog filter 12 and the digital filter 14 of the satellite sensors 2 and 3 are used to apply a filter to the acceleration data to suppress a signal component of 200 Hz or more to the acceleration data. Thus, the dynamic range can be reduced.

 In addition, when the airbag ECU 7 determines whether noise is present in the signal waveform of the acceleration data detected by the acceleration sensors 11 of the satellite sensors 2 and 3 or not, the satellite sensors 2 and 3 also determine The frequency of the noise component during the transmission of the communication line with the airbag ECU 7 is higher than that of the suppressed acceleration data of the signal component of 200 Hz or more. It is possible to easily determine whether noise is included in the acceleration data.

As described above, according to the fifth embodiment, the dynamic range of the circuit including the satellite sensors 2 and 3 for processing the acceleration data and the airbag ECU 7 can be suppressed. It is possible to determine whether noise is riding or not, and it is possible to maintain a communication method that enables reliable and unreliable operation judgment and to increase the power [-] «mn Industrial profit ffl possibility

 As described above, the signal transmission method and the protection device according to the present invention perform communication that is not easily affected by noise due to the communication line between the satellite sensor and the airbag ECU. It is suitable for use as a signal transmission method for passenger protection for vehicles performing collision judgments regarding the operation of the device and as an occupant protection device.

Claims

riri 1. For a day when a shock due to a collision is first detected in the crushable area where the collision occurs, a communication line is performed between the crushable area and the safety area where the impact due to the collision is delayed. A signal transmission method for detecting data in the crushable area using the  The applied Y1 signal detected in the crushable area is converted into a physical quantity with a small amount of change, which is the acceleration, and converted into a converted object! Apart from the slight differences between the noises that have been given and the changes in the physical and physical characteristics, hi and ι) ί ”, the noise in the crushable area and the safety area are different. Signal transmission method for transmitting and receiving. 2. Regarding the data detected in the crushable area where the impact due to the collision acts first, the communication line is performed by interrogating the crushable area and the safety area where the impact due to the collision acts with a delay. In the method of transmitting data detected in the crushable area,  Two-way communication is performed between the crushable area and the safety area, a transmission request is issued from the safety area to the crushable area, and data corresponding to the transmission request is transmitted from the crushable area to the crushable area. Signal transmission method to transmit to safety area. 3. For a day when the impact due to the collision is first detected in the crushable area where the collision occurs, the communication is performed between the crushable area and the safety area where the impact due to the collision is delayed and created.送 β transmission of the data detected in the crashable area where IJU up to J ^ ^ 'sociable) In the crushable area, the acceleration data detected in the latest crushable area is sequentially stored if there is no F transmission request according to the presence or absence of a transmission request from the safety area. From the area to the previous safety area, and if there is a transmission request, the stored previous acceleration data is transferred from the crushable area to the f-safety area. -^ 1 ί ί 1 1 Propagation ¾5. 4. Regarding the de-night that the impact due to the collision was detected in the crushable area where the first operation was performed in S, the question was between the crushable area and the safety area in which the collision by the previous ffi collision was delayed. In the signal transmission method of data detected in a crashable area where a line is generally used,  [It is determined whether or not the acceleration data detected in the crushable area of jij indicates an excessively large state, and according to the determination result, the acceleration data is continuously excessive. If the detected acceleration data does not indicate an abnormal state, the detected acceleration data is transmitted from the crushable area to the safety area. If the acceleration data indicates an excessively large state, the detected acceleration data is displayed. A signal transmission method for stopping transmission of the detected acceleration data to the safety area and transmitting identification data indicating that the detected acceleration data is invalid to the safety area. 5. For the data detected in the crushable area where the impact due to the collision first acts, the communication line is performed by interrogating the crushable area and the safety area where the impact due to the collision ffls with a delay. The method of transmitting data detected in the crushable area using The acceleration if! Which is suddenly rushed in the crushable region is converted into an acceleration し た, ^: ] in which a change exceeding a predetermined frequency [in is suppressed iiiij], and the converted acceleration is! The signal and the acceleration il: the folded noise is identified from the difference between the frequency of the acceleration signal and the frequency of the noise, and the acceleration is determined by interrogating the crushable area and the safety area. A signal transmission method for transmitting and receiving signals. 6. Communication line between the satellite sensor provided in the crushable area where the impact due to the collision acts for the first time in S and the airbag control unit provided in the safety area where the impact due to the collision is delayed and produced. ½ デ す る 送 に お い て 送 11 に お い て に お い て 11 に お い て  The satellite sensor is  The detected acceleration ^ is converted into physical with little change in acceleration and transmitted to the airbag control unit via the communication line, and the airbag control unit  The occupant protection is characterized in that the physical quantity transmitted from the satellite sensor and the noise superimposed on the physical S are distinguished from a change in the previous physical quantity ¾ and a change in the noise 前. apparatus. 7. Via a communication line between the satellite sensor provided in the crusher pull area where the impact due to the collision acts first and the airbag control unit provided in the safety area where the impact due to the collision acts with a delay. In the occupant protection device for transmitting and receiving data on the impact,  The satellite sensor and the airbag control unit perform bidirectional communication between the two via the communication line, The airbag control unit makes a transmission request to the satellite sensor, and the satellite sensor transmits data corresponding to the transmission request to the airbag control unit. . 8. A satellite sensor provided in the crushable area where the impact due to the collision is initially produced, and an air bag control provided in the safety area where the impact is produced by the collision. Therefore, in the riding protection device that sends and receives data about the impact via the communication line,  The air bag control unit includes:  From the reception state of the acceleration data sent from the satellite sensor via the communication line, a transmission request is output to the satellite sensor as necessary,  Previous は Satellite sensor  The acceleration data detected by the satellite sensor up to the present is temporarily stored, and in response to the absence of the μ transmission request from the airbag; Transmitting the detected acceleration data of the renewal to the airbag control unit, and transmitting the stored acceleration data to the previous airbag control unit if there is the one transmission request. Characterized occupant protection device. 9. Communication line between the satellite sensor provided in the crusher pull region where the impact due to the collision acts first and the air bag control unit provided in the safety region where the impact due to the collision acts with a delay. An occupant protection device for transmitting and receiving data on the impact through  The satellite sensor is It is determined whether or not the acceleration data detected in the crushable area continuously indicates an excessive state.If the determination result indicates that the acceleration data does not indicate an excessive state, the acceleration data is rapidly reduced. The detected acceleration data is sent to the airbag signal control unit described above, and the data of the previous calibration is too large to be overkill. If so, before the squeezed acceleration data :! The riding protection device blocks transmission to the airbag control unit and transmits identification data indicating that the detected acceleration data is invalid to the airbag control unit. . 10. Questions between the satellite sensor provided in the crushable area where the impact due to the collision first occurs and the airbag control unit provided in the safety area where the impact due to the collision is delayed and produced. Protective equipment that sends and receives data about the opponent via the  nil satellite sensor  With respect to the acceleration data detected in the crashable region, the data is converted into acceleration data in which a change exceeding a predetermined frequency range is suppressed, and transmitted to the airbag control unit via the communication line, The air bag control unit includes:  The acceleration data sent from the satellite sensor and the acceleration data are distinguished from each other by the difference between the frequency of the acceleration signal and the frequency of the noise. Occupant protection equipment.