Control device for vehicle air bag

Abstract

To improve occupant restraint performance of when deploying a ceiling air bag.SOLUTION: At a time of a vehicle front collision, whether to deploy only a front-collision airbag 26 (see (A)(C)(F)) or both a ceiling airbag 30 and the front-collision airbag 26 (see (B)(D)(E)) among the ceiling airbag 30 accommodated above an occupant seated on a seat 12 and the front-collision airbag 26 accommodated in front of the occupant is switched according to a front-rear slide position and a seat back angle of the seat 12.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present disclosure relates to a control device for a vehicle airbag. [Background technology]

[0002] Patent Document 1 describes a technology in which a seat sensor detects at least one of the position of a vehicle seat and the posture of an occupant, and based on the detection results of the seat sensor, an angle adjustment mechanism provided on the roof airbag adjusts the deployment angle of the roof airbag. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2022-049424 Summary of the Invention [Problem to be solved by the invention]

[0004] In Patent Document 1, airbags other than the ceiling airbag are deployed when the vehicle seat is not in the comfortable position, and the ceiling airbag is deployed alone when the vehicle seat is in the comfortable position. However, when the ceiling airbag is deployed alone, a large space is left in front of the deployed ceiling airbag, which means that when the ceiling airbag is used to restrain an occupant, the ceiling airbag cannot be held in the intended position, and there is a possibility that the restraining force for the occupant will be insufficient.

[0005] The present disclosure has been made in consideration of the above circumstances, and an object of the present disclosure is to provide a control device for a vehicle airbag that can improve occupant restraint performance when a ceiling airbag is deployed. [Means for solving the problem]

[0006] The control device for a vehicle airbag according to the first aspect includes a control unit that switches between deploying only a ceiling airbag stored above an occupant seated in a seat and a frontal airbag stored in front of the occupant in the event of a vehicle frontal collision, or deploying both the ceiling airbag and the frontal airbag, depending on the forward / backward sliding position of the seat and the seatback angle.

[0007] In the first aspect, when the ceiling airbag is deployed in the event of a frontal collision, both the ceiling airbag and the frontal airbag are deployed, so that the ceiling airbag is supported by the frontal airbag and held in its intended position during the frontal collision, thereby improving occupant restraint performance when the ceiling airbag is deployed.

[0008] In a second aspect, in the first aspect, the control unit deploys only the front-impact airbag in the event of a vehicle frontal collision when the seatback angle is within a first angle range corresponding to a normal riding posture and the front-to-rear sliding position is within a reference range or is located further forward than the reference range, or when the seatback angle is within a second angle range corresponding to a comfortable posture and the front-to-rear sliding position is located further forward than the reference range, and deploys both the ceiling airbag and the front-to-rear sliding airbag in the event of a vehicle frontal collision when the seatback angle is within the first angle range and the front-to-rear sliding position is located further rearward than the reference range, or when the seatback angle is within the second angle range and the front-to-rear sliding position is within the standard range or is located further rearward than the reference range.

[0009] In the second mode, when the seatback angle is within an angle range corresponding to the normal riding posture and the longitudinal slide position is positioned further rearward than the reference range, or when the seatback angle is within an angle range corresponding to the comfortable posture and the longitudinal slide position is within the reference range or positioned further rearward than the reference range, that is, when the occupant's posture is such that if the ceiling airbag were to be deployed alone, a large space would exist on the vehicle front side of the ceiling airbag, both the ceiling airbag and the front-impact airbag are deployed in the event of a frontal collision. This allows the ceiling airbag to be supported in the desired position by the front-impact airbag in the event of a frontal collision, thereby improving occupant restraint performance when the ceiling airbag is deployed.

[0010] In the second mode, when the seatback angle is within an angle range corresponding to the normal riding position and the longitudinal sliding position is within a reference range or further forward of the reference range, or when the seatback angle is within an angle range corresponding to the comfortable position and the longitudinal sliding position is further forward of the reference range, that is, when the occupant is in a position where sufficient restraint performance can be obtained even if the frontal airbag alone is deployed, only the frontal airbag is deployed in the event of a frontal collision. This allows the ceiling airbag to be deployed only when deployment is effective for restraining the occupant, compared to a configuration in which a ceiling airbag is deployed uniformly when the occupant is in a comfortable position (the configuration described in Patent Document 1).

[0011] In a third aspect, in the second aspect, the control unit adjusts the deployment direction of the ceiling airbag by an actuator that can change the deployment direction of the ceiling airbag.

[0012] In the third aspect, the deployment direction of the ceiling airbag is adjusted by an actuator that can change the deployment direction of the ceiling airbag, which makes it possible to further improve the occupant restraint performance when the ceiling airbag is deployed.

[0013] In a fourth aspect, in the third aspect, when the seat back angle is within the second angle range and the longitudinal sliding position is within the reference range or further rearward than the reference range, the control unit adjusts the deployment direction toward the rear of the vehicle compared to when the seat back angle is within the first angle range and the longitudinal sliding position is further rearward than the reference range.

[0014] In the fourth aspect, when the seat back angle is within an angle range corresponding to a comfortable posture and the front-to-rear slide position is within a standard range or is located further rearward than the standard range, the deployment direction of the ceiling airbag is adjusted toward the rear of the vehicle. Therefore, in the above case, the ceiling airbag can be deployed in a more appropriate direction, further improving occupant restraint performance.

[0015] In a fifth aspect, in the second aspect, the control unit deploys the ceiling airbag and deploys the front-impact airbag simultaneously with or after the ceiling airbag when the seatback angle is within the first angle range and the longitudinal sliding position is located rearward of the vehicle relative to a first reference range, or when the seatback angle is within the second angle range and the longitudinal sliding position is located forward of a second reference range different from the first reference range, whereas the control unit deploys the front-impact airbag first and the ceiling airbag later when the seatback angle is within the second angle range and the longitudinal sliding position is located within the second reference range or rearward of the second reference range.

[0016] In a fifth aspect, when the seatback angle is within an angle range corresponding to the normal riding posture and the longitudinal sliding position is located rearward of the vehicle relative to a first reference range, or when the seatback angle is within an angle range corresponding to the comfortable posture and the longitudinal sliding position is located within a second reference range different from the first reference range, a ceiling airbag is deployed in the event of a vehicle frontal collision, and a frontal-impact airbag is deployed simultaneously with or after the ceiling airbag. As a result, the ceiling airbag is supported by the frontal-impact airbag in the event of a vehicle frontal collision, thereby making it possible to improve occupant restraint performance compared to when the ceiling airbag or the frontal-impact airbag is deployed independently.

[0017] In a fifth aspect, when the seatback angle is within the angle range corresponding to the comfortable posture and the longitudinal slide position is within the second reference range or further rearward than the second reference range, the front-impact airbag is deployed first and the ceiling airbag is deployed later in a vehicle frontal collision. As a result, the front-impact airbag that is deployed first in a vehicle frontal collision guides the ceiling airbag that is deployed later, allowing the ceiling airbag to restrain the occupant in a more appropriate position toward the rear of the vehicle. Furthermore, because the above effect can be achieved simply by controlling the deployment order of the airbags, the structure can be simplified and costs can be reduced compared to a configuration that adjusts the deployment range of the ceiling airbag.

[0018] A sixth aspect is the fifth aspect, wherein the second reference range is set on the rear side of the vehicle relative to the first reference range.

[0019] In the sixth aspect, by setting two reference ranges (a first reference range and a second reference range further rearward of the vehicle than the first reference range) for the front-to-rear sliding position of the seat, it is possible to further improve occupant restraint performance. [Effects of the Invention]

[0020] The present disclosure has an effect of improving occupant restraint performance when a ceiling airbag is deployed. [Brief explanation of the drawings]

[0021] [Figure 1] 1A is a schematic block diagram showing an airbag control system according to a first embodiment, and FIG. 1B is a schematic block diagram showing an airbag control system according to a second embodiment. [Figure 2] 4 is a flowchart showing an airbag control process according to the first embodiment. [Figure 3] 10A is a schematic diagram showing the adjustment range of the seat back angle, FIG. 10B is a schematic diagram showing the adjustment range of the front-rear slide position in the first embodiment, and FIG. 10C is a schematic diagram showing the adjustment range of the front-rear slide position in the second embodiment. [Figure 4] 3A to 3C are conceptual diagrams showing whether or not each airbag is deployed and the range of deployment when the seatback angle and the front-rear sliding position are set to various values ​​in the first embodiment. [Figure 5] 10 is a flowchart showing an airbag control process according to a second embodiment. [Figure 6] 10A to 10C are conceptual diagrams showing whether or not each airbag is deployed and the range of deployment when the seatback angle and the front-rear sliding position are set to various values ​​in the second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0022] Hereinafter, an example of an embodiment of the present disclosure will be described in detail with reference to the drawings.

[0023] [First embodiment] FIG. 1(A) shows an airbag control system 10A according to a first embodiment. Note that hereinafter, "airbag" will be abbreviated as "AB." The AB control system 10A is provided corresponding to a passenger seat 12 (hereinafter simply referred to as "seat 12") of a vehicle shown in FIG. 4, and includes an AB control ECU (Electronic Control Unit) 34. A seatback angle sensor 18, a front-rear slide position sensor 20, a frontal collision sensor 22, a passenger seat AB device 24, a ceiling AB device 28, and a deployment direction changing ACT (actuator) 32 are connected to the AB control ECU 34.

[0024] The seatback angle sensor 18 detects the angle of the seatback of the seat 12 (hereinafter simply referred to as the "seatback angle") and outputs the detection result to the AB control ECU 34. The longitudinal slide position sensor 20 detects the slide position of the seat 12 in the longitudinal direction of the vehicle (hereinafter simply referred to as the "longitudinal slide position") and outputs the detection result to the AB control ECU 34. The frontal collision sensor 22 includes an acceleration sensor that detects acceleration in the longitudinal direction of the vehicle, and detects a frontal collision of the vehicle when a state in which acceleration equal to or greater than a predetermined value corresponding to a frontal collision of the vehicle with an object is detected continues for a predetermined period of time or longer.

[0025] The passenger seat AB device 24 is provided in a position corresponding to the seat 12 within the vehicle instrument panel 14 shown in FIG. 4, and includes a bag-shaped and stored front collision AB 26 (see FIG. 4(A) and other figures). The front collision AB 26 receives gas from an inflator (not shown) in the event of a vehicle frontal collision, and deploys (deploys and inflates) from the instrument panel 14 toward the rear of the vehicle. The inflator is a combustion-type or cold gas-type inflator, and generates gas when activated. The activation of the inflator is controlled by the AB control ECU 34. The front collision AB 26 is an example of a front collision airbag in the present disclosure.

[0026] The ceiling AB device 28 is provided in a position corresponding to the seat 12 in the ceiling portion 16 of the vehicle shown in FIG. 4, and includes a bag-shaped and stored ceiling AB 30 (see FIG. 4(B), etc.). In the event of a frontal collision of the vehicle, the ceiling AB 30 receives gas from an inflator (not shown) and deploys (deploys and inflates) from the instrument panel 14 downward toward the vehicle. The inflator is a combustion-type or cold gas-type inflator, and generates gas when activated. The activation of the inflator is controlled by the AB control ECU 34. The ceiling AB 30 is an example of a ceiling airbag in the present disclosure.

[0027] The deployment direction changing ACT 32 includes a motor such as a stepping motor, and by tilting the housing of the ceiling AB device 28 with the driving force of the motor, it is possible to change and adjust the deployment direction of the ceiling AB 30 from the ceiling AB device 28 toward the rear of the vehicle, as shown in Figures 4(D) and (E). The deployment direction changing ACT 32 is an example of an actuator in the present disclosure.

[0028] The AB control ECU 34 includes a CPU (Central Processing Unit) 36, a memory 38 such as a ROM (Read Only Memory) or a RAM (Random Access Memory), a non-volatile storage unit 40 such as a HDD (Hard Disk Drive) or an SSD (Solid State Drive), and an input / output I / F (Interface) 42, all of which are interconnected via a bus 44. An AB control program 46 is stored in the storage unit 40. The AB control ECU 34 functions as a control unit by reading the AB control program 46 from the storage unit 40 and loading it into the memory 38, and executing the AB control program 46 loaded into the memory 38 by the CPU 36, thereby performing AB control processing, which will be described later. The AB control ECU 34 is an example of a control device for a vehicle airbag according to the present disclosure.

[0029] Next, as an operation of the first embodiment, the AB control process according to the first embodiment will be described with reference to Fig. 2. In step 70 of the AB control process, the CPU 36 acquires the detection result of the seat back angle of the seat 12 from the seat back angle sensor 18, and acquires the front-rear slide position of the seat 12 from the front-rear slide position sensor 20.

[0030] In this embodiment, as shown in FIG. 3A, the adjustment range of the seatback angle of the seat 12 is divided into angle range -A, in which the seated occupant assumes a normal riding posture, and angle range -B, in which the seated occupant assumes a comfortable riding posture. An example of the angle that forms the boundary between angle range -A and angle range -B is 35°. In step 72, the CPU 36 determines whether the seatback angle acquired in step 70 is within angle range -A, which corresponds to the normal riding posture. If the determination in step 72 is affirmative, the process proceeds to step 74.

[0031] 3B, in the first embodiment, the adjustment range of the longitudinal sliding position of the seat 12 is divided into three ranges: a reference range HP-A including the midpoint of the longitudinal sliding position; a range HP-B located rearward of the reference range HP-A; and a range HP-C located forward of the reference range HP-A. An example of the reference range HP-A is a range of ±50 mm from the midpoint of the longitudinal sliding position. In step 74, the CPU 36 determines whether the longitudinal sliding position acquired in step 70 is within the reference range HP-A or within the range HP-C located forward of the reference range HP-A.

[0032] 4(A) or 4(C), and in either case, the seated occupant can be restrained by independently deploying the frontal collision AB 26. Therefore, if the determination in step 74 is affirmative, the process proceeds to step 84, where the CPU 36 performs preparatory processing for deploying only the frontal collision AB 26 in the event of a vehicle frontal collision, and then the process proceeds to step 94.

[0033] Furthermore, if the determination in step 74 is negative, the longitudinal slide position is within a range HP-B that is further rearward than the reference range HP-A, and the seated occupant is in the posture shown in FIG. 4B. In this case, although the ceiling AB30 is suitable for restraining the seated occupant, if the ceiling AB30 were to be deployed alone, there would be a large space in front of the ceiling AB30 in the event of a frontal collision, which could result in insufficient restraint force for the occupant. For this reason, if the determination in step 74 is negative, the process proceeds to step 88, where the CPU 36 performs preparatory processing for deploying the frontal collision AB26 and the ceiling AB30 in the event of a frontal collision, and then the process proceeds to step 94.

[0034] Furthermore, if the seat back angle acquired in step 70 is within the angle range -B corresponding to the comfortable posture, the determination in step 72 is negative and the process proceeds to step 76. In step 76, the CPU 36 determines whether the longitudinal slide position acquired in step 70 is within a range HP-C that is further forward of the reference range HP-A. If the determination in step 76 is positive, the seated occupant is in the posture shown in FIG. 4(F), in which case the seated occupant can be restrained by deploying the frontal collision AB 26 alone. Therefore, if the determination in step 76 is positive, the process proceeds to step 84, where the CPU 36 performs preparatory processing for deploying only the frontal collision AB 26 in the event of a vehicle frontal collision, and then proceeds to step 94.

[0035] Furthermore, if the determination in step 76 is negative, the longitudinal slide position is within the reference range HP-A or the range HP-B toward the rear of the vehicle, and the seated occupant is in the posture shown in FIG. 4(D) or 4(E). In this case, although the ceiling AB30 is suitable for restraining the seated occupant, the upper half of the seated occupant's body is positioned further rearward than the normal deployment range of the ceiling AB30, and it is desirable to change the deployment range of the ceiling AB30 toward the rear of the vehicle. Therefore, if the determination in step 76 is negative, the process proceeds to step 86, where the CPU 36 moves the deployment direction of the ceiling AB30 toward the rear of the vehicle using the deployment direction change ACT32 (see also "Adjust deployment direction with ACT" in FIGS. 4(D) and 4(E)).

[0036] 4(D) or 4(E), if the ceiling AB30 were to be deployed alone in the event of a vehicle frontal collision, the restraining force for the occupant may be insufficient due to the large space present on the front side of the vehicle of the ceiling AB30. Therefore, in the next step 88, the CPU 36 performs preparatory processing for deploying the frontal collision AB26 and the ceiling AB30 in the event of a vehicle frontal collision, and then proceeds to step 94.

[0037] In step 94, the CPU 36 determines whether or not a frontal collision of the vehicle has been detected by the frontal collision sensor 22. If the determination in step 94 is negative, the process returns to step 70, and steps 70 to 94 are repeated until the determination in step 94 is positive. Then, if a frontal collision of the vehicle is detected by the frontal collision sensor 22, the determination in step 94 is positive and the process proceeds to step 96, where the CPU 36 deploys the AB that was prepared for deployment in the preparation process of step 84 or step 88, and ends the AB control process.

[0038] In this way, in the first embodiment, in the event of a vehicle frontal collision, whether to deploy only the frontal collision AB26 out of the ceiling AB30 stored above the occupant seated in the seat 12 and the frontal collision AB26 stored in front of the occupant, or to deploy both the ceiling AB30 and the frontal collision AB26, is switched according to the front-to-rear sliding position and the seatback angle of the seat 12. This makes it possible to improve occupant restraint performance when the ceiling AB30 is deployed.

[0039] In the first embodiment, when the seatback angle is within a first angle range -A corresponding to a normal riding posture and the longitudinal slide position is within a reference range HP-A or further forward of the reference range HP-A, or when the seatback angle is within a second angle range -B corresponding to a comfortable posture and the longitudinal slide position is further forward of the reference range HP-A, only the ceiling AB30 and the ceiling AB26 are deployed in a frontal collision of the vehicle, and when the seatback angle is within the first angle range -A and the longitudinal slide position is further rearward of the reference range HP-A, or when the seatback angle is within the second angle range -B and the longitudinal slide position is within the reference range HP-A or further rearward of the reference range HP-A, both the ceiling AB30 and the ceiling AB26 are deployed in a frontal collision of the vehicle. This improves occupant restraint performance when the ceiling AB30 is deployed, and, compared to a configuration in which the ceiling AB30 is deployed uniformly when the occupant is in a comfortable posture, the ceiling AB30 can be deployed only when deployment of the ceiling AB30 is effective for restraining the occupant.

[0040] Furthermore, in the first embodiment, the deployment direction of the ceiling AB30 is adjusted by the deployment direction change ACT32 that can change the deployment direction of the ceiling AB30, so that the occupant restraint performance when the ceiling AB30 is deployed can be further improved.

[0041] Furthermore, in the first embodiment, when the seatback angle is within the second angle range -B and the longitudinal slide position is within the reference range HP-A or further rearward than the reference range HP-A, the deployment direction of the ceiling AB30 is adjusted further rearward than when the seatback angle is within the first angle range -A and the longitudinal slide position is further rearward than the reference range HP-A. This allows the ceiling AB30 to be deployed in a more appropriate direction, further improving occupant restraint performance.

[0042] Second Embodiment Next, a second embodiment of the present disclosure will be described. The same components as those in the first embodiment are designated by the same reference numerals, and their description will be omitted. As shown in FIG. 1(B), the AB control system 10B according to the second embodiment differs from the AB control system 10A described in the first embodiment in that the deployment direction changing ACT 32 is omitted.

[0043] Next, with reference to Fig. 5, the AB control process according to the second embodiment will be described, focusing only on the differences from the AB control process (Fig. 2) described in the first embodiment. In the second embodiment, as shown in Fig. 3(C), the range of the longitudinal sliding position of the seat 12 is divided into four ranges: a first reference range HP-A including the midpoint of the longitudinal sliding position, a range HP-B located rearward of the reference range HP-A, a second reference range HP-D located between the first reference range HP-A and range HP-B, and a range HP-C located forward of the first reference range HP-A.

[0044] In the second embodiment, if the determination in step 72 is affirmative, the process proceeds to step 78. Then, in step 78, the CPU 36 determines whether the longitudinal slide position acquired in step 70 is within the first reference range HP-A or within a range HP-C that is further forward of the first reference range HP-A. If the determination in step 78 is affirmative, the seated occupant is in the posture shown in FIG. 6(A) or FIG. 6(C). In either case, the seated occupant can be restrained by deploying the frontal collision AB 26 alone. Therefore, if the determination in step 78 is affirmative, the process proceeds to step 84. In step 84, the CPU 36 performs preparatory processing for deploying only the frontal collision AB 26 in the event of a vehicle frontal collision, and then proceeds to step 94.

[0045] Furthermore, if the determination in step 72 is negative, the process proceeds to step 80, where the CPU 36 determines whether the longitudinal slide position acquired in step 70 is located further forward of the vehicle than the first reference range. If the determination in step 80 is positive, the seated occupant is in the position shown in FIG. 6(F), and the seated occupant can be restrained by deploying the frontal collision AB 26 alone. Therefore, if the determination in step 80 is positive, the process proceeds to step 84, where preparatory processing is performed to deploy only the frontal collision AB 26 in the event of a vehicle frontal collision, and then the process proceeds to step 94.

[0046] Furthermore, if the determination in step 80 is negative, the process proceeds to step 82, where the CPU 36 determines whether the longitudinal slide position is located further forward of the vehicle than the second reference range HP-D. If the determination in step 82 is positive, the seated occupant is in the posture shown in FIG. 6(D). If the determination in step 78 is negative, the seated occupant is in the posture shown in FIG. 6(B). In these cases, although the ceiling AB30 is suitable for restraining the seated occupant, if the ceiling AB30 were to be deployed alone in a vehicle frontal collision, there is a possibility that the restraining force for the occupant would be insufficient due to the large space present on the front side of the vehicle of the ceiling AB30.

[0047] Therefore, if the determination in step 82 is positive, or if the determination in step 78 is negative, the process proceeds to step 90, where the CPU 36 performs preparatory processing to deploy the ABs in the following order in the event of a vehicle frontal collision: (1) the ceiling AB30, and (2) the frontal collision AB26, and then the process proceeds to step 94. As a result, in the event of a vehicle frontal collision, the ceiling AB30 that is deployed first is supported by the frontal collision AB26 that is deployed later, thereby improving occupant restraint performance compared to when the ceiling AB30 or the frontal collision AB26 is deployed independently.

[0048] Furthermore, if the determination in step 82 is negative, the seated occupant is in the position shown in FIG. 6(E). In this case, although the ceiling AB30 is suitable for restraining the seated occupant, if the ceiling AB30 were to be deployed alone in a vehicle frontal collision, the large space present on the front side of the vehicle of the ceiling AB30 could result in insufficient restraining force for the occupant. For this reason, if the determination in step 82 is negative, the process proceeds to step 92. In step 92, the CPU 36 performs preparatory processing for deploying the ABs in the following order in the event of a vehicle frontal collision: (1) the frontal collision AB26, followed by (2) the ceiling AB. The process then proceeds to step 94. As a result, in the event of a vehicle frontal collision, the ceiling AB30, which is deployed later, is guided by the frontal collision AB26, which is deployed first, thereby enabling the ceiling AB30 to restrain the occupant in a more appropriate position toward the rear of the vehicle. Furthermore, because the above effects can be achieved simply by controlling the deployment order of the ABs, the structure can be simplified and costs can be reduced compared to a configuration in which the deployment range of the ceiling AB30 is adjusted by the deployment direction change ACT32.

[0049] Thus, in the second embodiment, when the seatback angle is within the first angle range -A and the longitudinal slide position is located rearward of the first reference range HP-A, or when the seatback angle is within the second angle range -B and the longitudinal slide position is located forward of the second reference range HP-D that is different from the first reference range HP-A, the ceiling AB30 is deployed and the frontal collision AB26 is deployed after the ceiling AB30 in the event of a vehicle frontal collision, whereas when the seatback angle is within the second angle range -B and the longitudinal slide position is within the second reference range HP-D or rearward of the second reference range HP-D in the event of a vehicle frontal collision, the frontal collision AB26 is deployed first and the ceiling AB30 is deployed after. As a result, when the ceiling AB30 is deployed first and the frontal collision AB26 is deployed after, occupant restraint performance can be improved compared to when either the ceiling AB30 or the frontal collision AB26 is deployed independently. Furthermore, when the frontal collision AB26 is deployed first and the ceiling AB30 is deployed later, the ceiling AB30 can restrain the occupant in a more suitable position towards the rear of the vehicle, and the structure can be simplified and costs reduced compared to a configuration in which the deployment range of the ceiling AB30 is adjusted.

[0050] In the second embodiment, the second reference range is set further rearward than the first reference range, thereby making it possible to further improve the occupant restraint performance.

[0051] In the above second embodiment, in step 90, the ABs are deployed in the order of (1) ceiling AB30 and (2) frontal impact AB26, but the present disclosure is not limited to this, and the ceiling AB30 and frontal impact AB26 may be deployed simultaneously in the same step.

[0052] In the above embodiment, the angle ranges -A / -B that define the adjustment range of the seatback angle and the ranges HP-A / HP-B / HP-C that define the adjustment range of the front-rear slide position are fixedly defined, but the present disclosure is not limited to this. For example, the physique of the seated occupant may be detected, and at least one of the angle ranges that define the adjustment range of the seatback angle and the ranges that define the adjustment range of the front-rear slide position may be changed depending on the detected physique. The physique of the seated occupant can be estimated, for example, from an image of the seated occupant captured by an in-vehicle camera, or from the weight detected by a sensor built into the seat cushion of the seat 12, or from the pressure distribution detected by sensors built into the seat cushion and the seatback.

[0053] In addition, in the above embodiment, the airbag control systems 10A and 10B are described as being installed in the passenger seat of the vehicle, but the present disclosure is not limited to this, and the airbag control systems 10A and 10B can also be installed in the driver's seat of the vehicle.

[0054] Furthermore, in the above embodiment, the AB control program 46 is described as being pre-stored (installed) in the storage unit 40, but the AB control program 46 can also be provided in a form recorded on a non-temporary recording medium such as an HDD, SSD, or DVD. [Explanation of symbols]

[0055] 10A, 10B Airbag control system 12 sheets 18 Seat back angle sensor 20 Front and rear slide position sensor 22 Frontal collision sensor 26 Frontal airbags 30 Ceiling airbag 34 Airbag control ECU 32 Deployment direction change actuator

Claims

1. A vehicle airbag control device including a control unit that switches, in the event of a vehicle frontal collision, whether to deploy only a frontal airbag out of a ceiling airbag stored above an occupant seated in a seat and a frontal airbag stored in front of the occupant, or to deploy both the ceiling airbag and the frontal airbag, depending on the front-to-rear sliding position of the seat and the seatback angle.

2. 2. The vehicle airbag control device according to claim 1, wherein the control unit deploys only the front-impact airbag in the event of a vehicle frontal collision when the seatback angle is within a first angle range corresponding to a normal riding posture and the longitudinal sliding position is within a reference range or further forward than the reference range, or when the seatback angle is within a second angle range corresponding to a comfortable posture and the longitudinal sliding position is further forward than the reference range, and deploys both the ceiling airbag and the front-impact airbag in the event of a vehicle frontal collision when the seatback angle is within the first angle range and the longitudinal sliding position is further rearward than the reference range, or when the seatback angle is within the second angle range and the longitudinal sliding position is within the reference range or further rearward than the reference range.

3. 3. The vehicle airbag control device according to claim 2, wherein the control unit adjusts the deployment direction of the ceiling airbag using an actuator that can change the deployment direction of the ceiling airbag.

4. 4. The control device for a vehicle airbag according to claim 3, wherein when the seatback angle is within the second angle range and the longitudinal sliding position is within the reference range or further rearward of the reference range, the control unit adjusts the deployment direction toward the rear of the vehicle compared to when the seatback angle is within the first angle range and the longitudinal sliding position is further rearward of the reference range.

5. 3. The vehicle airbag control device according to claim 2, wherein the control unit deploys the ceiling airbag and deploys the front-impact airbag simultaneously with or after the ceiling airbag when the seatback angle is within the first angle range and the longitudinal sliding position is located rearward of the vehicle relative to a first reference range, or when the seatback angle is within the second angle range and the longitudinal sliding position is located forward of a second reference range different from the first reference range, and deploys the front-impact airbag first and the ceiling airbag later when the seatback angle is within the second angle range and the longitudinal sliding position is located within the second reference range or rearward of the second reference range.

6. 6. The control device for a vehicle airbag according to claim 5, wherein the second reference range is set further rearward than the first reference range.

Images