JP5152591B2 - Occupant protection system - Google Patents

Description

  The present invention relates to an occupant having an ECU (Electronic Control Unit) used in an occupant protection device such as an air bag that protects the occupant in the event of a vehicle collision, and a plurality of sensor units that are connected to the ECU and detect vehicle speed and the like. Concerning protection system.

  In recent years, occupant protection devices such as airbags and sieve belt pretensioners have been mounted on many vehicles, and the occupant protection system including this occupant protection device is mounted on both front sides of the vehicle 10 as shown in FIG. Front sensor units 11a and 11b, safety sensor units 12a and 12b mounted on the front passenger seat and the rear seat, and side sensor units 13a and 13b mounted on both sides for each of three seat rows of the vehicle 10. 13c and 14a, 14b, 14c, and these sensor parts 11a-14c are bus-connected to ECU15 for airbags. The vehicle speeds and the like are detected by the sensor units 11a to 14c of the passenger protection system, and the airbags (not shown) corresponding to the sensor units 11a to 14c are operated by the ECU 15 in response to these detections.

  In such an occupant protection system, the ECU 15 initializes the sensor units 11a to 14c at the start of operation by key operation of the vehicle, and particularly in the side sensor units 13a to 14c connected to the ECU 15 by bus as follows. Initialization is performed.

  FIG. 2 shows the side sensor units 13a to 13c connected to the ECU 15 as a representative and will be described. When the initialization signal is transmitted from the ECU 15 to the leading side sensor unit 13a, the sensor is initialized in the side sensor unit 13a that receives the initialization signal. At this time, the bus switch 17a connected to the side sensor unit 13b at the subsequent stage is turned on. It is said. Further, the side sensor unit 13a returns a success signal indicating that the initialization is successful to the ECU 15.

  When the ECU 15 receives the success signal, the ECU 15 recognizes that the initialization of the side sensor unit 13a that has transmitted the success signal has succeeded, associates a unique address with the side sensor unit 13a, and then communicates with the side sensor unit 13a. Make communication at that address. Thereafter, the ECU 15 transmits an initialization signal to the next side sensor unit 13b. When a success signal is returned from the side sensor unit 13b, the ECU 15 associates a unique address with the side sensor unit 13b. Next, an initialization signal is transmitted to the side sensor unit 13c. When a success signal is returned from the side sensor unit 13c, a unique address is associated with the side sensor unit 13c, and the initialization is completed.

  The ECU 15 is preset with how many side sensor units are to be initialized. For example, the ECU 15 shown in FIG. 3 is set to initialize three side sensor units, and since the vehicle 10-1 on which the ECU 15 is mounted is a two-row seat, two side sensors are provided on both sides. Assume that the portions 13a, 13b and 14a, 14b are arranged.

  In this case, if initialization is performed by sending an initialization signal from the ECU 15, the second side sensor units 13 a and 13 b succeed in the second initialization diagnosis, but in the third initialization, the target Since there is no side sensor unit, initialization fails. In this case, an alarm lamp (not shown) is turned on by the ECU 15.

  As a conventional technique of this type, there is a vehicle occupant protection device described in Patent Document 1.

JP 2005-263145 A

  However, in the conventional occupant protection system described above, it is assumed that the ECU 15 shown in FIG. 1 is set to initialize two side sensor units. In this case, since the actual vehicle 10 is provided with three side sensor portions 13a to 13c and 14a to 14c on both sides, when the initialization signal is transmitted from the ECU 15, the initialization is performed. When the initialization is successful up to the second side sensor units 13b and 14b, the ECU 15 determines that the initialization is completed. In this case, since the third side sensor parts 13c and 14c are not initialized, the airbag relating to the third side sensor parts 13c and 14c is not opened when the vehicle 10 collides in this state. There is a problem that it is dangerous.

  The present invention has been made in view of such circumstances, and can appropriately perform initialization diagnosis of a plurality of sensor units connected to the ECU by a bus in the vehicle. It is an object of the present invention to provide an occupant protection system that can prevent the airbag according to the above from being opened and dangerous.

  The invention according to claim 1, which has been made to achieve the above object, is an ECU that is an electronic control unit that controls an occupant protection device that protects an occupant in the event of a vehicle collision, and is connected to the ECU by a bus. A plurality of sensor units to be initialized, the sensor units are initialized in the order close to the ECU, and when the initialization is successful, the built-in switch is turned on and the subsequent sensor unit is connected to the ECU. In the occupant protection system, the ECU is set to perform a diagnosis of M + 1 times of initialization processing of the sensor unit obtained by adding 1 to the predetermined number M of sensors, After the success of the initialization process, the initialization process is determined to have succeeded by performing the (M + 1) th initialization process and failing.

  According to a second aspect of the present invention, in the occupant protection system according to the first aspect of the invention, the ECU performs an M + 1-time sensor unit initialization process after successfully performing the M-time sensor unit initialization process. It is characterized by performing a process of determining that the initialization has failed when it is successful.

  According to these configurations, the number of sensors M (= 2) +1 is set in the ECU, and since the actual vehicle is a two-row seat, initialization diagnosis is performed by the ECU when there are two sensors. In this case, since the initialization process of the two sensor units is successful and then the initialization process of the +1 sensor unit is unsuccessful, the ECU determines that the initialization is successful at the time of the failure. On the other hand, the number of sensors M (= 2) +1 is set in the ECU, and the actual vehicle is a 3-row seat. After the sensor initialization process has succeeded and succeeded when the initialization process for +1 sensor unit is successful, the ECU determines that the initialization has failed when the sensor process is successful.

  Conventionally, when the number of sensors to be initialized is set to 2 in the ECU and there are 3 sensors in the vehicle, if the initialization is successful up to the second sensor unit, the ECU It was determined that initialization was complete. In this case, since the third sensor unit has not been initialized, when the vehicle collides in this state, the airbag relating to the third sensor unit does not open and is dangerous. However, in the present invention, as described above, the initialization diagnosis of the plurality of sensor units connected to the ECU by the bus can be properly performed, so that the airbag related to the uninitialized sensor unit is not opened and there is a risk. Can be prevented.

  The invention according to claim 3 is an ECU that is an electronic control unit that controls an occupant protection device that protects an occupant in the event of a vehicle collision, and a plurality of sensor units that are bus-connected to the ECU and that are initialized by the ECU. In the occupant protection system in which the sensor unit is initialized in the order of closeness to the ECU, and a switch built in when the initialization is successful is turned on to connect the subsequent sensor unit to the ECU, the ECU The sensor unit is set to be diagnosed M + 1 times by adding 1 to the predetermined number M of sensors, and after successful M unit initialization processing, When the initialization process of the M + 1th sensor unit is performed successfully, a process for determining that the initialization has failed is performed.

  According to this configuration, when the number of sensors M (= 2) +1 is set in the ECU, and the actual vehicle has three sensors because the vehicle has three rows, the initialization diagnosis is performed by the ECU. Since the initialization process of the +1 sensor unit succeeds after the success of the initialization process of the two sensors, the ECU determines that the initialization has failed when the process succeeds. Therefore, when the ECU is set to have two sensors for performing initialization processing, even if there are three sensors in the vehicle, a mismatch between the number of sensors set in the ECU and the actual number of sensors is detected. be able to.

  According to a fourth aspect of the present invention, in the occupant protection system according to any one of the first to third aspects, the ECU performs a process of turning on an alarm lamp when the ECU determines that the failure has occurred. Features.

  According to this configuration, if the initialization process of the sensor unit fails, the warning lamp is lit. For example, if this occurred in a situation where the ECU is replaced by a dealer or the like, the operator can confirm that the warning lamp is lit. It is possible to immediately recognize that the ECU is inappropriate.

  As described above, according to the present invention, it is possible to appropriately perform initialization diagnosis of a plurality of sensor units connected to an ECU in a vehicle, thereby opening an airbag related to a sensor unit that has not been initialized. There is an effect that it is possible to prevent being accompanied by danger.

It is a figure which shows ECU and each sensor part of the passenger | crew protection system in a vehicle. It is a figure which shows the structure of the some sensor part bus-connected to ECU in a passenger | crew protection system. It is a figure which shows the state by which the two side sensor parts are connected to ECU of the passenger | crew protection system in a vehicle. It is a figure showing composition of an occupant protection system concerning an embodiment of the present invention. It is a figure which shows the arrangement configuration of the airbag in the passenger | crew protection system which concerns on this embodiment. It is a block diagram which shows the structure of ECU of the passenger | crew protection system which concerns on this embodiment. It is a block diagram which shows the structure of the satellite sensor part of the passenger | crew protection system which concerns on this embodiment. It is a flowchart for demonstrating operation | movement at the time of the initialization diagnosis of the side sensor part bus-connected to ECU in the passenger | crew protection system which concerns on this embodiment.

  Embodiments of the present invention will be described below with reference to the drawings. However, parts corresponding to each other in all the drawings in this specification are denoted by the same reference numerals, and description of the overlapping parts will be omitted as appropriate.

  FIG. 4 is a diagram showing a configuration of the occupant protection system according to the embodiment of the present invention.

  The occupant protection system shown in FIG. 4 includes the ECU 1 of the vehicle 10-2 and a plurality of satellite sensor units 2 to 8 connected to the ECU 1 by bus lines B1 to B7. ECU1 is arrange | positioned in the approximate center of vehicle 10-2, performs the determination of the collision fall event of vehicle 10-2, and starting control of passenger | crew protection units, such as an airbag.

  The satellite sensor units 2 to 8 are sensors that can detect the vehicle state. Specifically, the lateral acceleration sensor (central lateral acceleration sensor) unit 2, the right front sensor unit 3, the left front sensor unit 4, The first row seat right side sensor unit 5, the second row seat right side sensor unit 6, the first row seat left side sensor unit 7, and the second row seat left side sensor unit 8. The lateral acceleration sensor unit 2 is disposed substantially on the center line in the left-right width direction of the vehicle 10-2 and on the rear side of the ECU 1. Specifically, the position of the lateral acceleration sensor unit 2 in the longitudinal direction of the vehicle is near the middle position between the first row seat right side sensor unit 5 and the second row seat right side sensor unit 6. The vehicle state that can be detected by the lateral acceleration sensor unit 2 is acceleration (lateral acceleration) generated in the left-right direction of the vehicle.

  The right front sensor unit 3 is disposed on the right front side of the vehicle. The left front sensor unit 4 is disposed on the left front side of the vehicle. The vehicle state that can be detected by the right front sensor unit 3 and the left front sensor unit 4 is acceleration generated in the front-rear direction of the vehicle 10-2. The first row seat right side sensor section 5 is disposed on the right side surface of the first row seat of the vehicle 10-2. That is, the first row seat right side sensor unit 5 is disposed on the right side of the driver seat, that is, in the vicinity of the right B pillar. The second row seat right side sensor section 6 is disposed on the right side surface of the second row seat of the vehicle 10-2. That is, the two-row seat right side sensor unit 6 is disposed on the right side of the rear seat of the driver seat, that is, in the vicinity of the right C pillar. The first row seat left side sensor section 7 is disposed on the left side surface of the first row seat of the vehicle 10-2. That is, the first row seat left side sensor unit 7 is disposed on the left side of the passenger seat, that is, in the vicinity of the left B pillar. The second row seat left side sensor section 8 is disposed on the left side surface of the second row seat of the vehicle. That is, the two-row seat left side sensor unit 8 is disposed on the left side of the rear seat of the passenger seat, that is, in the vicinity of the left C pillar.

  The bus line B1 connects the ECU 1 and the right front sensor unit 3. The bus line B2 connects the ECU 1 and the left front sensor unit 4. The bus line B3 connects the ECU 1 and the lateral acceleration sensor unit 2. The bus line B4 connects the lateral acceleration sensor unit 2 and the first row seat left side sensor unit 7. The bus line B5 connects the first row seat left side sensor unit 7 and the second row seat left side sensor unit 8. The bus line B6 connects the ECU 1 and the first row seat right side sensor unit 5. The bus line B7 connects the first row seat right side sensor unit 5 and the second row seat right side sensor unit 6.

  Next, an occupant protection unit that is activated and controlled by the ECU 1 will be described with reference to FIG. As shown in FIG. 5, the occupant protection unit includes a driver's seat front airbag 21, a passenger seat front airbag 22, a right side bag 23, a left side bag 24, a right curtain bag 25, and a left curtain. A bag 26, a right side pretensioner 27, and a left side pretensioner 28 are provided.

  Next, a detailed configuration of the ECU 1 will be described with reference to FIG. As shown in FIG. 6, the ECU 1 includes a longitudinal acceleration sensor 31, a lateral acceleration sensor 32, a microcomputer 33, a bus control circuit 34, bus interfaces (IF) 35a to 35n, and an ignition circuit 36. Has been. However, it is assumed that an alarm lamp 38 is connected to the microcomputer 33 to notify the malfunction of the satellite sensor units 2 to 8.

  The longitudinal acceleration sensor 31 detects an acceleration in the longitudinal direction generated at a position where the ECU 1 is disposed in the vehicle 10-2. The lateral acceleration sensor 32 detects lateral acceleration generated at a position where the ECU 1 is disposed in the vehicle 10-2.

  The microcomputer 33 is based on signals input from the longitudinal acceleration sensor 31 and the lateral acceleration sensor 32 and signals input from the satellite sensor units 2 to 8 via the bus IFs 35a to 35n and the bus control circuit 34. 2 is determined, and a signal indicating the result of the collision fall event is output to the ignition circuit 36.

  The ignition circuit 36 supplies a starting current to each squib 37a to 37n of each occupant protection unit such as the driver's seat front airbag 21 based on an output signal from the microcomputer 33. Specifically, when a determination result signal indicating a front collision is input from the microcomputer 33, an activation current is supplied to the squib included in the front passenger protection unit. That is, the ignition circuit 36 controls the activation of the passenger protection unit based on the output signal from the microcomputer 33.

  The bus I / Fs 35a to 35n are connected to a bus control circuit 34, and n pairs of bus lines of BUS_A and BUS_B are connected to the bus control circuit 34. Satellite sensor units 2 to 8 are connected to the bus lines BUS_A and BUS_B.

  As shown in FIG. 7, the satellite sensor units 2 to 8 include an acceleration sensor 41, an A / D (analog / digital) converter 42, a control circuit 43, an address storage memory 44, a bus IF 45, and a bus switch. 46.

  The acceleration sensor 41 is a sensor that can detect acceleration according to each of the satellite sensor units 2 to 8. Specifically, the acceleration sensor 41 in the right front sensor unit 3 and the left front sensor unit 4 can detect acceleration in the vehicle longitudinal direction. The acceleration sensor 41 in the lateral acceleration sensor unit 2 and the side sensor units 5 to 8 can detect the acceleration in the left-right direction of the vehicle.

  The A / D converter 42 converts the analog signal output from the acceleration sensor 41 into a digital signal. The bus switch 46 is connected in series to the BUS_A line and is turned off when communication with the satellite sensor unit connected to the downstream side (side away from the ECU 1) is not performed, and the satellite sensor unit connected to the downstream side Turns on when performing communication. Further, the bus switch 46 is turned on when initialization by the ECU 1 is successful when the vehicle 10-2 is powered on. The bus switch 46 is normally in an ON state. However, when an address is set in each satellite sensor unit 2 to 8 after a power-on reset, the bus switch 46 is turned on and off to turn on the satellite sensor units 2 to 8. The address is set in the address storage memory 44 by selection. A function for performing such address setting is called an auto addressing function.

  The control circuit 43 performs an opening / closing operation of the bus switch 46 and stores an address in the address storage memory 44 by an auto addressing function. Further, the control circuit 43 receives a signal acquisition request command from the ECU 1 via the bus line A and the bus IF 45 after the address is set. When this signal acquisition request command is received, the acceleration signal detected by the acceleration sensor 41 and A / D converted is output to the ECU 1 via the bus IF 45 and the bus line BUS_B.

  In the occupant protection system having such a configuration, a feature of the present embodiment is an initialization process performed by the ECU 1 for the side sensor units 5 to 8 that are bus-connected to the ECU 1 in a dependent manner. This initialization process is performed by the microcomputer 33 of the ECU 1. That is, the microcomputer 33 initializes the satellite sensor units 2 to 8 at the start of operation by key operation of the vehicle 10-2, and particularly in the side sensor units 5 to 8 connected to the ECU 1 by the bus as follows. Perform initialization.

  The microcomputer 33 performs M + 1 initialization diagnosis on the side sensor units 5 to 8. M is the number of sensors on one side of the side sensor units 5 to 8 on both sides connected to the ECU 1 by bus. For example, in this example, M is “2” because the two side sensor units 5, 6 or 7, 8 are connected to one side of the vehicle 10-2. Of these, the side sensor units 5 and 6 will be described as a representative.

  The microcomputer 33 initializes the M (= 2) side sensor units 5 and 6 at the time of initialization diagnosis, and further performs +1 diagnosis. Here, since there are two side sensor units 5 and 6, the + 1st diagnosis fails. The microcomputer 33 determines that the initialization has succeeded due to the failure.

  On the other hand, when the ECU 1 is set to perform M (= 2) +1 initialization diagnosis, it is assumed that three side sensor units are arranged on the side because the vehicle is a three-row seat. If initialization diagnosis is performed in this case, the microcomputer 33 performs initialization processing for a total of three, and therefore the initialization of the third side sensor unit is also successful. When the ECU 1 receives this third initialization success signal, the microcomputer 33 determines that the initialization has failed and turns on the alarm lamp 38.

  The operation at the time of initialization diagnosis of the side sensor unit connected to the ECU 1 by a bus will be described with reference to a flowchart shown in FIG.

  However, it is assumed that the ECU 1 is set to perform M (= 2) +1 initialization diagnosis. The initialization diagnosis process for the side sensor units 5 and 6 of the vehicle 10-2 shown in FIG. 4 will be described as a representative. Further, in the flowchart, the processing of the portion surrounded by the broken line frame is processing performed by the side sensor units 5 and 6.

  First, in step S1, an initialization signal is output from the microcomputer 33 of the ECU 1 to the side sensor unit 5 from the bus control circuit 34 and the bus IF via the bus line B6. In step S <b> 2, the side sensor unit 5 receives the initialization signal by the control circuit 43 via the bus IF 45. In step S3, when receiving the initialization signal, the control circuit 43 performs an initialization process by an auto addressing function or the like, and determines whether or not the initialization is successful. If successful, in step S4, a successful initialization signal is returned from the bus IF 45 to the ECU 1 via the bus line B6, and the bus switch 46 is turned on. As a result, the rear side sensor section 6 is connected to the ECU 1.

  In step S6, when the ECU 1 receives the success signal, the microcomputer 33 determines whether or not there is a side sensor unit to be initialized next. As a result, if it is determined that there is, the process returns to step S1 and the initialization diagnosis process of the next side sensor unit 6 is performed.

  That is, in step S <b> 1, an initialization signal is output from the microcomputer 33 to the side sensor unit 6. In step S2, when the side sensor unit 6 receives the initialization signal, the control circuit 43 performs an initialization process in step S3, determines whether or not the initialization is successful, and if successful, in step S4. An initialization success signal is returned to the ECU 1 and the bus switch 46 is turned on. Here, there is no side sensor section at the rear stage, so that it is terminated.

  In step S6, when the ECU 1 receives the success signal, the microcomputer 33 determines whether or not there is a side sensor unit to be initialized next. Here, since ECU 1 is set to perform M (= 2) +1 initialization diagnosis, it is determined that the ECU 1 is present.

  Therefore, in step S1, an initialization signal is output from the microcomputer 33 to the bus line B6. In step S2, the last side sensor unit 6 receives the initialization signal, and in step S3, the control circuit 43 initializes. Process. However, since the initialization has already been completed, the control circuit 43 determines that the initialization has failed, and returns an initialization failure signal to the ECU 1 in step S7.

  In step S8, when the ECU 1 receives the failure signal, it is determined whether or not the failure signal received by the microcomputer 33 is a signal from the side sensor unit 6 to be initialized at the last stage. As a result, when it is determined that the failure signal is from the initialization target side sensor unit 6 at the last stage, in step S9, the microcomputer 33 determines that the initialization is completed, and the initialization is completed.

  On the other hand, if it is determined in step S8 that the received failure signal is not a signal from the last-stage side sensor unit 6 to be initialized, in step S10, the microcomputer 33 determines that initialization has failed, and step S11. The alarm lamp 38 is turned on.

  In this case, since it is an initialization failure signal from a side sensor unit other than the last stage, it can be recognized that a problem has occurred in the occupant protection system by a person confirming the lighting of the alarm lamp 38.

  Next, when the ECU 1 is set to perform M (= 2) +1 initialization diagnosis, the same flowchart is shown when three side sensor units of the vehicle are arranged as shown in FIG. Will be described with reference to FIG.

  The microcomputer 33 of the ECU 1 recognizes the normalization of the initialization up to the second side sensor unit by performing the processes of steps S1 to S6 in order. Then, when the microcomputer 33 transmits an initialization signal in step S1 in order to perform initialization diagnosis of the third side sensor unit, the third side sensor unit also exists, so the processing of steps S2 to S5 is performed. In step S6, it is determined whether or not there is a side sensor unit to be initialized next. In this case, since there is no next side sensor unit, in step S10, the microcomputer 33 determines that initialization has failed, and turns on the alarm lamp 38 in step S11.

  Thus, in the occupant protection system of the present embodiment, the ECU 1 that controls the occupant protection device that protects the occupant in the event of a vehicle collision, and the plurality of side sensor units 5 that are bus-connected to the ECU 1 and that are initialized by the ECU 1. The side sensor units 5 to 8 are initialized in the order close to the ECU 1, and the bus switch 46 built-in when the initialization is successful is turned on to connect the side sensor unit at the subsequent stage to the ECU 1. To do. A feature of the present embodiment is that the ECU 1 is set so as to perform diagnosis of initialization processing of M + 1 (M + 1 times) sensor units obtained by adding 1 to the predetermined number M of sensors. When the same number of side sensor units 5 to 8 are connected by bus, the initialization process of the M (time) side sensor units 5 to 8 is successfully performed, and then +1 (time) of the side sensor units It is determined that the initialization has succeeded when the initialization process is failed, and the M side sensor units are initialized when more than M side sensor units are connected to the ECU 1 by bus. After successful processing, the initialization processing of +1 (time) side sensor is performed, and when it succeeds, it is determined that the initialization has failed.

  According to this configuration, for example, the number of sensors M (= 2) +1 is set in the ECU 1, and the actual vehicle is a two-row seat, and therefore there are two side sensor units 5 and 6 sensors. When the initialization diagnosis is performed, the initialization process of the two side sensor units 5 and 6 is successful and then the initialization process of the +1 side sensor unit fails. It is determined that initialization is successful. On the other hand, when the number of sensors M (= 2) +1 is set in the ECU 1 and the actual vehicle is a three-row seat, the ECU 1 performs initialization diagnosis when there are three side sensor units. Since the initialization process of the +1 side sensor unit succeeds after the success of performing the initialization process of the number of side sensor units, the ECU 1 determines that the initialization has failed when the initialization is successful.

  Conventionally, when the number of sensors to be initialized is set to 2 in the ECU and the vehicle has three side sensor units, the initialization is successful up to the second side sensor unit. The ECU determined that the initialization was completed. In this case, since the third side sensor unit has not been initialized, when the vehicle collides in this state, the airbag relating to the third sensor unit does not open and is dangerous. However, in the present embodiment, as described above, the initialization diagnosis of the plurality of side sensor units 5 to 8 connected to the ECU 1 by the bus can be appropriately performed. It can be prevented from being opened and dangerous.

  Further, the ECU 1 performs a process of turning on the alarm lamp 38 when it is determined that the failure has occurred. Accordingly, if the initialization process of the sensor unit fails, the alarm lamp is turned on. For example, if this occurred in the situation where the ECU was replaced by a dealer or the like, the ECU was inappropriate by confirming that the alarm lamp was turned on. Can be immediately recognized.

1,15 ECU
2 Lateral acceleration sensor unit 10, 10-1, 10-2 Vehicle 3, 4, 11a, 11b Front sensor unit 12a, 12b Safety sensor unit 5-8, 13a-13c, 14a-14c Side sensor unit 17a Bus switch 21 Driving Front airbag for seat 22 Front airbag for passenger seat 23 Right side bag 24 Left side bag 25 Right curtain bag 26 Left curtain bag 27 Right pretensioner 28 Left pretensioner 31 Longitudinal acceleration sensor 32 Lateral acceleration sensor 33 Microcomputer 34 Bus control circuit 35a-35n Bus IF
38 alarm lamp 36 ignition circuit 37a to 37n squib 41 acceleration sensor 42 A / D (analog / digital) converter 43 control circuit 44 address storage memory 45 bus IF
46 Bus switch B1-B7, BUS_A, BUS_B Bus line

Claims (4)

An ECU that is an electronic control unit that controls an occupant protection device that protects an occupant in the event of a vehicle collision, and a plurality of sensor units that are bus-connected to the ECU and that are initialized by the ECU. In the occupant protection system, which is initialized in the order close to the ECU, turns on the switch built in when initialization is successful, and places the sensor unit at the subsequent stage in a connected state to the ECU
The ECU is set to perform a diagnosis of the initialization process of the M + 1 sensor unit obtained by adding 1 to the predetermined number M of sensors, and has successfully performed the initialization process of the M sensor unit. Then, the occupant protection system is characterized in that the initialization is determined to have been successful because the M + 1 initialization process has failed.   The ECU performs a process of determining that the initialization has failed when the sensor unit succeeds by performing the initialization process of the M + 1th sensor unit after succeeding by performing the initialization process of the M sensor units. The occupant protection system according to claim 1. An ECU that is an electronic control unit that controls an occupant protection device that protects an occupant in the event of a vehicle collision, and a plurality of sensor units that are bus-connected to the ECU and that are initialized by the ECU. In the occupant protection system, which is initialized in the order close to the ECU, turns on the switch built in when initialization is successful, and places the sensor unit at the subsequent stage in a connected state to the ECU
The ECU is set to perform a diagnosis of the initialization process of the M + 1 sensor unit obtained by adding 1 to the predetermined number M of sensors, and has successfully performed the initialization process of the M sensor unit. Then, the occupant protection system is characterized in that the initialization process of the M + 1th sensor unit is performed and a process of determining that the initialization has failed when the sensor unit succeeds is performed.   The occupant protection system according to any one of claims 1 to 3, wherein when the ECU determines that the failure has occurred, a process for turning on an alarm lamp is performed.

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