JP2008074302A - Pre-crash system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pre-crash system capable of effectively preparing for assumed impacts. <P>SOLUTION: The pre-crash system 10 comprises: shock-resistance posture detecting sensors 11-14 for detecting a load acting on an automobile caused by a shock-resistance posture taken by a driver H when the impact might be input in the automobile 20; and a controller 15 for determining whether or not the driver H takes the shock-resistance posture based on a detection value detected by the shock-resistance posture detecting sensors 11-14, and operating safety devices 24, 25 loaded on the automobile 20 when determining that occupants take the shock-resistance posture. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

The present invention relates to a pre-crash system that operates a safety device such as a brake unit in a situation where an impact may be input to a vehicle.

  Conventionally, an automobile as an example of a vehicle is equipped with a pre-crash system that determines a situation where an impact may be input to the automobile and activates a safety device such as a brake unit installed in the automobile. ing.

  The pre-crash system includes a sensor such as a radar sensor disposed at the front of the automobile, for example, and determines a situation where an impact may be input to the automobile based on data detected by these sensors. Yes. Specifically, the distance between the obstacle and the automobile is detected by a radar sensor arranged at the front of the automobile.

  Further, as described above, when the pre-crash system determines that there is a possibility that an impact may be input to the vehicle, it activates a safety device such as a brake unit mounted on the vehicle to the passenger. The applied impact is avoided or reduced.

  Specifically, the pre-crash system decelerates the automobile by operating a brake unit. In addition, the pre-crash system simultaneously operates a seat belt winding motor and the like. The occupant avoids or reduces the impact by stepping on the brake pedal or operating the steering wheel while receiving the assistance of the safety device operated by the pre-crash system.

  However, depending on the occupant, when there is a possibility that an impact may be input, it is conceivable to take a shock-resistant posture without performing a brake operation or a steering operation. Even in such a case, the pre-crash system is a safety device according to preset criteria (for example, relative speed and change in positional relationship between the obstacle and the vehicle) regardless of the state of the occupant. Is activated.

  As mentioned above, the occupant took a shock-resistant posture before the pre-crash system determined that there was a possibility that an impact might be input to the car, and the occupant did not properly operate the brake pedal or steering. In some cases, the car will only be decelerated by the brake unit operated by the pre-crash system and be prepared for impact only by other safety devices operated by the pre-crash system.

  In such a case, it is considered that the automobile is not sufficiently decelerated and the occupant cannot sufficiently prepare for the impact.

For this reason, it is not determined based on data detected by a radar sensor or the like that the situation where a shock may be input, but the shock is input based on changes in the driver's physical reaction such as blood pressure and pulse rate. The situation where there is a possibility of being performed is performed (for example, refer patent document 1).
JP-A-11-286264

  However, it is conceivable that the driver's physical reaction is influenced by the environment inside the vehicle, for example, the temperature inside the vehicle. For this reason, even if it is not a situation where there is a possibility that an impact will be applied, it may be determined that there is a possibility that an impact will be applied.

  Accordingly, an object of the present invention is to provide a pre-crash system that can be effectively provided with respect to an assumed impact.

  The pre-crash system of the present invention is a shock-resistant posture detection sensor that detects a load acting on the vehicle due to a shock-resistant posture performed by a passenger when there is a possibility that an impact is input to the vehicle. Based on the detection value detected by the shock-resistant posture detection sensor, it is determined whether or not the occupant is in the shock-resistant posture, and if it is determined that the occupant is in the shock-resistant posture, the safety device mounted on the vehicle A shock-resistant posture determination control unit that activates.

  Alternatively, in the pre-crash system of the present invention, when a radar sensor that detects a distance between a vehicle and an obstacle and data detected by the radar sensor satisfy a preset condition, an impact is input to the vehicle. This is due to the control unit that activates the safety device mounted on the vehicle by judging that the vehicle is likely to be in a situation that is likely to occur, and the shock-resistant posture that the occupant performs when there is a possibility that an impact will be input to the vehicle. A shock resistant posture detecting sensor for detecting a load acting on a predetermined portion of the vehicle, and whether or not the occupant is in the shock resistant posture based on a detection value detected by the shock resistant posture detecting sensor. When the control unit determines that the occupant is in a shock-resistant posture before operating the safety device, the operation of the safety device according to the preset condition is determined. And a resistance Shock attitude determination control unit which controls the control unit so that the safety device early to operate than timing.

  According to the configuration of the above two forms, a situation in which an impact may be input to the vehicle is determined based on the shock-resistant posture, which is a reaction of the occupant to prepare for the impact, by detecting the shock-resistant posture of the occupant. Therefore, the situation where there is a possibility that an impact will be input is effectively determined.

  In a preferred aspect of the present invention, the shock resistant posture determination control unit detects the shock resistant posture of the occupant based on a change in a load acting on the vehicle due to the shock resistant posture of the occupant.

  Depending on the occupant, the magnitude of the detected load may be different, but according to the above configuration, the shock-resistant posture is determined based on the change in the load, so that the pre-crash system has versatility. Become.

  In a preferred embodiment of the present invention, a plurality of shock resistant posture detection sensors are provided.

  According to this configuration, by using a plurality of shock resistant posture detection sensors, the accuracy of determination of the shock resistant posture is improved.

  In a further preferred form of the above aspect, the shock resistant posture determination control unit has a value obtained by increasing a change in a detected value detected by a predetermined sensor among the plurality of shock resistant posture detection sensors and the predetermined shock resistant posture. When the total amount of changes in the detection values of sensors other than the detection sensor exceeds a preset threshold value, it is determined that the occupant is in a shock-resistant posture.

  According to this configuration, the shock-resistant posture of the occupant is detected by, for example, increasing the detection result of the shock-resistant posture detection sensor installed in a place where the load fluctuation is particularly large due to the shock-resistant posture of the occupant. It becomes easy.

  In a preferred embodiment of the present invention, the shock-resistant posture detection sensor is disposed in the vicinity of the driver's seat and the passenger's seat in the vehicle, respectively, resulting from a shock-resistant posture performed by a passenger sitting in the driver's seat. Detecting the load acting on the vehicle and detecting the load acting on the vehicle due to the shock-resistant posture of the occupant sitting in the passenger seat, and detecting the shock-resistant posture disposed in the vicinity of the driver seat The criterion for determining the shock-resistant posture based on the detection value detected by the sensor is lower than the criterion for determining the shock-resistant posture based on the detection value of the shock-resistant posture detecting sensor disposed in the vicinity of the passenger seat.

  According to this configuration, it is possible to accurately determine a situation in which an impact may be input to the vehicle by detecting the shock-resistant posture of the occupant seated in the driver seat and the passenger seat. In addition, the passenger in the passenger seat is expected to move relatively larger than the driver, but the criteria for determining the shock-resistant posture in the shock-resistant posture detection sensor installed near the driver's seat is This is lower than the shock-resistant posture judgment criteria of the shock-resistant posture detection sensor installed in the vicinity, so even if the passenger in the passenger seat moves greatly in a situation where there is no possibility of impact being input to the vehicle, the movement will be shock-resistant It becomes difficult to be judged as a posture.

  In a preferred embodiment of the present invention, the shock resistant posture detection sensor detects a load applied to a handle shaft mounted on the vehicle.

  Since the handle shaft is likely to change in load due to the shock-resistant posture of the occupant, according to this configuration, the shock-resistant posture of the occupant is effectively determined.

  In a preferred embodiment of the present invention, the shock resistant posture detection sensor is provided on the floor of the vehicle and detects the pedaling force of the occupant.

  Since the occupant's pedaling force is likely to change due to the shock-resistant posture, this configuration effectively determines the occupant's shock-resistant posture.

  In a preferred embodiment of the present invention, the shock resistant posture detection sensor detects a load applied to a seat provided in the vehicle.

  Since the seat tends to show a load change due to the shock-resistant posture of the occupant, according to this configuration, the shock-resistant posture of the occupant can be effectively determined.

  According to the present invention, it is possible to effectively prepare for an assumed impact.

  A pre-crash system according to a first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a side view showing a part of a front portion 21 of an automobile 20 on which the pre-crash system 10 of this embodiment is mounted. As shown in FIG. 1, the automobile 20 includes a handle device 22, a footrest 23, a brake unit 24, a seat belt unit 25, and a driver's seat 26 as an example of a safety device.

  The handle device 22 includes a handle shaft 22a and a rim 22b. The footrest 23 is provided on the floor panel, on which the foot of the driver H who sits on the driver's seat 26 during driving or the like is placed.

  The automobile 20 includes a pre-crash system 10. FIG. 2 is a block diagram showing the pre-crash system 10. As shown in FIG. 2, the pre-crash system 10 includes a handle built-in grip force sensor 11, a handle shaft pressure sensor 12, a footrest pedal force sensor 13, a seat sensor 14, a controller 15, a brake unit 24, a seat belt. And a unit 25.

  As shown in FIG. 1, the handle built-in grip force sensor 11 is built in the rim 22b. The handle built-in grip force sensor 11 is a pressure sensor, and detects the grip strength of the rim 22b of the driver H as an example of an occupant. The handle built-in grip force sensor 11 is an example of a shock-resistant posture detection sensor referred to in the present invention, and is connected to a controller 15 described later. The handle built-in grip force sensor 11 detects the grip strength of the rim 22 b by the driver H and transmits it to the controller 15.

  The handle shaft pressure sensor 12 is provided on the handle shaft 22a. The handle shaft pressure sensor 12 is a strain gauge and detects a load applied by the driver H to the handle shaft 22a. The handle shaft pressure sensor 12 is an example of a shock-resistant posture detection sensor referred to in the present invention, and is connected to a controller 15 described later. The handle shaft pressure sensor 12 detects a load applied to the handle shaft 22 a and transmits it to the controller 15.

  The footrest pedal force sensor 13 is provided on the footrest 23. The footrest pedal force sensor 13 is a pressure sensor and detects a load applied to the footrest 23. The footrest pedal force sensor 13 is an example of a shock-resistant posture detection sensor referred to in the present invention, and is connected to a controller 15 described later. The footrest pedaling force sensor 13 detects the pedaling force of the driver H and transmits it to the controller 15.

  The seat sensor 14 is built in, for example, a seat back 26 a of the driver seat 26. The seat sensor 14 is a pressure sensor and detects a load applied to the seat back 26a. The seat sensor 14 is an example of a shock-resistant posture detection sensor referred to in the present invention, and is connected to a controller 15 described later. The seat sensor 14 detects a load applied to the driver's seat 26 and transmits it to the controller 15.

  The seat belt unit 25 includes a webbing 25a and a take-up motor 25b. The take-up motor 25b is connected to the controller 15 described later, and is driven by the control of the controller 15 to take up the webbing 25a.

  The brake unit 24 includes a brake pedal 24a and an automatic brake system 24b. The automatic brake system 24b is a system that decelerates the automobile 20 even when the brake pedal 24a is not operated. The automatic brake system 24b is connected to a controller 15 described later. The automatic brake system 24 b is driven under the control of the controller 15.

  The engine ECU 16 detects the vehicle speed of the automobile 20 by detecting the operating state of an engine (not shown). The engine ECU 16 is connected to a controller 15 described later, and transmits the detected vehicle speed to the controller 15.

  As shown in FIG. 2 and as described above, the controller 15 is connected to the handle built-in grip force sensor 11, the handle shaft pressure sensor 12, the footrest pedal force sensor 13, the seat sensor 14, and the engine ECU 16.

  When the vehicle speed detected by the engine ECU 16 is equal to or higher than a preset value, the controller 15 determines whether the driver H is in a shock-resistant posture based on the detection results of the sensors 11, 12, 13, and 14 described above. Determine whether.

  Here, the shock resistant posture of the driver H will be described. For example, in a situation where the automobile 20 may collide with the obstacle 100, specifically, when the distance between the automobile 20 and the obstacle 100 becomes short, the driver H is shocked by the automobile 20. If it judges that it will add, it will take a shock-proof posture with respect to the assumed impact.

  As an example of the shock resistant posture, as shown by a two-dot chain line in FIG. 1, there is a posture in which the driver H falls over the rim 22b. Alternatively, there is a posture in which the driver H slides toward the seat back 26a. Alternatively, the driver H further steps on the footrest 23. Alternatively, the driver H further grips the rim 22b. The shock-resistant posture shown here is an example.

  As described above, when the driver H takes the shock-resistant posture, the grip strength of the rim 22b is rapidly increased. Similarly, the load applied to the handle shaft 22a increases rapidly. Similarly, the load applied to the footrest 23 increases rapidly. Similarly, the load applied to the seat back 26a increases rapidly.

  Here, the controller 15 doubles the increase in the detection value detected by the handle shaft pressure sensor 12 and the increase in the detection value detected by the seat sensor 14, for example. This point will be described in detail.

  When the driver H takes the shock-resistant posture as described above, the driver H often falls down toward the rim 22b or slides toward the seat back 26a. When the vehicle speed is equal to or higher than a predetermined value, the controller 15 calculates an increase in the detection value of the handle built-in grip force sensor 11 and the footrest pedaling force sensor 13 and an increase in the detection value of the handle shaft pressure sensor 12 and the seat sensor 14. When the sum of the two and the sum exceeds a preset threshold value P1, it is determined that the driver H is in a shock resistant posture. The controller 15 is a shock resistant posture determination control unit referred to in the present invention.

  That is, the increase in the detection value due to the posture that the driver H can take relatively easily, here, the increase in the detection value of the steering shaft pressure sensor 12 and the increase in the detection value of the seat sensor 14 are doubled. Thus, the shock resistant posture of the driver H can be efficiently detected. The handle shaft pressure sensor 12 and the seat sensor 14 are examples of predetermined sensors in the present invention.

  The controller 15 is connected to the seat belt unit 25. When the controller 15 determines that the driver H is in the shock resistant posture, the controller 15 operates the winding motor 25b.

  The controller 15 is connected to the brake unit 24. When the controller 15 determines that the driver H is in the shock-resistant posture, the controller 15 activates the automatic brake system 24b.

  Next, the operation of the pre-crash system 10 in a state where the vehicle speed of the automobile 20 is not less than a preset value and the distance between the automobile 20 and the obstacle 100 is relatively narrow will be described.

  FIG. 3 is a flowchart showing the operation of the pre-crash system 10. As shown in FIG. 3, in step ST101, it is determined whether the vehicle speed is equal to or higher than a predetermined speed set in advance based on the detection result of the engine ECU 16. Since it is assumed that the vehicle speed is equal to or higher than the predetermined speed, the process proceeds to step ST102.

  In step ST102, the controller 15 monitors detection values detected by the handle built-in grip force sensor 11, the handle shaft pressure sensor 12, the footrest pedaling force sensor 13, and the seat sensor 14. Then, the process proceeds to step ST103.

  In step ST103, it is determined whether or not the driver H is in a shock resistant posture. It is assumed that the driver H takes a shock resistant posture. The shock-resistant posture in this case is, for example, a posture in which the driver H falls down on the rim 22b as indicated by a two-dot chain line in FIG. It is posture. Therefore, the driver H leaves the seat back 26a. Therefore, the handle shaft 22a bends as shown by a two-dot chain line in the drawing.

  As a result, the detection value detected by the handle built-in grip force sensor 11 increases, for example, by T1. Similarly, the detection value detected by the handle shaft pressure sensor 12 increases, for example, by T2. Similarly, the detection value detected by the footrest pedal force sensor 13 increases by T3, for example. Since the driver H is away from the seat back 26a, the increase in the detected value detected by the seat sensor 14 is zero.

  Next, the controller 15 determines whether or not T1 + (2 × T2) + T3> P1. When T1 + (2 × T2) + T3> P1 is established, the controller 15 determines that the driver H is in the shock resistant posture. Then, the process proceeds to step ST104.

  In step ST104, the controller 15 activates the take-up motor 25b and activates the automatic brake system. As a result, the vehicle 20 is decelerated and the driver H is fixed to the driver seat 26 in a stable posture.

  The pre-crash system 10 configured as described above determines that there is a possibility that an impact may be applied to the automobile 20 by detecting the shock resistant posture of the driver H. In other words, since a situation where an impact may be input to the automobile 20 is determined based on a reaction of an occupant preparing for a collision, it is possible to determine a situation where an impact may be input more effectively. it can. Therefore, it is possible to effectively prepare for an assumed impact.

  Further, by providing a plurality of shock-resistant posture detection sensors, specifically, a handle built-in grip force sensor 11, a handle shaft pressure sensor 12, a footrest pedaling force sensor 13, and a seat sensor 14, the shock resistant posture of the driver H can be improved. Judgment can be made from various directions.

  Further, the pre-crash system 10 determines the shock resistant posture of the driver H based on a change in load detected by each of the sensors 11, 12, 13, and 14, specifically, an increase. During normal driving of the automobile 20, the magnitude of the load detected by each of the sensors 11, 12, 13, and 14 may be different depending on the driver H, but the shock resistant posture is determined based on the increase in the load. As a result, the pre-crash system 10 has versatility.

  Further, by doubling the change in the load detected from the handle shaft 22a and the seat back 26a on which the load acts due to the shock resistant posture that seems to be relatively large, the shock resistant posture of the driver H is used. Can be judged effectively. This point will be specifically described.

  Even in a case other than a situation where there is a possibility that an impact is input, it is conceivable that the driver H strongly grips the rim 22b or depresses the footrest 23 for some reason. Even in such a case, a situation in which a shock may be input to the automobile 20 by using an increased load change value caused by a shock-resistant posture that is considered to be relatively large is effective. Can be judged.

  In addition, as a shock-resistant posture detection sensor, a load change due to the shock-resistant posture assumed by the driver H is likely to appear, specifically, the rim 22b, the handle shaft 22a, and the driver's seat 26 (seat By providing sensors on the back 26a) and the footrest 23, the shock resistant posture of the driver H can be detected effectively.

  Next, a pre-crash system according to a second embodiment of the present invention will be described with reference to FIGS. In addition, the structure which has a function similar to 1st Embodiment attaches | subjects the same code | symbol, and abbreviate | omits description. This embodiment is different from the first embodiment in that the pre-crash system 10 further includes a radar sensor 30 and the like. This point will be specifically described.

  FIG. 4 is a cross-sectional view showing the front portion 21 of the automobile 20 including the pre-crash system 10 of the present embodiment. FIG. 5 is a block diagram showing the pre-crash system 10 of the present embodiment. As shown in FIGS. 4 and 5, the pre-crash system 10 of this embodiment further includes a radar sensor 30 and an ECU 31.

  As shown in FIG. 4, the radar sensor 30 is installed, for example, at the front end of the automobile 20. The radar sensor 30 detects the distance and relative speed between the automobile 20 and the obstacle 100. As shown in FIG. 5, the radar sensor 30 is connected to the ECU 31 and transmits a detection result to the ECU 31. The ECU 31 is a control unit referred to in the present invention.

  The ECU 31 is connected to the seat belt unit 25 and the brake unit 24. Based on the detection result of the radar sensor 30, the ECU 31 can receive the impact of the automobile 20 when the distance between the automobile 20 and the obstacle 100 indicated by the two-dot chain line in the figure is smaller than the predetermined distance L1. Therefore, the winding motor 25b and the automatic brake system 24b are operated.

  In the present embodiment, the controller 15 is not connected to the seat belt unit 25 and the brake unit 24, but is connected to the ECU 31. The controller 15 is in a situation where an impact may be input to the automobile 20 based on the shock-resistant posture of the driver H before the ECU 31 determines that the impact may be input. When the determination is made, the operating conditions of the take-up motor 25b and the automatic brake system 24b preset in the ECU 31 are changed.

  Specifically, the preset predetermined distance between the automobile 20 and the obstacle 100 is changed to L2 larger than L1 so that the winding motor 25b and the automatic brake system 24b operate at an earlier time. . As a result, the winding motor 25b and the automatic brake system 24b start to operate at an earlier time than usual.

  Next, the operation of the pre-crash system 10 of this embodiment will be described. FIG. 6 is a flowchart showing the operation of the pre-crash system 10. As shown in FIG. 6, in the pre-crash system 10, the impact may be input to the automobile 20 based on the distance and relative speed between the automobile 20 and the obstacle 100 between step ST <b> 101 and step ST <b> 102. A step of determining whether or not there is a situation.

  Specifically, the process proceeds to step ST201 after step ST101. In step ST201, based on the detection result of the radar sensor 30, it is determined whether or not the distance between the automobile 20 and the obstacle 100 is equal to or less than a predetermined distance L1 set in advance. If the distance between the automobile 20 and the obstacle 100 is equal to or less than the predetermined distance L1 set in advance, the process proceeds to step ST202.

  In step ST202, the ECU 31 determines that there is a possibility that an impact may be input to the automobile 20, and activates the winding motor 25b and the automatic brake system 24b.

  In step ST201, when the distance between the automobile 20 and the obstacle 100 is larger than the predetermined distance L1 set in advance, the process proceeds to step ST102.

  In the present embodiment, step ST203 is used instead of step ST104. In step ST203, the controller 15 sets a predetermined distance between the vehicle 20 and the obstacle 100, which is an operation start condition between the winding motor 25b and the automatic brake system 24b, set in advance in the ECU 31 to a larger L2 ( Change to L1 <L2).

  As described above, when the predetermined distance, which is the operation start condition between the winding motor 25b and the automatic braking system 24b, is changed to L2 in step ST203, the winding motor 25b and the automatic braking system 24b are earlier than usual. Will work.

  In the present embodiment, as described above, even when the winding motor 35b and the automatic brake system 24b are operated based on the detection result of the radar sensor 30, when the driver H takes a shock resistant posture, The take-up motor 25b and the automatic brake system 24b operate faster than usual.

  For this reason, as in the first embodiment, since it is possible to effectively determine a situation in which an impact may be input to the automobile 20, it is possible to effectively prepare for an assumed impact. Furthermore, when the automobile 20 originally includes a system using the radar sensor 30, a system for operating the safety device based on the shock resistant posture of the driver H can be configured using the system.

  Next, a pre-crash system according to a third embodiment of the present invention will be described with reference to FIGS. In addition, the structure which has a function similar to 1st Embodiment attaches | subjects the same code | symbol, and abbreviate | omits description. This embodiment is different from the first embodiment in that a shock-resistant posture detection sensor that detects a shock-resistant posture of an occupant seated in a passenger seat is installed. Other structures may be the same as those in the first embodiment. The different points will be specifically described.

  FIG. 7 is a plan view showing the automobile 20 including the pre-crash system 10 of the present embodiment with a part cut away. FIG. 8 is a block diagram showing the pre-crash system 10. As shown in FIG. 7, in the present embodiment, a passenger seat occupant pedal force sensor 40 and a passenger seat sensor 41 are also provided around the passenger seat 50 as an example of a shock resistant posture detection sensor. The passenger seat occupant treading force sensor 40 is installed at a position corresponding to the passenger in the passenger seat on the floor panel of the automobile 20, and detects the pedaling force of the occupant seated in the passenger seat. The passenger seat sensor 41 is installed on, for example, the seat back 50 a of the passenger seat 50 and detects the load of the passenger sitting on the passenger seat 50.

  Next, the operation of the pre-crash system 10 of this embodiment will be described. FIG. 9 is a flowchart showing the operation of the pre-crash system 10. As shown in FIG. 9, the present embodiment includes a step of determining the shock resistant posture of an occupant seated in the passenger seat. Specifically, step ST301 is further provided.

  If it is determined in step ST103 that the driver H is not in the shock resistant posture, the process proceeds to step ST301. In step ST301, the controller 15 determines whether or not the passenger in the passenger seat is in a shock-resistant posture based on the detection results of the passenger seat occupant pedal force sensor 40 and the passenger seat sensor 41.

  The threshold value P2 of the total load change detected by the passenger seat occupant pedal force sensor 40 and the passenger seat sensor 41, which is a reference for judging the shock-resistant posture of the passenger in the passenger seat, is for the driver H. It is set larger than the set threshold value P1.

  If it is determined that the passenger in the passenger seat is in the shock-resistant posture, the process proceeds to step ST104, and the winding motor 25b and the automatic brake system 24b are operated.

  In the present embodiment, in addition to the effects of the first embodiment, for example, the driver H looks away in a situation where an impact may be input to the automobile 20 by determining the shock-resistant posture of the passenger in the passenger seat. Even when the shock resistant posture cannot be obtained by doing so, it becomes possible to effectively determine the situation in which the impact may be input to the automobile 20, Can be prepared.

  In addition, since the threshold value P2 for determining the shock-resistant posture of the passenger in the passenger seat is set to be larger than the threshold value P1, the passenger in the passenger seat is allowed to enter the vehicle 20 except for a situation where an impact may be input to the automobile 20. Even in the case where the posture is moved, it is less likely that it is a situation where an impact may be input to the automobile 20.

  Next, a pre-crash system according to a fourth embodiment of the present invention will be described with reference to FIGS. In addition, the structure which has a function similar to 2nd, 3 embodiment attaches | subjects the same code | symbol, and abbreviate | omits description. The configuration of the present embodiment combines the configuration described in the second embodiment with the shock-resistant posture detection sensor that detects the shock-resistant posture of the occupant seated in the passenger seat described in the third embodiment. It is a configuration. FIG. 10 is a block diagram showing the pre-crash system 10 of this embodiment.

  The operation of the pre-crash system 10 of this embodiment will be described. FIG. 11 is a flowchart showing the operation of the pre-crash system 10. The pre-crash system 10 of this embodiment includes the process of step ST301 described in the third embodiment between step ST103 and step ST203 described in the second embodiment.

  If it is determined in step ST103 that the driver H is not in the shock resistant posture, the process proceeds to step ST301. In step ST301, it is determined whether or not the passenger in the passenger seat is in a shock-resistant posture based on the detection results of the passenger seat occupant pedal force sensor 40 and the passenger seat sensor 41. If the total load change detected by the passenger seat occupant pedal force sensor 40 and the passenger seat sensor 41 is equal to or greater than P2, it is determined that the passenger in the passenger seat is in a shock-resistant posture, and the process proceeds to step ST203.

  In the present embodiment, the effects of the second and third embodiments can be obtained.

1 is a side view showing a front part of an automobile on which a pre-crash system according to a first embodiment of the present invention is mounted, with a part cut away. 1 is a block diagram showing a pre-crash system according to a first embodiment of this invention. The flowchart which shows operation | movement of the pre-crash system shown by FIG. The side view which partially cuts and shows the front part of the motor vehicle by which the pre-crash system which concerns on the 2nd Embodiment of this invention is mounted. The block diagram which shows the pre-crash system of the 2nd Embodiment of this invention. 6 is a flowchart showing the operation of the pre-crash system shown in FIG. The top view which cuts and shows a motor vehicle provided with the pre-crash system of the 3rd Embodiment of this invention. The block diagram which shows the pre-crash system of the 3rd Embodiment of this invention. 9 is a flowchart showing the operation of the pre-crash system shown in FIG. The block diagram which shows the pre-crash system of the 4th Embodiment of this invention. 11 is a flowchart showing the operation of the pre-crash system shown in FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Pre-crash system, 11 ... Grip force sensor with built-in handle (shock resistant posture detection sensor), 12 ... Handle shaft pressure sensor (shock resistant posture detection sensor), 13 ... Footrest pedal force sensor (shock resistant posture detection sensor) , 14 ... Seat sensor, 15 ... Controller (control unit for shock resistant posture determination), 20 ... Automobile (vehicle), 22a ... Handle shaft, 26 ... Driver's seat, 30 ... Radar sensor, 31 ... ECU (control unit), 40 ... Passenger force sensor for passenger in passenger seat (sensor for shock-resistant posture detection), 41 ... Seat sensor for passenger seat (sensor for shock-resistant posture detection), 50 ... Passenger seat, 100 ... Obstacle.

Claims (9)

A shock-resistant posture detection sensor for detecting a load acting on the vehicle due to a shock-resistant posture performed by an occupant when there is a possibility that an impact is input to the vehicle;
Based on the detection value detected by the shock-resistant posture detection sensor, it is determined whether or not the occupant is in the shock-resistant posture, and if the occupant is determined to be in the shock-resistant posture, the safety mounted on the vehicle A pre-crash system comprising: a shock-resistant posture determination control unit that operates the device. A radar sensor that detects the distance between the vehicle and the obstacle;
When the data detected by the radar sensor satisfies a preset condition, the control unit determines that there is a possibility that an impact may be input to the vehicle and activates a safety device mounted on the vehicle. A pre-crash system comprising
A shock-resistant posture detection sensor for detecting a load acting on a predetermined portion of the vehicle due to a shock-resistant posture performed by an occupant when there is a possibility that an impact is input to the vehicle;
It is determined whether the occupant is in a shock-resistant posture based on a detection value detected by the shock-resistant posture detection sensor, and the occupant is in a shock-proof posture before the control unit operates the safety device. A control unit for shock resistant posture determination that controls the control unit so that the safety device operates at a time earlier than the operation time of the safety device according to the preset condition;
A pre-crash system comprising:   The shock-resistant posture determination control unit detects the shock-resistant posture of the occupant based on a change in a load acting on the vehicle due to the shock-resistant posture of the occupant. 2. The pre-crash system according to 2.   The pre-crash system according to claim 1, comprising a plurality of shock-resistant posture detection sensors.   The shock resistant posture determination control unit detects a value obtained by increasing a change in a detected value detected by a predetermined sensor among the plurality of shock resistant posture detection sensors and a sensor other than the predetermined shock resistant posture detection sensor. 5. The pre-crash system according to claim 4, wherein the occupant is determined to be in a shock-resistant posture when a total value of the value change exceeds a preset threshold value. The shock-resistant posture detection sensor is disposed in the vicinity of the driver's seat and the passenger's seat in the vehicle, respectively, and a load acting on the vehicle due to a shock-resistant posture performed by a passenger sitting in the driver's seat And detecting a load acting on the vehicle due to a shock-resistant posture of an occupant sitting in the passenger seat,
The criterion for determining the shock-resistant posture based on the detection value detected by the shock-resistant posture detection sensor disposed in the vicinity of the driver seat is the detection value of the shock-resistant posture detection sensor disposed in the vicinity of the passenger seat. The pre-crash system according to claim 1 or 2, wherein the pre-crash system is lower than a criterion for judging a shock-resistant posture based on the pre-crash system.   The pre-crash system according to claim 1, wherein the shock-resistant posture detection sensor detects a load applied to a handle shaft mounted on the vehicle.   3. The pre-crash system according to claim 1, wherein the shock-resistant posture detection sensor is provided on a floor of the vehicle and detects a pedaling force of the occupant.   The pre-crash system according to claim 1, wherein the shock resistant posture detection sensor detects a load applied to a seat provided in the vehicle.

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