JP2004189078A - Safety device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a safety device for a vehicle which enables suitable operator protection action to be conducted while suppressing an unnatural feeling to be imparted to an operator by adequately modifying operator protection timing or operator protection action in accordance with the change of a vehicle traveling state. <P>SOLUTION: A seat belt wind-up device 4 is controlled in accordance with a control pattern based on determined action timing by changing action timing or a belt winding amount (S120, S124) of a seat belt winding device in correspondence to a change in deceleration rate due to vehicle driving operation operated in the vicinity of a predicted collision point. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicle safety device that enhances occupant protection by, for example, winding up a seat belt when the risk of vehicle collision is high.
[0002]
[Prior art]
2. Description of the Related Art An occupant restraint device that operates by pre-crash detection (pre-crash sensing) to restrain an occupant is known. The following Patent Document 1 discloses a predetermined threshold in which a time until a collision (a collision margin time), which is a value obtained by dividing a distance to a collision target by a current value of a relative velocity, is at least longer than a minimum time during which collision cannot be avoided. When the time is less than the value time, in other words, at the time (operation start time) preceding the predicted collision time by the predetermined threshold time, the vehicle starts the seat belt winding operation and restrains the occupant. An occupant restraint system is disclosed.
[0003]
[Patent Document 1] Japanese Patent Application Laid-Open No. 9-175327
[0004]
[Problems to be solved by the invention]
However, in the vehicle occupant restraint device disclosed in Patent Document 1, if the collision time fluctuates due to the steering operation for avoiding the collision of the own vehicle before the collision and the collision margin time, that is, the predicted collision time fluctuates, the There was a problem that the vehicle occupant restraint system could not be operated at an appropriate timing.
[0005]
More specifically, if the predicted collision time is advanced due to the above-described maneuvering operation, there is a possibility that a collision may occur before sufficient winding is performed (without applying a suitable tension to the seat belt). Was. Conversely, if tension is applied to the seat belt as soon as possible with a sufficient margin to prevent such a problem, the seat belt frequently winds up in a case where a collision can be easily avoided by a subsequent steering operation. . That is, in the conventional seat belt winding, such a problem may occur because the steering operation is not considered at all in estimating the predicted collision time.
[0006]
Further, in this type of occupant restraint device, it is preferable that the seatbelt be loosened after the predicted collision time regardless of the presence or absence of the collision. Instructs the belt winding device to perform the loosening operation. However, in the same manner as described above, since a time point that is a predetermined threshold time earlier than the predicted collision time point is set as the operation start time point, if the actual collision time point is delayed due to a change in the vehicle speed of the own vehicle due to the steering operation, this actual There is a possibility that the seat belt loosening operation may be started before the time of the collision. To solve this problem, the time from the predicted collision time to the loosening start time may be set to be long, but such a solution may cause the occupant to feel uncomfortable similarly to the above. .
[0007]
Further, in the conventional seat belt hoisting device (occupant restraint device), it is assumed that the hoisting operation is always performed with a constant operation start-up time (energization pattern). At the stage of recognizing and calculating the predicted collision time point, there may be a case where it is no longer possible to secure an operation start-up time for giving a sufficient tension to the seat belt. In such a case, it is preferable to operate the motor of the seat belt hoisting device at full load and perform hoisting at the maximum speed. However, always performing the hoisting at the maximum speed in this manner gives an occupant a sense of incongruity. This is not preferable because it increases power consumption.
[0008]
Further, in the conventional seat belt hoisting device (occupant restraint device), a constant tension is always applied to the seat belt after the seat belt is hoisted. There are situations that are not considered to be dangerous, situations where the driver can easily avoid a collision, and emergencies where a collision is no longer unavoidable. Therefore, in the related art, when it is determined that the seat belt is to be wound up, if the maximum tension is always applied, the driver may feel uncomfortable, and if the applied tension is reduced, the necessary occupant protection cannot be performed. There was a problem.
[0009]
SUMMARY OF THE INVENTION The present invention has been made in view of the above-described problems, and appropriately changes occupant protection timing and occupant protection operation in response to a change in a vehicle running condition, thereby suppressing uncomfortable feeling given to the occupant and providing suitable occupant protection. It is an object of the present invention to provide a vehicle safety device capable of realizing an operation.
[0010]
[Means for Solving the Problems]
The vehicle safety device according to any one of claims 1 to 4, wherein a distance information detecting element for detecting a distance to the collision target and a relative speed with respect to the collision target, and a predetermined operation start from the operation start time, as in the conventional device. The occupant protection element that completes the transition to the occupant protection state after a lapse of time and reduces collision damage, and the collision allowance time, which is the time up to the predicted collision time calculated based on the detected distance and relative speed, starts the operation. And an arithmetic and control element for instructing the start of the operation when a predetermined threshold time set for not less than the time is reached. For this reason, as in the conventional case, the operation of the occupant protection element can be completed normally before the predicted collision time, and the occupant can be protected at the time of a collision, and the collision allowance time is usually reduced to the threshold time. Since the operation of the occupant protection element is not started until the occupant reaches, the occupant can be prevented from feeling uncomfortable.
[0011]
The distance information detection element is obtained by irradiating electromagnetic waves or ultrasonic waves to the collision target, receiving reflected waves and measuring the distance from the time from launch to reception, or by imaging the collision target An imaging type distance measuring device that calculates a distance by performing image processing on a video can be employed. Since this type of distance measurement system itself is already known and is not the gist of the present invention, the detailed description is omitted. The relative speed can be calculated from the difference information of the distance information obtained periodically.
[0012]
As the occupant protection element, any device that can expect an occupant protection effect at the time of a collision in addition to a known seat belt winding device that applies a predetermined level of tension to the seat belt as described in claim 6 can be used. Although the seat belt winding device has a winding motor for winding the seat belt, other means may be employed as long as it has a function of increasing the tension of the seat belt.
[0013]
Although the arithmetic control element is configured by a normal microcomputer device, a special arithmetic circuit or storage circuit may be added to speed up the control operation, or may be configured by a dedicated digital logic circuit. The arithmetic and control element calculates a predicted collision time or a signal logically equivalent to the predicted collision time (for example, a collision margin time) based on at least the distance and the relative speed, and calculates a time until the predicted collision time (collision margin time) based on the signal. When it is determined that the time has reached the threshold time or less, the occupant protection element is instructed to perform an occupant protection operation for at least a certain time. The threshold time needs to be set to be at least longer than the activation time from when the occupant protection element starts operating until when the occupant protection state is completed. It is natural that the above-mentioned fixed time of the occupant protection element is set so as to end at least later than the predicted collision time predicted at the time when the operation is commanded to the occupant protection element.
[0014]
The relative track of the collision target is predicted from the traveling history of the collision target using the vehicle as a reference point (origin) in time and space, and the time when the relative trajectory reaches the reference point is calculated and predicted. It can also be a point in time. Therefore, in the spatio-temporal space having the own vehicle as a reference point (represented by two distance dimensions x (for example, vehicle traveling direction), y (vehicle lateral direction) and time dimension t), the distance is x, y from the origin. It is indicated by the distance to the collision target coordinate point on the plane, and the relative speed here is expressed as a differential value of this distance. That is, in this case, the relative speed is a speed component in the distance direction of the actual relative speed, that is, a vector component in the direction toward the origin among the relative speed vectors of the collision target on the x and y planes. expressed.
[0015]
The deceleration rate, which will be described later, is essentially an amount having a positive correlation with the differential value of the relative speed, that is, the double differential value of the distance, or the differential value of the relative speed, that is, the double differential value of the distance itself. It shall be. However, it takes time to measure the vehicle speed of the own vehicle and the distance information by the above distance information detection element, so some sensor mounted on the own vehicle affects the speed component of the own vehicle's vehicle speed in the direction connecting the own vehicle and the collision target. It is particularly preferable from the standpoint of improving the response that a driver's steering operation giving the vehicle speed or a vehicle state generated as a result is detected and used as information on the deceleration rate.
[0016]
The vehicle safety device according to the first aspect of the present invention particularly includes a deceleration rate information detecting element that detects deceleration rate information relating to a deceleration rate that is a reduction rate of the relative speed, and the protection operation control element includes the deceleration rate control element. When the rate is large, the operation start time is advanced as compared with the case where the deceleration rate is small, so that the occupant protection timing and the occupant protection operation are appropriately changed in response to a change in the vehicle running condition, so that the occupant protection operation is given to the occupant. A suitable occupant protection operation can be realized while suppressing discomfort.
[0017]
That is, according to the present invention, the operation start time of the occupant protection element is adjusted based on the information on the rate of change (deceleration rate) only by the relative speed between the host vehicle and the collision target. Various collision avoidance operations performed by the driver before this cause the predicted collision time to fluctuate, and the fluctuation of the predicted collision time fluctuates the collision allowance time (the time from the current time to the predicted collision time). Even if the time point (the time when the collision margin time reaches the threshold time) fluctuates, the operation start time point can always be set appropriately.
[0018]
The vehicle safety device according to a second aspect of the present invention further includes a deceleration rate information detecting element that detects deceleration rate information relating to a deceleration rate that is a change rate (decrease rate) of the relative speed, and the protection operation control element. However, when the deceleration rate is small, the operation stop time of the occupant protection element is delayed as compared with the case where the deceleration rate is large, so that the occupant protection timing and the occupant By appropriately changing the protection operation, it is possible to realize a suitable occupant protection operation while suppressing discomfort to the occupant.
[0019]
That is, according to the present invention, the operation stop time of the occupant protection element is adjusted by the information on the deceleration rate of the speed as well as the relative speed between the own vehicle and the collision target. Even if various collision avoidance operations performed by the driver fluctuate the predicted collision time point, the operation stop time point can always be appropriately set accordingly. On the other hand, conventionally, it is not assumed that the deceleration rate fluctuation due to the collision avoidance operation described above changes the predicted collision time point, and therefore, the delay of the predicted collision time point due to the influence of the deceleration rate fluctuation is considered. It is necessary to set an unnecessarily long time to stop the operation, and if the occupant protection element is no longer required to be activated, or if the actual collision is delayed due to the delay of the actual collision, There was a problem that the operation of the occupant protection element stopped before the time point. According to the present invention, such a problem can be solved.
[0020]
The vehicle safety device according to a third aspect of the present invention includes a deceleration rate information detecting element for detecting deceleration rate information relating to a deceleration rate which is a reduction rate of the rate of change of the relative speed, wherein the protection operation control element is provided. When the deceleration rate is large, the protection operation of the occupant protection element is strengthened more than when the deceleration rate is small, so that the occupant protection timing and the occupant protection operation are changed in response to a change in the vehicle running condition. By making appropriate changes, it is possible to realize a suitable occupant protection operation while suppressing an uncomfortable feeling given to the occupant.
[0021]
That is, according to the present invention, not only the relative speed between the host vehicle and the collision target but also the information on the speed reduction rate is used to estimate that the risk of collision is greater when the speed reduction rate is large, thereby enhancing the protection operation. Therefore, the occupant protection operation can be selectively enhanced when the deceleration rate is large and the danger of collision is large, and good occupant protection can be realized while suppressing the occupant's discomfort.
[0022]
In the vehicle safety device according to a fourth aspect of the present invention, in particular, the arithmetic control element shortens the rise time when the collision allowance time is short as compared with when the collision allowance time is long. Therefore, by appropriately changing the occupant protection timing and the occupant protection operation in response to a change in the vehicle running situation, it is possible to realize a suitable occupant protection operation while suppressing the uncomfortable feeling given to the occupant.
[0023]
That is, according to the present invention, the collision margin time is sufficiently long from the predicted collision time point obtained by the distance and the relative speed as in the related art or by further considering the deceleration rate as in the first and second inventions. If it can be determined that the occupant protection element is activated slowly, and if it is determined that the predicted collision time is approaching and the collision margin time is short, the occupant protection element is activated quickly, so it jumps out. If the time to collision, ie, the time to the predicted collision time, is not sufficient, as in the case of an accident, etc., the occupant protection is completed promptly. Rings can be improved.
[0024]
Here, the operation start-up time of the occupant protection element refers to a time from when a command is issued to the occupant protection element to when the occupant protection element completes the occupant protection operation. It is clear that there is such a delay or rise time in all power-operated machines.
[0025]
In a preferred aspect of the fourth aspect, the apparatus further includes a deceleration rate information detecting element that detects deceleration rate information relating to a deceleration rate that is a rate of decrease in the rate of change of the relative speed, wherein the protection operation control element is provided when the deceleration rate is large. The operation rise time is shorter than when the deceleration rate is small. With this configuration, as described above, an appropriate operation start-up time can be set regardless of, for example, an occupant's steering operation.
[0026]
5. The vehicle control device according to claim 1, wherein the arithmetic control element is a driver's driving operation amount as information relating to the deceleration rate or a state amount of a predetermined vehicle steering device that changes according to the driving operation amount. The information about the deceleration rate is acquired based on. In this way, since information about the deceleration rate is obtained based on the driver's steering operation before the collision performed for collision avoidance and collision damage reduction, necessary information can be obtained with good response.
[0027]
In a preferred aspect of the present invention, the deceleration rate information detection element includes a brake depression amount sensor for detecting a brake depression amount, a vehicle-mounted brake pressure sensor for detecting a brake pressure, and a vehicle-mounted sensor for detecting a deceleration rate of the own vehicle. At least one of an acceleration sensor, a vehicle-mounted yaw rate sensor that detects a yaw rate, and a vehicle-mounted steering angle sensor that detects a steering angle signal.
[0028]
For example, if the brake operation is performed, the deceleration rate fluctuates, which can be detected by the brake depression amount, the brake pressure, the acceleration, and the like. Further, when the steering operation is performed, the forward direction of the vehicle changes, so that the deceleration rate as the rate of change of the relative speed in the distance direction changes. This can be detected by the yaw rate or the steering angle. That is, in the present invention, since the operation of controlling the occupant protection element and the control of the operation amount of the occupant protection element are performed by detecting the own vehicle steering operation or the vehicle state caused thereby by the on-board sensor, for example, compared with the case where the relative speed is differentiated. Excellent response.
[0029]
BEST MODE FOR CARRYING OUT THE INVENTION
An embodiment of a vehicle safety device according to the present invention will be described. FIG. 1 is a block diagram illustrating a configuration of a vehicle safety device according to an embodiment. This vehicle safety device includes a distance sensor 1 constituting a distance information detecting element according to the present invention, a driving operation sensor 2 constituting a deceleration rate information detecting element according to the present invention, and an arithmetic operation constituting an arithmetic control element according to the present invention. The control unit 3 includes a seat belt hoisting device 4 constituting an occupant protection element according to the present invention.
[0030]
The distance sensor 1 is provided at a front portion of the vehicle body and captures an image of the front. The distance sensor 1 processes a frame image output from the TV camera at a predetermined frame rate to extract a front collision target. If there is a collision target meaning a certain object, the distance to the collision target is calculated, the relative speed is calculated from the change in the calculated distance, and the presence / absence of these collision targets and the distance and relative speed are calculated in the form of digital signals in the form of a calculation control unit. 3, but may be replaced by another equivalent of the same function such as a radar system.
[0031]
The driving operation sensor 2 includes a brake pressure sensor, an acceleration sensor, a yaw rate sensor, and a steering angle sensor, but may include one or more of them. Some kind of sensor that detects information on the vehicle steering operation that changes the speed vector of the vehicle and the result thereof may be employed. The brake pressure sensor may be replaced with a brake pedal depression amount sensor. The driving operation sensor 2 outputs the detected data to the arithmetic and control unit 3 in the form of a digital signal.
[0032]
The arithmetic control unit 3 controls the operation of the seat belt retractor 4 based on the distance data, the relative speed data, and the information on the deceleration rate of the vehicle input from the distance sensor 1. Although the relative speed is determined as the distance change amount per unit time, this calculation may be performed not by the distance sensor 1 but by the calculation control unit 3.
[0033]
The seat belt winding device 4 includes a seat belt winding mechanism, a reversible motor that winds or loosens a free end of the seat belt of the seat belt winding mechanism, and an energization that supplies a current value according to an input command to the motor. Although this is composed of a control device, this kind of seat belt winding device 4 itself is already well-known, and therefore detailed description is omitted.
[0034]
Hereinafter, the control operation of the vehicle safety device will be described below.
(Control example)
An example of control executed by the arithmetic and control unit 3 will be described below with reference to the flowcharts shown in FIGS.
[0035]
First, a reset is performed (S100). Thereafter, it is determined whether or not there is a collision danger based on the information input from the distance sensor, that is, whether or not there is a collision target within the collision danger range (S102). Only when it occurs, the process proceeds to the next step S104, where the distance and the relative speed are read from the distance sensor 1 and the deceleration rate related information described later is read from the driving operation sensor 2, respectively.
[0036]
Note that the deceleration rate-related information referred to herein means information relating to the deceleration rate referred to in the present invention, and in this embodiment, in particular, information relating to a driving operation that affects the deceleration rate or a vehicle state resulting from the driving operation. Shall mean information. In this embodiment, the brake pressure, acceleration (deceleration G), yaw rate (vehicle angular velocity), and steering angle read from a brake pressure sensor, an acceleration sensor, a yaw rate sensor, and a steering angle sensor are used as information on the driving operation. An increase in the brake pressure or the deceleration means an increase in the deceleration rate and a delay in the predicted collision point due to the increase, and the increase in the deceleration is also the same. An increase in the yaw rate or the steering angle in a predetermined direction (direction in which the vehicle escapes from the collision target) also means a delay at the time of the predicted collision.
[0037]
Next, a predicted collision point is calculated based on the read data (S106). In this control example, the predicted collision point is calculated by simply dividing the distance by the relative speed.
[0038]
Next, the collision detection duration, which is the time from the current time to the predicted collision time point (if the current time point is the reference time point 0, the time to collision is equal to the predicted collision time point), the seat belt retractor 4 starts its operation. It is determined whether or not it is longer than a predetermined threshold time by comparing with an operation start-up time which is a time required for actually generating a predetermined tension required from step (S108). Since there is no need to perform the process, the process returns to step S102. Otherwise, the process proceeds to step S110 to shift to the preparation stage of the occupant restraint control.
[0039]
In step S110, an operation start point in time, which is a point in time after a predetermined first threshold time has elapsed from the predicted collision point, and an operation stop point in time, which is delayed by a predetermined second threshold time from the prediction collision point, are calculated. Further, these points are corrected by the deceleration rate related information. Note that the first threshold time at least corresponds to the operation time from the start of operation to the stop of operation. Further, the first threshold time is set to be equal to or longer than the normal operation start-up time of the seat belt retractor 4.
[0040]
This correction will be described more specifically.
[0041]
First, in the correction of the operation start time, when it is assumed that a driving operation having a positive correlation with the increase in the deceleration rate of the vehicle is performed, the predicted collision time is delayed according to the driving operation amount. For example, as the read brake pressure increases, the read deceleration rate delays the predicted collision time, and conversely, if the accelerator operation is performed, the predicted collision time is advanced. Further, the predicted collision time is advanced based on the yaw rate in the distance decreasing direction and the magnitude of the steering angle, and the predicted collision time is delayed based on the yaw rate in the reverse direction and the magnitude of the steering angle. The operation start time thus obtained is corrected. Further, similarly to the above-described correction of the operation start time, the correction of the operation stop time is also performed. Instead of correcting the operation start time, the predicted collision time itself may be corrected in the same manner as described above, and the first threshold time and the second threshold time may be constant.
[0042]
Then, after resetting and starting the built-in timer for determining whether or not the operation stop time has been reached (S112), the expiration time set in this timer when the operation starts (when the current time is set to the reference time 0) The operation start time of the seat belt retractor 4 is set depending on whether (equal to) is large or small (S114).
[0043]
In this embodiment, the operation start-up time of the seat belt retractor 4 is simply divided into two stages. That is, if the time up to the start of operation is equal to or longer than the predetermined threshold time, the rate of increase of the current (winding direction) to be supplied to the motor of the seat belt hoisting device 4 is increased so that the tension increases at a predetermined small increase rate. Set to a predetermined small value. On the other hand, if the time until the start of operation is less than the predetermined threshold time, the maximum current that can be supplied to the motor of the seat belt retractor 4 is supplied so that the tension increases at the maximum increase rate. . If the time up to the operation start time set in step S110 is 0 or less, the maximum current that can be supplied is naturally supplied. As a result, when the current increase rate is the small value, it takes a long time until the tension of the seat belt reaches a predetermined required value, and the operation start-up time becomes long. On the other hand, if the current increase rate is the maximum value that can be energized, it takes only a minimum time until the tension of the seat belt reaches a predetermined required value, and the operation start-up time is shortened.
[0044]
Next, proceeding to step S116, the magnitude of the tension finally applied to the seat belt is selected based on the deceleration rate-related information.
[0045]
In this embodiment, the final tension of the seat belt retractor 4 is simply divided into two stages. That is, when it is estimated that the deceleration rate is large based on the deceleration rate related information by the same determination as the correction at the start of operation in step S110, it is determined that the collision has actually reached the imminent stage, and the tension is increased. If the deceleration rate is determined to be small, it is determined that the collision has not actually reached the imminent stage, and the tension is set to a small predetermined value (here, half of the maximum value). I do. This is because when the collision reaches the imminent stage, the driver's brake operation and steering operation tend to be larger than a predetermined value, and when the collision does not reach the imminent stage, the driver's brake operation and steering operation The reason is that the ratio tends to be less than a predetermined value due to a rational maneuvering operation for collision avoidance.
[0046]
Next, the process waits until the timer expires, that is, until the operation is started (S118), and if it is, the process proceeds to step S120. If the operation start time calculated in step S110 is already before the current time, a numerical value corresponding to the operation start time is set in a register in the timer in step S112, and therefore, the process goes through steps S114 to S1118. Then, step S120 can be reached with a time delay almost negligible.
[0047]
In step S120, power is supplied to the motor of the seat belt retractor 4 at the activation time (current increase rate) selected in step S114 and the final tension (saturated current value) selected in step S116. The control is performed, and the process proceeds to step S122.
[0048]
In step S122, it is determined whether the second timer for determining the operation stop time, which is reset and started in step S112, has expired. If the timer has not expired, the process returns to step S120. If the timer has expired, the process returns to step S124. Then, the power supply to the motor of the seat belt retractor 4 is terminated, or the rotation is positively reversed to loosen the seat belt, and the process returns to step S102. The set time of the second timer is set to a value obtained by adding a predetermined operation time to the set time of the timer for determining the operation start time.
[0049]
The command value of the amount of power supplied to the motor of the seat belt retractor 4 in the above control will be described with reference to a timing chart shown in FIG.
[0050]
The period ΔT is an initial full load energizing period that is performed in a short period from the start of energization, and the subsequent period from time t1 to t2 is a period in which the energization amount increases at a predetermined increase rate. Increases at a predetermined rate. Therefore, the operation rise time referred to in the present invention refers to a period from the operation start time ts to the time t2. At the maximum current increase rate application, the time point t1 is equal to the time point t2.
[0051]
The embodiment of the present invention is not limited to the above control example, and it is obvious that those skilled in the art can apply various changes in order to achieve the effect of the present invention by applying the conventional technology in this field. .
[Brief description of the drawings]
FIG. 1 is a block diagram showing a vehicle safety device according to a preferred embodiment of the present invention.
FIG. 2 is a flowchart illustrating a control operation of an arithmetic control unit in FIG. 1;
FIG. 3 is a flowchart illustrating a control operation of an arithmetic control unit in FIG. 1;
FIG. 4 is a timing chart showing a change in an energization current command value given to a motor of the seat belt retractor by the control operation of FIG. 1;
[Explanation of symbols]
1 Distance sensor
2 Operation sensor
3 Operation control unit
4 Seat belt winding device

Claims (8)

A distance information detecting element for detecting a distance to the collision target, and a relative speed with respect to the collision target,
An occupant protection element that completes the transition to the occupant protection state after a predetermined operation start-up time has elapsed from the start of operation and reduces collision damage,
When the collision margin time, which is the time up to the predicted collision time calculated based on the detected distance and the relative speed, reaches a predetermined threshold time set equal to or longer than the operation rising time, the operation start is instructed. An arithmetic control element;
In a vehicle safety device comprising:
A deceleration rate information detection element that detects information about a deceleration rate that is a change rate of the relative speed,
The protection operation control element includes:
A safety device for a vehicle, wherein the operation start time is advanced when the deceleration rate is high as compared to when the deceleration rate is low. A distance information detecting element for detecting a distance to the collision target, and a relative speed with respect to the collision target,
An occupant protection element that completes the transition to the occupant protection state after a predetermined operation start-up time has elapsed from the start of operation and reduces collision damage,
When the collision margin time, which is the time up to the predicted collision time calculated based on the detected distance and the relative speed, reaches a predetermined threshold time set equal to or longer than the operation rising time, the operation start is instructed. An arithmetic control element;
In a vehicle safety device comprising:
A deceleration rate information detection element that detects deceleration rate information about a deceleration rate that is a rate of decrease in the rate of change of the relative speed,
The protection operation control element includes:
A safety device for a vehicle, wherein when the deceleration rate is small, the operation stoppage time of the occupant protection element is delayed as compared with when the deceleration rate is large. A distance information detecting element for detecting a distance to the collision target, and a relative speed with respect to the collision target,
An occupant protection element that completes the transition to the occupant protection state after a predetermined operation start-up time has elapsed from the start of operation and reduces collision damage,
When the collision margin time, which is the time up to the predicted collision time calculated based on the detected distance and the relative speed, reaches a predetermined threshold time set equal to or longer than the operation rising time, the operation start is instructed. An arithmetic control element;
In a vehicle safety device comprising:
A deceleration rate information detection element that detects deceleration rate information about a deceleration rate that is a rate of decrease in the rate of change of the relative speed,
The protection operation control element includes:
A safety device for a vehicle, wherein the protection operation of the occupant protection element is strengthened when the deceleration rate is large compared to when the deceleration rate is small. A distance information detecting element for detecting a distance to the collision target, and a relative speed with respect to the collision target,
An occupant protection element that completes the transition to the occupant protection state after a predetermined operation start-up time has elapsed from the start of operation and reduces collision damage,
When the collision margin time, which is the time up to the predicted collision time calculated based on the detected distance and the relative speed, reaches a predetermined threshold time set equal to or longer than the operation rising time, the operation start is instructed. An arithmetic control element;
In a vehicle safety device comprising:
The arithmetic control element includes:
A safety device for a vehicle, wherein the operation start-up time is shortened when the time to collision is short compared to when the time to collision is long. The vehicle safety device according to claim 4,
A deceleration rate information detection element that detects deceleration rate information about a deceleration rate that is a rate of decrease in the rate of change of the relative speed,
The protection operation control element includes:
A safety device for a vehicle, wherein when the deceleration rate is large, the operation start-up time is shorter than when the deceleration rate is small. The vehicle safety device according to any one of claims 1 to 5,
The occupant protection element comprises a seat belt hoisting device. The vehicle safety device according to any one of claims 1 to 3, or 5,
The arithmetic control element includes:
A vehicle safety device for acquiring information on the deceleration rate based on a driving operation amount of a driver as information on the deceleration rate or a state quantity of a predetermined vehicle steering device that changes according to the driving operation amount. The vehicle safety device according to claim 7,
The deceleration rate information detecting element includes a brake depression amount sensor for detecting a brake depression amount, a vehicle-mounted brake pressure sensor for detecting a brake pressure, a vehicle-mounted acceleration sensor for detecting a deceleration rate of the own vehicle, and a vehicle-mounted yaw rate for detecting a yaw rate. A vehicle safety device including at least one of a sensor and a vehicle-mounted steering angle sensor that detects a steering angle signal.

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