JP2005041464A - Vehicular travel safety device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular travel safety device capable of excellently giving an alarm to an occupant. <P>SOLUTION: A relative relation including a distance between a vehicle and an object is calculated on the basis of a detection result of an article detecting means for detecting an object existing in a traveling direction of a vehicle. The possibility of contacting between the vehicle and the object is determined on the basis of the result. When it is determined that there is a possibility of contacting, an automatic brake device automatically reducing the speed of the vehicle and a seat belt device 15 automatically fastening/releasing a seat belt 14 are actuated in parallel with each other. The automatic brake device can reduce the speed of the vehicle in a plurality of different speed reducing patterns, and the seat belt device 15 can fasten/release the seat belt 14 in a plurality of different actuating patterns. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a traveling safety device for a vehicle that improves safety during traveling.

As a vehicle safety device for improving vehicle safety, a seat belt device capable of tightening a seat belt with an electric motor is used, and when the vehicle is predicted to have a collision, the electric motor is used to force the seat belt. There are some which tighten and restrain an occupant to a seat (for example, refer to patent documents 1).
Japanese Patent No. 2946995

  The vehicle travel safety device disclosed in Patent Document 1 tightens the seat belt with the seat belt device when it is predicted that the vehicle will collide, but this only restricts the occupant to the seat at the time of the collision. This is done when the possibility of a vehicle collision has increased to some extent. Under such circumstances, the passenger is aware that the seat belt is automatically tightened. Since the seat belt is only fastened, the occupant is seldom aware that the seat belt is automatically fastened.

  Here, when it is predicted that there is a vehicle collision, an alarm is output to the passenger that there is a possibility that the vehicle may collide at an earlier stage than when the seat belt is automatically tightened to restrain the passenger to the seat. However, the vehicle safety device described in Patent Document 1 has no function of intentionally issuing a warning to the occupant.

  Therefore, an object of the present invention is to provide a traveling safety device for a vehicle that can issue a warning to an occupant satisfactorily.

  In order to achieve the above object, the invention according to claim 1 includes object detection means (for example, the radar 114 in the embodiment) for detecting an object existing in the traveling direction of a vehicle (for example, the vehicle 100 in the embodiment). Relative relation calculating means (for example, the radar control unit 39 in the embodiment) for calculating a relative relation including the distance between the vehicle and the object based on the detection result of the object detecting means, and the relative relation calculated by the relative relation calculating means. The safety for controlling the operation of a safety device (for example, the safety device 122 in the embodiment) provided in the vehicle is determined based on the determination of whether there is a possibility of contact between the vehicle and the object. Device operation control means (for example, the brake control unit 38, the radar control unit 39, and the airbag control unit 43 in the embodiment) In the row safety device, the safety device automatically tightens a seat belt (for example, the seat belt 14 in the embodiment) and an automatic brake device (for example, the automatic brake device 120 in the embodiment) that automatically decelerates the vehicle. And a seat belt device for releasing the tightening (for example, the seat belt device 15 in the embodiment), and when the safety device operation control means determines that there is a possibility of contact, the automatic brake device and the seat belt device By operating the seat belt device in parallel, the automatic brake device can decelerate the vehicle with a plurality of different deceleration patterns, and the seat belt device performs a plurality of different tightening and releasing of the seat belt. It is characterized in that it can be performed in an operating pattern.

  The invention according to claim 2 is the invention according to claim 1, wherein when the distance between the vehicle and the object falls within a predetermined distance based on the relative relationship calculated by the relative relationship calculation unit, the safety device operation control unit The automatic brake device generates a deceleration that allows the occupant to recognize that a braking force has been generated, and the seat belt device alternately repeats tightening and releasing of the seat belt.

  According to the first aspect of the present invention, when the relative relationship calculating means calculates the relative relationship including the distance between the vehicle and the object existing in the traveling direction from the detection result of the object detecting means, the safety device is activated based on the calculated relative relationship. The control means determines whether or not there is a possibility of contact between the vehicle and the object. When there is a possibility of contact, the safety device operation control means operates the automatic brake device and the seat belt device in parallel to issue an alarm to the occupant. These allow the occupant to recognize that there is a possibility of contact between the vehicle and the object. Moreover, even if the operation of the automatic brake device is not at a level at which it is possible to recognize that there is a possibility of contact with the occupant, the occupant can recognize this by operating the seat belt device, and avoid it. Therefore, it is possible to reliably recognize that the automatic brake device is operating. Therefore, a warning can be issued to the occupant and the contact avoidance operation can be prompted.

  The automatic brake device can decelerate the vehicle with a plurality of different deceleration patterns, and the seat belt device can tighten and release the seat belt with a plurality of different operation patterns. The speed reduction and the operation of the seat belt can be made different depending on whether the alarm is issued or the contact with the object is avoided, or the speed reduction and the operation of the seat belt can be made different according to the degree of urgency.

  According to the second aspect of the invention, when the distance between the vehicle and the object falls within the predetermined distance, the safety device operation control means can reduce the possibility that the occupant has recognized that the braking force has been generated by the automatic brake device. The speed is generated and the seat belt is alternately tightened and released by the seat belt device. Deceleration by such an automatic brake device will cause the occupant to feel the deceleration force, and by tightening and releasing the tightening of the seat belt by the seat belt device in parallel with this, the occupant will experience the shaking caused by the seat belt Become. These allow the occupant to reliably recognize these. Therefore, an alarm can be issued so that the passenger can be surely recognized.

A vehicle travel safety device according to an embodiment of the present invention will be described below with reference to the drawings.
FIG. 1 shows a vehicle 100 to which the present embodiment is applied. This vehicle 100 includes left and right front wheels 103 that are driving wheels to which driving force of an engine 101 is transmitted via a transmission 102, and driven wheels. And left and right rear wheels 104.

  The vehicle 100 also includes a brake pedal 106 operated by an occupant, an electronically controlled negative pressure booster 107 connected to the brake pedal 106, and a master cylinder 108 connected to the electronically controlled negative pressure booster 107. . Here, the electronically controlled negative pressure booster 107 mechanically boosts the pedaling force of the occupant input to the brake pedal 106 to operate the master cylinder 108, while the controller 110 does not operate the brake pedal 106. The master cylinder 108 is actuated by the signal. Further, the master cylinder 108 generates a hydraulic pressure according to the output from the electronically controlled negative pressure booster 107.

  Further, vehicle 100 is provided between brake caliper 111 that decelerates vehicle 100 by generating braking force on wheels 103 and 104 by hydraulic pressure introduced from master cylinder 108, and between brake caliper 111 and master cylinder 108. And a pressure regulator 112 that adjusts the hydraulic pressure output from the master cylinder 108 under the control of the control device 110.

  In addition, the vehicle 100 includes a radar (object detection unit) 114 that detects an object including a vehicle ahead in the vehicle traveling direction by receiving a reflected wave from, for example, a millimeter wave object that is provided at the front end portion and is transmitted forward. A vehicle speed sensor (vehicle speed detection means) 115 that is provided at a position corresponding to each wheel 103, 104 and detects a vehicle speed or the like from a rotation pulse of each wheel 103, 104, and whether the brake pedal 106 is operated by a passenger A brake switch (brake operation detecting means) 116 for detecting the vehicle, a stroke sensor (brake operation detecting means) 117 for detecting the operation stroke of the brake pedal 106 by the occupant, and a crash sensor (collision) provided at the front end for detecting a collision Sensor 49 and a sensor for detecting whether or not the seat belt 14 of the seat belt device 15 shown in FIG. The cycle switch 45 has a warning lamp 48 provided on an instrument panel meter display device 47, which are connected to the controller 110 as shown in FIG.

  The electronically controlled negative pressure booster 107, the master cylinder 108, and the brake caliper 111 shown in FIG. 1 constitute an automatic brake device 120 that controls the braking force of the vehicle 100 to automatically decelerate the vehicle 100. As shown in FIG. 2, a safety device 122 includes an automatic brake device 120, a seat belt device 15 that automatically tightens and releases the seat belt 14, and an airbag device 121 that is disposed in each part of the vehicle 100. It is configured. The safety device 122, the radar 114, the vehicle speed sensor 115, the brake switch 116, the stroke sensor 117, the crash sensor 49, the buckle switch 45, the warning lamp 48, and the control device 110 include the travel safety device 123 of this embodiment. Is configured.

  The control device 110 calculates the relative relationship including the distance between the vehicle and the object ahead in the vehicle traveling direction from the detection result of the radar 114, specifically, the millimeter wave transmission / reception time, and the calculated relative relationship. Based on the vehicle, the possibility of contact between the vehicle and the object ahead in the direction of travel is determined, and if it is determined that there is a possibility of contact between the vehicle and the object forward in the direction of travel, the automatic The operation of a safety device 122 composed of the brake device 120, the seat belt device 15, and the airbag device 121 is controlled.

  As shown in FIG. 3, the vehicle 100 is provided with a seat 13 including a seat cushion 11 that mainly supports the occupant 10 and a seat back 12 that mainly supports the back of the occupant 10. On the other hand, a seat belt device 15 for restraining the occupant 10 by the seat belt 14 is provided. The seat belt device 15 is a so-called three-point type and is provided on the driver's seat 13. The seat belt device 15 is provided not only for the driver but also for the seats of passengers other than the driver.

  In the seat belt device 15, the webbing 21 of the seat belt 14 extends upward from a retractor 20 provided on a center pillar (not shown) on the outside of the passenger compartment with respect to the seat 13, and is supported on the upper part of the center pillar. The webbing 21 is inserted into the anchor 22 and the tip of the webbing 21 is attached to the vehicle body floor side with respect to the seat 13 via an outer anchor 23 outside the vehicle compartment. The seat belt 14 has a tongue plate 25 through which a portion located between the through anchor 22 and the outer anchor 23 of the webbing 21 is inserted. The tongue plate 25 is located on the vehicle body floor side inside the vehicle body with respect to the seat 13. The attached buckle 26 is detachable.

  Then, when the occupant 10 seated in the seat 13 pulls the tongue plate 25 to pull out the seat belt 14 from the retractor 20 and attach the tongue plate 25 to the buckle 26, the seat belt 14 moves from the through anchor 22 to the tongue plate 25. The portion from the shoulder of the occupant 10 mainly restrains the chest on the opposite side to the seat 13, and the portion from the tongue plate 25 to the outer anchor 23 restrains the occupant 10 mainly on the abdomen on the opposite side of the seat 13.

  The retractor 20 is provided with an irreversible first pretensioner (irreversible seat belt tightening device) 28 that instantaneously pulls and tightens the seat belt 14 with explosive force using explosives. The first pretensioner 28 is an explosive type, a spring type, or the like.

  In addition, the retractor 20 is provided with a reversible second pretensioner 30 that pulls and tightens the seat belt 14 with the driving force of the electric motor 29. That is, the second pretensioner 30 winds up the seat belt 14 by forcibly rotating the reel 31 that winds up the webbing 21 in the retractor 20 by forward rotation of the electric motor 29 and pulls it in the tightening direction. The seat belt 14 is fed out in the tightening release direction by forcibly rotating 31 by the reverse rotation of the electric motor 29.

  The electric motor 29 is connected to an electric seat belt control unit (safety device operation control means) 35 which is a part of the control device 110 for controlling the driving of the electric motor 29. This electric seat belt control unit 35 removes the slack of the seat belt 14 in advance and restrains the occupant 10 when the collision with an object ahead of the vehicle is predicted, and the seat belt 14 is released from wearing. The electric motor 29 is controlled so as to be automatically wound around the retractor 20, and is connected to a connection bus 36 of the in-vehicle LAN.

  The connection bus 36 includes a brake control unit (safety device operation control means) 38 that is a control unit that controls a vehicle behavior stabilization control system that controls vehicle behavior stabilization and is a part of the control device 110; A radar control unit (relative relationship calculation means, safety device operation control means) 39, which is a control unit for controlling a preceding vehicle follow-up control system that causes the vehicle to travel while following the preceding vehicle, and is a part of the control device 110; A vehicle speed detection unit 40 which is a part of the device 110 is connected.

  The electric seat belt control unit 35 is connected to an airbag control unit (safety device operation control means) 43 that is a part of the control device 110 that controls the operation of the airbag device 121 that is a seat belt auxiliary restraint device. ing.

  For example, when the brake control unit 38 determines that the depression speed of the brake pedal 106 is higher than a predetermined speed set in advance based on the output of the stroke sensor 117 that is a brake operation speed sensor, the emergency brake operation is performed. Brake assist control is performed by predicting that there is a collision with an object in front of the vehicle. A BA signal is output to the electric seat belt control unit 35 during execution of the brake assist control. Note that the brake control unit 38 predicts that there is no vehicle collision when the depression speed of the brake pedal 106 is not faster than a predetermined speed set in advance. In this case, the BA signal is not output.

  The preceding vehicle follow-up control system includes the above-described radar 114 such as a millimeter wave radar that detects an object (for example, a preceding vehicle) ahead in the vehicle traveling direction. The radar 114 detects an object in front of the radar 114. Based on the detection signal, the radar control unit 39 controls the braking force of the vehicle 100 by controlling the above-described electronically controlled negative pressure booster 107 which is a brake fluid pressure control device of the automatic brake device 120 and a throttle actuator (not shown). The preceding vehicle follow-up control for controlling the acceleration / deceleration to keep following the preceding vehicle while maintaining a predetermined inter-vehicle distance, or the radar 114 detects a front object, and based on the detection signal of the radar 114, the preceding object Is within a predetermined value set in advance, it is predicted that there is a collision of the vehicle 100, and the brake fluid pressure control of the automatic brake device 120 is performed. Perform automatic brake control such as to reduce the damage of collision to an object ahead of a is electronically controlled by generating a controlled braking force to the negative pressure booster 107 location. Note that the radar control unit 39 predicts that there is no vehicle collision in a state where the distance from the object in front is not within a predetermined value based on the detection signal of the radar 114, for example.

  Here, for example, the radar control unit 39 detects an object ahead by the radar 114, and if the distance from the object ahead decreases to a predetermined value based on the detection signal of the radar 114, the radar control unit 39 indicates that there is a collision of the vehicle 100. The automatic brake control described above is performed by prediction, and it is determined from the relative speed difference between the object and the vehicle 100 whether the object is a stationary object or a moving object. That is, the presence / absence of a collision with a stationary object ahead in the vehicle traveling direction is predicted, and the presence / absence of a collision with a moving object ahead in the vehicle traveling direction is predicted.

  In the automatic brake control, when the radar control unit 39 determines that the object that is predicted to have a collision is a stationary object, the radar control unit 39 is in a state where a collision with a stationary object is predicted during the execution of the automatic brake control. A stationary object signal, which is a prediction signal indicating this, is output to the electric seat belt control unit 35. On the other hand, if it is determined that the object that is predicted to have a collision is a moving object, a moving object signal, which is a prediction signal indicating that a collision with the moving object is predicted during execution of automatic brake control, is electrically operated. Output to the seat belt control unit 35. If automatic brake control is not being executed, the radar control unit 39 outputs neither a stationary object signal nor a moving object signal.

  The vehicle speed detection unit 40 outputs a vehicle speed signal from the vehicle body speed sensor 115 to the electric seat belt control unit 35, and outputs a brake signal to the electric seat belt control unit 35 when the brake switch 116 is turned on. Is done.

  The airbag control unit 43 includes a buckle switch 45 that detects whether or not the tongue plate 25 of the seat belt 14 of the seat belt device 15 is engaged with the buckle 26, that is, whether or not the seat belt 14 is worn. It is connected. Further, a warning lamp 48 provided in a meter display device 47 of the instrument panel is connected to the airbag control unit 43. In addition, a crash sensor 49 that detects a vehicle collision is connected to the airbag control unit 43.

  When the tongue plate 25 is engaged with the buckle 26, the airbag control unit 43 outputs from the buckle switch 45, while when the tongue plate 25 is disengaged from the buckle 26, The operation of each airbag device 121 and the explosive first pretensioner 28 is controlled from the buckle signal for stopping the output and the detection signal of the crash sensor 49.

  And the electric seatbelt control unit 35 of the seatbelt apparatus 15 of this embodiment performs the normal rotation which is the direction which fastens the seatbelt 14, and the reverse rotation which is the direction which cancels | tightens the seatbelt 14, as shown in FIG. By driving the electric motor 29 of the second pretensioner 30 so as to be alternately repeated a plurality of times (specifically, three times) alternately within a predetermined time, an alarm operation for issuing an alarm to the occupant 10 by the seat belt 14 is performed. .

  Specifically, in the first forward rotation and reverse rotation in the alarm operation, the forward drive time (t01 to t02 in FIG. 4) of the electric motor 29 is set to a predetermined first forward drive time (for example, 100 ms), The reverse drive time (t03 to t04 in FIG. 4) of the electric motor 29 is set as a predetermined first reverse drive time (for example, 50 ms), and the first forward drive time is set longer than the first reverse drive time. . Further, the stop time between forward rotation and reverse rotation (t02 to t03 in FIG. 4) is shortened to a predetermined first stop time (for example, 10 ms).

  In the second forward rotation and reverse rotation executed with a predetermined pause time (for example, 150 ms) for the first forward rotation and reverse rotation, the forward drive time of the electric motor 29 (t05 to t06 in FIG. 4) is. The predetermined second forward drive time (for example, 100 ms) is set, and the reverse drive time (t07 to t08 in FIG. 4) of the electric motor 29 is set as the predetermined second reverse drive time (for example, 50 ms). The rolling drive time is set longer than the second reverse driving time. Further, the stop time between forward rotation and reverse rotation (t06 to t07 in FIG. 4) is shortened to a predetermined second stop time (for example, 10 ms). In other words, the second forward rotation and reverse rotation have the same length as the first forward rotation and reverse rotation, and the forward drive time, reverse drive time, and stop time between forward rotation and reverse rotation are set. .

  In the third forward rotation and reverse rotation executed with a predetermined pause time (for example, 150 ms) for the second forward rotation and reverse rotation, the forward drive time of the electric motor 29 (t09 to t10 in FIG. 4) is. The predetermined third forward drive time (for example, 100 ms) is set, and the reverse drive time (t11 to t12 in FIG. 4) of the electric motor 29 is set as the predetermined third reverse drive time (for example, 100 ms). The rolling drive time and the third reverse driving time are set to be the same. Further, the stop time between forward rotation and reverse rotation (t10 to t11 in FIG. 4) is increased to a predetermined third stop time (for example, 50 ms). That is, in the third forward rotation and reverse rotation, the forward drive time and reverse drive time of the electric motor 29 are set to the same length as the first and second forward drive times. And the stop time between reverse rotation is set longer than the stop time of the 1st time and the 2nd time.

  In any of the first to third times, the drive current during forward rotation is controlled to be a predetermined first drive value (for example, 3A), and the drive current during reverse rotation is controlled to a predetermined second drive value (for example, It is controlled so as to be in the reverse direction 7A). Here, in FIG. 4, the broken line is a control target of the current value, and the solid line is the actual operating current value.

  By such an alarm operation, as shown in FIG. 5, the tension is generated by winding the seat belt 14, that is, driving in the tightening direction, and the tension is released by driving the seat belt 14, that is, driving in the tightening releasing direction. Are repeated alternately several times within a predetermined time, and an alarm is issued to the occupant 10 via the seat belt 14.

  In addition, the electric seat belt control unit 35 of the seat belt device 15 controls the electric motor 29 according to the prediction results of the brake control unit 38 and the radar control unit 39 that predict the presence or absence of the collision of the vehicle. Tightening operation that generates tension is performed. Note that the electric seat belt control unit 35 determines that there is a collision with a stationary object in front of the vehicle traveling direction predicted by the radar control unit 39 and predicts that there is a stationary object collision (that is, when a stationary object signal is generated). When the radar control unit 39 determines that a collision with a moving object ahead in the vehicle traveling direction is predicted is predicted (ie, when a moving object signal is generated), and a brake pedal by the brake control unit 38 The tightening operation is performed at the earlier of the brake operation collision prediction determination time point (that is, when the BA signal is generated) which is determined to be predicted from the operation speed.

  In addition, the electric seat belt control unit 35 causes the seat belt 14 to generate different tensions depending on the prediction result of the collision presence prediction by the brake control unit 38 and the prediction result of the plurality of collision predictions by the radar control unit 39. Specifically, the radar control unit 39 predicts the presence of a collision with a stationary object ahead of the vehicle traveling direction and the tension F3 when the radar control unit 39 predicts the presence of a collision with a stationary object ahead of the vehicle traveling direction. The tension F2 at the time of prediction of the presence of a collision and the tension F1 at the time of prediction of the presence of a collision that is predicted to be present from the operation speed of the brake pedal 106 by the brake control unit 38 are larger. Thus, the electric motor 29 is controlled.

  For example, when a brake operation collision is predicted, the current value of the electric motor 29 is controlled to be within a first predetermined range (for example, 10 to 20 A) so that the first predetermined value (for example, 100 N) is generated on the seat belt 14 as the tension F1. . Further, when the moving object collision is predicted, the current value of the electric motor 29 is controlled to be within the second predetermined range (for example, 10 to 20 A) so that the second predetermined value (for example, 100 N) is generated on the seat belt 14 as the tension F2. . Further, when the stationary object collision is predicted, the current value of the electric motor 29 is controlled to be within the third predetermined range (for example, 6 to 10 A) so that the third predetermined value (for example, 50 N) is generated on the seat belt 14 as the tension F3. . In this example, the first predetermined value as the tension F1 and the second predetermined value as the tension F2 are set equal, and as a result, the first predetermined range and the second predetermined range of the current value are also set equal.

  In addition, the electric seatbelt control unit 35 controls the electric motor 29 to control the seating in any of the tightening operations in the case where the stationary object collision is predicted, the moving object collision is predicted, and the brake operation collision is predicted. The electric current value of the electric motor 29 is temporarily increased at the initial stage when a tension capable of restraining the occupant 10 is generated on the belt 14. That is, for a predetermined time immediately after the start of rotation of the electric motor 29, the current limit is set higher than the current limit when the tension set by the tightening operation is generated.

  Specifically, at the time of predicting that there is a brake operation collision, as indicated by t21 to t22 in FIG. 6, a predetermined first initial time (for example, 50 ms) immediately after the start of rotation of the electric motor 29 is set to a predetermined current limit. One initial limit value (for example, 20 A) is set, while the subsequent current limit is set to a predetermined first limit value (for example, 10 A) lower than the first initial limit value. Further, at the time of predicting the presence of a moving object collision, as indicated by t21 to t22 in FIG. 6, the current limit is set to a predetermined second initial time for a predetermined second initial time (for example, 50 ms) immediately after the start of rotation of the electric motor 29. While the limit value (for example, 20 A) is set, the subsequent current limit is set to a predetermined second limit value (for example, 10 A) lower than the second initial limit value. Further, at the time of predicting that there is a stationary object collision, as indicated by t31 to t32 in FIG. 7, a predetermined third initial time (for example, 50 ms) immediately after the start of rotation of the electric motor 29 is set to a predetermined third initial time. While the limit value (for example, 10 A) is set, the subsequent current limit is set to a predetermined third limit value (for example, 6 A) lower than the third initial limit value. In this example, since the first predetermined value as the tension F1 and the second predetermined value as the tension F2 are equal, the first initial limit value and the second initial limit value are set equal, and the first limit value and The second limit value is set equal. Here, in FIG. 6 and FIG. 7, the broken line is the control target of the current value, and the solid line is the actual operating current value.

  In addition, the tension F2 at the time of prediction with the presence of a moving object is made larger than the tension F3 at the time of prediction with the presence of a moving object collision, and the tension F1 at the time of prediction with a brake operation collision is made larger than the tension F2 at the time of prediction with a moving object collision. Thus, the electric motor 29 may be controlled (that is, F3 <F2 <F1).

  That is, the electric seat belt control unit 35 determines whether or not there is a possibility of contact between the vehicle 100 and the object based on the operation of the brake pedal 106 detected by the stroke sensor 117 and output from the brake control unit 38. When it is determined that there is a possibility of contact based on the driver's brake operation, priority is given to the case where it is determined that there is a possibility of contact based on the distance between the vehicle 100 and the object calculated by the radar control unit 39. Thus, the tightening tension of the seat belt 14 by the seat belt device 15 is increased.

  In this case, for example, when the stationary object collision is predicted, the third predetermined range of the current value of the electric motor 29 is controlled to be, for example, 6 to 10 A, and when the moving object collision is predicted, the current value of the electric motor 29 is controlled. Control is performed so that the second predetermined range is, for example, 10 to 20 A, and when the brake operation collision is predicted, control is performed so that the first predetermined range of the current value of the electric motor 29 is, for example, 20 to 25 A. In this case, the first initial limit value is also set higher than the second initial limit value, and the first limit value is also set higher than the second limit value.

  Hereinafter, an example of the timing of each operation of the travel safety device 123 of the present embodiment will be described in time series with reference to FIG.

  The radar control unit 39 detects, for example, a forward object (for example, a forward vehicle) with the radar 114, and performs automatic brake control when the distance from the forward object is reduced within a predetermined value based on the detection signal of the radar 114. At the same time (t41 in FIG. 8), a stationary object signal is output when the object in front is a stationary object, and a moving object signal is output when the object is a moving object. At t41 to t42), the occupant is warned by a sound such as an alarm buzzer and a display such as lighting of the warning lamp 48 that the distance from the object ahead is reduced by driving the sound output device (primary alarm). That is, when there is a possibility of colliding with an object ahead, or when the inter-vehicle distance is short, an occupant is made aware of this by voice and visual display, and an avoidance operation is prompted. In this initial stage, no deceleration is performed.

  Next, if the state in which the distance from the object ahead is reduced within a predetermined value by this audio output is maintained for a predetermined time (for example, 1 second), the radar control unit 39 is an electronic device that is a brake hydraulic pressure control device. First-stage deceleration generation by controlling the controlled negative pressure booster 107 to generate a braking force so that a predetermined deceleration can be obtained in the vehicle and causing the occupant to recognize that the braking force has been generated. The operation is performed (t42 to t43 in FIG. 8).

  Furthermore, if the state in which the distance from the object ahead is reduced within a predetermined value by the occurrence of this deceleration is maintained for a predetermined time (for example, 0.5 seconds), the radar control unit 39 causes the brake of the automatic brake device 120 to A second stage in which the electronically controlled negative pressure booster 107, which is a hydraulic pressure control device, is controlled to generate a braking force so that a higher predetermined deceleration can be obtained in the vehicle, thereby allowing the occupant to further recognize that the braking force has been generated. A deceleration generating operation is performed (t43 to t44 in FIG. 8).

  On the other hand, in the state where the radar control unit 39 predicts that there is a collision with a moving object ahead of the vehicle and the automatic brake control is being executed, the electric seat belt control unit 35 receives the moving object signal. However, based on this moving object signal, the electric seat belt control unit 35 determines the start of the deceleration generation operation described above in a state where the input state of the moving object signal is maintained from the start of input of the moving object signal. When a predetermined time (for example, 1 second) elapses (t42 in FIG. 8), the direction in which the seat belt 14 is tightened on condition that the buckle signal output from the buckle switch 45 is input via the airbag control unit 43. The forward rotation and the reverse rotation, which is the direction for releasing the tightening of the seat belt 14, are repeated alternately several times. An alarm actuating alert the occupant by the seat belt 14 by driving the electric motor 29 of the second pre-tensioner 30 as.

  As shown in FIG. 4, the alarm operation is performed by causing the electric motor 29 to rotate forward for a predetermined first normal rotation drive time (for example, 100 ms) and stop for a predetermined first stop time (for example, 10 ms), and then for a predetermined first time. Reverse rotation drive time (for example, 50 ms) is reversed, and a predetermined pause time (for example, 150 ms) is stopped. Subsequently, after a predetermined second forward rotation drive time (for example, 100 ms) is forwardly rotated and stopped for a predetermined second stop time (for example, 10 ms), the reverse rotation is performed for a predetermined second reverse rotation drive time (for example, 50 ms). Stop for a pause (eg, 150 ms). Subsequently, the motor is normally rotated for a predetermined third forward drive time (for example, 100 ms), stopped for a predetermined third stop time (for example, 50 ms), and then reversely rotated for a predetermined third reverse drive time (for example, 100 ms).

  With the above alarm operation, as shown in FIG. 5, the generation of tension by tightening the seat belt 14, that is, tightening, and the generation of tension by releasing the seat belt 14, that is, release of tightening, are alternately repeated. A warning is issued to the passenger via the seat belt 14. This alarm operation is set to be performed substantially in parallel with the above-described deceleration generation operation (t42 to t44 in FIG. 8). Here, in parallel with this alarm operation, a visual alarm is generated by the warning lamp 48 or the like, an alarm is audibly generated by an audio output device or the like, and an alarm is generated by another alarm device, It is also possible to combine these.

  That is, even when the primary alarm is generated, if the state where the distance between the vehicle 100 and the object is within the predetermined distance is maintained for a predetermined time based on the calculated relative relationship, the object is further increased than when the primary alarm is generated. It is determined that the vehicle is approaching, and the radar control unit 39 performs a light braking by the automatic brake device 120 in addition to a sound display such as a warning buzzer and a display of the warning lamp 48, etc., and braking force is generated on the occupant. The electric seat belt control unit 35 alternately repeats light tightening and releasing of the seat belt 14 alternately by the seat belt device 15 (secondary alarm). That is, when an object ahead is further approached than when the primary alarm is generated, in addition to sound and visual display, the occupant is made aware of this by deceleration and tightening of the seat belt 14, and prompts an avoidance operation.

  As described above, when it is determined that there is a possibility of contact with an object of the vehicle 100 based on the calculated relative relationship, the radar control unit 39 and the electric seat belt control unit 35 are connected to the automatic brake device 120 and the seat belt device. 15 will be operated in parallel.

  If a state where the distance from the object in front is reduced to a predetermined value is maintained for a predetermined time (for example, 2 seconds) even if the secondary alarm including the deceleration generation operation and the alarm operation is executed, the radar is The control unit 39 controls the electronically controlled negative pressure booster 107, which is a brake fluid pressure control device, and performs an emergency automatic brake operation that generates a braking force so that a higher predetermined deceleration can be obtained in the vehicle (t44 in FIG. 8). Or later).

  That is, the radar control unit 39 generates a higher deceleration by the automatic brake device 120 when the state where the distance between the vehicle 100 and the object is within the predetermined distance is maintained for a predetermined time based on the calculated relative relationship. .

  On the other hand, an electric seat that receives either a stationary object signal or a moving object signal that is output during execution of automatic brake control in a state where a collision with an object ahead of the vehicle is predicted from the radar control unit 39 The belt control unit 35 determines, based on one of the received stationary object signal and moving object signal, the start of the emergency automatic brake operation described above while the input state is maintained from the start of input of the signal. When it is determined that the same predetermined time (for example, 2 seconds) has elapsed (t44 in FIG. 8), the electric motor 29 is rotated forward for a predetermined normal rotation time (for example, 1 second), and the seat belt 14 is wound and tightened. A tightening operation for fixing the retractor 20 by the electric motor 29 in a stopped state for at least a predetermined fixing time (for example, 2 seconds) (that is, pulling out is impossible). The occupant 10 is restrained in the seat 13 by the seat belt 14 I.

  That is, when the state where the distance between the vehicle 100 and the object is within the predetermined distance based on the relative relationship calculated by the radar control unit 39 is maintained for a predetermined time, the electric seat belt control unit 35 performs the seating by the seat belt device 15. After the belt 14 is tightened, the seat belt 14 is fixed in a stopped state for at least a predetermined time.

  Here, in this tightening operation, when a stationary object signal is output, that is, when there is a stationary object collision predicted to collide with a stationary object ahead, a predetermined first time immediately after the rotation of the electric motor 29 is started. The third initial time (for example, 50 ms) sets the current limit to a predetermined third initial limit value (for example, 10 A) and temporarily increases the current value to immediately remove the slack of the seat belt 14, while the subsequent current limit is set to the first limit. 3. The current value is suppressed as a predetermined third limit value (for example, 6 A) lower than the initial limit value, and a third predetermined value (for example, 50 N) is generated in the seat belt 14 as the tension F3. On the other hand, in the tightening operation, when a moving object signal is output, that is, when a collision with a moving object (preceding vehicle) is predicted to occur, there is a predetermined immediately after the start of rotation of the electric motor 29. In the second initial time (for example, 50 ms), the current value is temporarily increased by setting the current limit to a predetermined second initial limit value (for example, 20 A), and the slack of the seat belt 14 is immediately removed, while the current limit thereafter Is set to a predetermined second limit value (for example, 10 A) lower than the second initial limit value, and the current value is suppressed, and a second predetermined value (for example, 100 N) is generated in the seat belt 14 as the tension F2.

  That is, even when the secondary alarm is generated, if the state in which the distance between the vehicle 100 and the object is within the predetermined distance based on the calculated relative relationship is maintained for a predetermined time, it is further than when the secondary alarm is generated. It is determined that it is difficult to avoid contact with an object by approaching an object ahead, and the radar control unit 39 performs strong braking by the automatic brake device 120 in addition to a sound such as an alarm buzzer and a display display such as lighting of a warning lamp 48. The electric seat belt control unit 35 strongly tightens the seat belt 14 by the seat belt device 15. That is, when the object is further approached than when the secondary alarm is generated, sound and visual display are performed and a large deceleration is generated so as to reduce the damage in the event of a collision. With strong tightening, the occupant restraining effect by the irreversible first pretensioner 28, which will be described later, is enhanced while the occupant's forward movement accompanying an increase in deceleration by the automatic brake device 120 is suppressed.

  Thereafter, the electric seat belt control unit 35, for example, after the brake operation by the occupant is performed and the brake signal is output from the brake switch 116 (t45 in FIG. 8), the operation of the brake pedal 106 is released and the brake switch 116 When the brake signal is stopped or it is determined from the output from the vehicle speed sensor 115 that the vehicle body speed has become zero, the electric motor 29 releases the fixing, that is, the tightening operation, when the retractor 20 is stopped.

  That is, when it is detected that the brake operation is released after the brake operation by the occupant is performed based on the detection result of the brake switch 116, and the stop of the vehicle 100 is detected based on the detection result of the vehicle body speed sensor 115. In at least one of the cases, the electric seat belt control unit 35 releases the fixation of the seat belt 14 in the stopped state by the seat belt device 15. In addition, the broken line in FIG. 8 has shown the part for the deceleration which arises by a passenger | crew's brake operation.

  Further, when it is determined that an emergency brake operation is being performed while traveling, for example, the depression speed of the brake pedal 106 is faster than a predetermined speed based on the output of the stroke sensor 117 that is a brake operation speed sensor. The brake control unit 38 predicts that there is a collision with an object ahead of the vehicle and performs brake assist control. As a result, the deceleration increases rapidly (two-dot chain line in FIG. 8). During the execution of the control, the electric seat belt control unit 35 performs the tightening operation with priority over the tightening operation performed on the basis of the relative relationship calculated by the radar control unit 39, and seats the occupant 10 with the seat belt 14. 13 is restrained.

  Further, when the crash sensor 49 detects a vehicle collision, the airbag control unit 43 inflates the airbag device 121 and ignites the explosive first pretensioner 28 to immediately retract the seat belt 14. tighten.

  That is, the airbag control unit 43 controls the operation of the airbag device 121 and the irreversible first pretensioner 28 when the crash sensor 49 detects a vehicle collision.

  As described above, the automatic brake device 120 can decelerate the vehicle with a plurality of different deceleration patterns, and the seat belt device 15 can tighten and release the seat belt 14 with a plurality of different operation patterns. It is possible to do. In addition, the switch which the passenger | crew can turn off the driving | running | working safety device 123 by manual operation is provided.

  According to the vehicle travel safety device 123 of the present embodiment described above, the radar control unit 39 calculates the relative relationship including the distance between the vehicle 100 and the object existing in the traveling direction from the detection result of the radar 114. Then, based on this, the presence or absence of the possibility of contact between the vehicle 100 and the object is determined. When there is a possibility of contact, the radar control unit 39 automatically decelerates the vehicle 100 by the automatic brake device 120, which is a safety device 122 provided in the vehicle 100, and in parallel, the seat belt device. The seat belt 14 is tightened and released by 15. The deceleration by the automatic brake device 120 causes the occupant to experience the deceleration force, and the seat belt 14 is tightened and released by the seat belt device 15 in parallel therewith, and the occupant is shaken by the seat belt 14. You will feel it. That is, a warning is issued to the passenger. Therefore, a warning can be issued to the occupant and the contact avoidance operation can be prompted. Therefore, not only the driver but also the passenger such as the passenger seat can be prepared for the rear-end collision. In addition, even if the operation of the automatic brake device 120 is not at a level at which it is possible to recognize that there is a possibility of contact with the occupant, the occupant can recognize this by the operation of the seat belt device 15. In order to avoid this, it is possible to reliably recognize that the automatic brake device 120 is operating.

  Further, the automatic brake device 120 can decelerate the vehicle 100 with a plurality of different deceleration patterns, and the seat belt device 15 can tighten and release the seat belt 14 with a plurality of different operation patterns. Therefore, the case of issuing a warning to the occupant and the case of avoiding contact with an object may cause the speed reduction and the operation of the seat belt 14 to be different, or the speed reduction and the operation of the seat belt 14 may be made different according to the degree of emergency. it can.

  Further, when the distance between the vehicle 100 and the object falls within a predetermined distance, the radar control unit 39 generates a deceleration that allows the occupant to recognize that the braking force has been generated by the automatic brake device 120, and electrically The seat belt control unit 35 alternately repeats tightening and releasing the tightening of the seat belt 14 by the seat belt device 15 so that the occupant can surely recognize these. Therefore, an alarm can be issued so that the passenger can be surely recognized.

  In addition, the state where the distance between the vehicle 100 and the object is within the predetermined distance is maintained for a predetermined time, that is, when the distance between the vehicle and the object is not separated even if an alarm is issued, the radar control unit 39 The automatic brake device 120 generates a higher deceleration. Therefore, even in the unlikely event of a collision, the damage can be reduced.

  Furthermore, when the distance between the vehicle 100 and the object is within the predetermined distance is maintained for a predetermined time, that is, when the distance between the vehicle 100 and the object is not separated even if an alarm is issued, the electric seat belt control unit 35 However, after the seat belt 14 is tightened by the seat belt device 15, the seat belt 14 is fixed in a stopped state for at least a predetermined time, so that the forward movement of the occupant accompanying the increase in the deceleration by the automatic brake device 120 can be suppressed. Therefore, an occupant can perform an operation for avoiding contact with an object with a good posture.

  Further, when it is detected that the brake operation is released after the brake operation by the occupant is performed based on the detection result of the brake switch 116, and the stop of the vehicle 100 is detected based on the detection result of the vehicle body speed sensor 115. When at least one of them is detected, the electric seat belt control unit 35 releases the fixation of the seat belt 14 in the stopped state by the seat belt device 15, so that a reset switch becomes unnecessary.

  Furthermore, when it is determined from the detection result of the stroke sensor 117 that there is a possibility of contact based on the occupant's brake operation, that is, when the deceleration increases immediately, the vehicle 100 and the object calculated by the radar control unit 39 Therefore, the tightening tension of the seat belt 14 by the seat belt device 15 is preferentially increased with respect to the case where it is determined that there is a possibility of contact based on the distance, so that the forward movement of the occupant can be immediately suppressed. Therefore, the occupant 10 can perform the contact avoidance operation on the object in a good posture even in various forms such as a sudden interruption from the side.

  In addition, when the crash sensor 49 detects a collision of the vehicle 100, the airbag device 121 and the first pretensioner 28 that tightens the irreversible seat belt can be operated by the airbag control unit 43. Therefore, when the vehicle 100 collides, the first pretensioner 28 reliably restrains the occupant to the seat 13 and operates the airbag device 121 to reduce the damage of the collision.

  Furthermore, since the first pretensioner 28 can be operated after decelerating with the automatic brake device 120, the first pretensioner 28 can be reduced in size. Further, the airbag device 121 and the first pretensioner 28 can be operated simultaneously by detecting the collision of the vehicle by the crash sensor 49.

  In addition, since the airbag device 121 can be operated by detecting the collision of the vehicle by the crash sensor 49 after the vehicle is decelerated by the automatic brake device 120 and the seat belt device 15 is fastened by the seat belt device 15, the operation of the airbag device 121 is enabled. Sometimes the host vehicle is sufficiently decelerated and the occupant is also restrained, so that the airbag device 121 can be downsized.

  In addition, since the radar control unit 39, the brake control unit 38, and the electric seat belt device control unit 35 are connected to the connection bus 36 of the in-vehicle LAN, for example, the brake control output based on the calculation result of the radar control unit 39. The electric seat belt control unit 35 can control the seat belt device 15 based on the BA signal of the unit 38, and the mutual timing of the brake operation and the seat belt operation can be easily controlled.

  Further, in order to make the operation of the seat belt device 15 different between the case where there is a possibility of contact with a stationary object and the case where there is a possibility of contact with a moving object, whether the object colliding with the own vehicle is a stationary object. Whether the object is a moving object can be recognized by an occupant through the operation of the seat belt device 15.

Further, the seat belt device 15 has the following effects.
The electric seat belt control unit 35 drives the electric motor 29 so as to alternately repeat forward rotation and reverse rotation, thereby performing an alarm operation that alternately repeats driving in the tightening direction and loosening release direction of the seat belt 14. By doing so, the occupant 10 can feel the driving of the seat belt 14 in the tightening direction and the driving in the tightening releasing direction repeatedly. As a result, the occupant 10 can recognize this. That is, an alarm can be issued to the occupant 10 with the seat belt 14.

  Further, in the alarm operation, the forward driving time of the electric motor 29 for fastening the seat belt 14 is set longer than the reverse driving time for loosening the seat belt 14 immediately after that, so that the fastening after the seat belt 14 is fastened. The amount of release can be reduced, and as a result, the driving of the seat belt 14 in the tightening direction and the driving in the tightening release direction can be experienced without causing the occupant 10 to feel uncomfortable. That is, the warning can be issued by the seat belt 14 without causing the occupant 10 to feel uncomfortable.

  Further, since the electric seat belt control unit 35 performs an alarm operation based on the moving object signal of the radar control unit 39 that predicts the presence or absence of a vehicle collision, when the vehicle collision is predicted, an alarm is given to the occupant 10. Can be emitted. Therefore, a warning can be effectively issued to the occupant 10.

  In addition, since the electric seat belt control unit 35 performs the tightening operation of rotating the electric motor 29 in the forward direction and tightening the seat belt 14 after performing the alarm operation, the seat is performed with an increased possibility of a vehicle collision. The operation can be performed so that the occupant 10 can recognize the possibility of the collision of the vehicle at an early stage before the tightening operation of the belt 14 to avoid the collision. Therefore, a warning can be effectively issued to the occupant 10.

  In the above description, the case where both the first pretensioner 28 of the explosive type and the second pretensioner 30 by the electric motor 29 are provided on the retractor 20 side has been described as an example, but the first pretensioner 28 of the explosive type is used. The second pretensioner 30 may be provided on the buckle 26 side, provided on the retractor 20 side. In this case, the second pretensioner 30 tightens the seat belt by pulling the buckle 26 with the electric motor 29. Further, the relationship between the first pretensioner 28 and the second pretensioner 30 may be reversed.

  The seat belt device 15 is provided not only for the driver but also for the seats of passengers other than the driver.

  In addition, it is also possible to use an electric motor 29 that is used only for forward rotation. In this case, the electric seat belt control unit 35 controls the electric motor 29, the reel 31 that winds up the seat belt 14, and the electric motor 29. The above operation is performed by alternately repeating the tightening and releasing of tightening of the seat belt 14 by controlling the connection / disengagement of the mechanical meshing.

1 is an overall configuration diagram illustrating a vehicle travel safety device according to an embodiment of the present invention. 1 is a block diagram illustrating a vehicle travel safety device according to an embodiment of the present invention. 1 is an overall configuration diagram showing a seat belt device and its related configuration in a vehicle travel safety device according to an embodiment of the present invention. It is a diagram which shows the motor current value at the time of the alarm action of the seatbelt apparatus in the travel safety device of the vehicle of one Embodiment of this invention in time series. It is a diagram which shows the generation | occurrence | production tension | tensile_strength at the time of the alarm action of the seatbelt apparatus in the travel safety apparatus of the vehicle of one Embodiment of this invention in time series. It is a diagram which shows the motor current value at the time of the prediction at the time of the moving object collision presence prediction and the brake operation collision presence prediction of the seatbelt apparatus in the vehicle travel safety device of one embodiment of the present invention in time series. It is a diagram which shows in a time series the motor current value at the time of prediction that there is a stationary object collision of the seat belt device in the vehicle travel safety device of one embodiment of the present invention. It is a diagram which shows an example of the timing of each operation | movement of the seatbelt apparatus in the vehicle travel safety device of one Embodiment of this invention, and the deceleration which generate | occur | produces in time series.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Crew 14 Seat belt 15 Seat belt device 38 Brake control unit (safety device operation control means)
39 Radar control unit (relative relationship calculation means, safety device operation control means)
43 Airbag control unit (safety device operation control means)
100 Vehicle 114 Radar (Object detection means)
120 Automatic brake device 122 Safety device 123 Travel safety device

Claims (2)

Object detection means for detecting an object present in the traveling direction of the vehicle;
A relative relationship calculating means for calculating a relative relationship including the distance between the vehicle and the object based on the detection result of the object detecting means;
Safety that controls the operation of a safety device provided in the vehicle when it is determined that there is a possibility of contact between the vehicle and an object based on the relative relationship calculated by the relative relationship calculation means. Device operation control means;
In a vehicle travel safety device comprising:
The safety device includes an automatic brake device that automatically decelerates the vehicle, and a seat belt device that automatically tightens and releases the seat belt,
When the safety device operation control means determines that there is a possibility of contact, the automatic brake device and the seat belt device are operated in parallel,
The automatic brake device can decelerate the vehicle in a plurality of different deceleration patterns,
The vehicle safety device according to claim 1, wherein the seat belt device can perform tightening and releasing of the seat belt in a plurality of different operation patterns. The safety device operation control means causes the occupant to recognize that braking force is generated by the automatic brake device when the distance between the vehicle and the object is within a predetermined distance based on the relative relationship calculated by the relative relationship calculating means. The vehicle travel safety device according to claim 1, wherein a deceleration that can be generated is generated and the seat belt device alternately repeats tightening and releasing of the seat belt.

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