JP2005075269A - Occupant protecting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an occupant protecting device improved in occupant protecting performance. <P>SOLUTION: The occupant protecting device 1 comprises a vehicular state detecting portion 10 detecting a vehicular state, a collision detecting portion 20 detecting or estimating a collision of a vehicle, and a posture detecting portion detecting a seating posture of an occupant H. The occupant protecting device 1 comprises a posture correcting portion 40, and a controller 50. The controller 50 controls the posture correcting portion 40 to raise the upper half of the body of the occupant H on the basis of a signal from the vehicular state detecting portion 10 and the posture detecting portion 30. The controller 50 controls the posture correcting portion 40 so as to raise the upper half of the body of the occupant H even when a signal indicating the collision of the vehicle is inputted from the collision detecting portion 20. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an occupant protection device.

2. Description of the Related Art Conventionally, an occupant protection device that protects an occupant when a vehicle collision is predicted based on a signal from an obstacle detection unit is known. In this device, when a collision is predicted, the pretensioner device is controlled to wind up the seat belt before the collision. Also, when winding, select the optimal winding tension set in multiple stages to ensure the occupant protection while preventing the occupant's braking and steering operations from being affected. (See Patent Document 1).
JP 2003-182519 A

  In the conventional device, tension is applied to the seat belt so that the passenger's head and chest are not too close to the interior parts such as the steering and the front window. That is, the conventional device aims to suppress the forward movement amount of the passenger's head and chest so that the head and chest are not too close to the interior parts.

  Further, in the conventional apparatus, tension is applied to the seat belt before the collision in order to reduce the deceleration applied to the head and the load applied to the chest. That is, in the conventional apparatus, the tension is applied to the seat belt to such an extent that the deceleration applied to the head and the load applied to the chest are alleviated, and the tension is not applied more than necessary. For this reason, the tension | tensile_strength provided to a seatbelt is restrained to the extent which suppresses the amount of forward movement of a passenger | crew's head and a chest.

  As described above, the conventional apparatus protects the occupant by suppressing the forward movement of the occupant. However, since the conventional apparatus aims to suppress forward movement, no consideration is given in terms of occupant posture correction. For example, when the occupant's knee hits the dash panel in the event of a collision, it is desirable to raise the upper body from the viewpoint of how the passenger feels the load, but such a point is not taken into consideration.

  As described above, the conventional device sufficiently protects the occupant by suppressing the amount of forward movement of the occupant, but there is room for improvement in terms of occupant protection performance from the viewpoint of correcting the posture of the occupant. .

  According to the present invention, the occupant protection device includes vehicle state detection means, collision detection means, posture detection means, posture correction means, and control means, where the vehicle state detection means detects the state of the vehicle, and the collision detection means A vehicle collision is detected or predicted, the posture detection means detects the sitting posture of the occupant, the posture correction means adjusts the inclination angle of the upper body of the occupant, and the control means includes a vehicle state detection means, a collision detection means, and a posture detection means. The posture correction means is controlled to raise the upper body of the occupant based on the signals from the above.

  According to the present invention, the posture of the occupant is detected, and the posture correction is performed not only to suppress the forward movement of the occupant during a collision or the like, but also to raise the upper body depending on the occupant posture. For this reason, even if it is a case where a passenger | crew's knee part and a dash panel interfere in the case of a collision, it is possible to carry out posture correction so that a passenger | crew may not feel a load easily. Therefore, it is possible to improve the passenger protection performance.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described with reference to the drawings. In the drawings, the same or corresponding elements are denoted by the same reference numerals and description thereof is omitted.

  First, the occupant protection device according to the present embodiment not only suppresses the forward movement of the occupant when the vehicle collides, but also corrects the occupant's posture by raising the occupant's upper body, thereby suitably protecting the occupant. To do. In the following, as an example of the occupant protection device, an example in which the upper body of the occupant is raised to the vehicle rear side by a seat belt at the time of a collision will be described.

  First, before describing the occupant protection device according to the present embodiment, the state of the passenger compartment and the state of the collision will be described. FIG. 1 is a configuration diagram showing a seat peripheral part in a passenger compartment in which the occupant protection device according to the present embodiment is used, (a) is a perspective view showing the seat peripheral part, and (b) is a seat removed. It is a perspective view which shows the mode of time.

  As shown in FIG. 1A, the seat 100 is disposed in a passenger compartment space formed by the vehicle body skeleton 101. Specifically, the seat 100 is fixed on the passenger compartment floor surface 102 via a front and rear position adjusting rail. In front of the seat 100, a dash panel 103 is disposed transversely.

  The seat 100 is provided with a belt-like seat belt 41 that restrains the occupant. The seat belt 41 has one end 41a connected to a retractor 42 stored below the vehicle body skeleton 101, and the other end 41b attached to the vehicle body skeleton 101 substantially below the seat.

  Further, the seat belt 41 is passed through the slits of the anchor portion 43 and the tongue portion 44 from the one end 41 a to the other end 41 b. The anchor portion 43 is fastened to the vehicle body frame 101 on the substantially upper side of the seat. The tongue portion 44 is movably locked to the seat belt 41 between the other end 41 b and the anchor portion 43. Further, the tongue portion 44 is adapted to be attached to the buckle portion 45. The buckle portion 45 extends from the floor surface on the opposite side of the vehicle body skeleton 101 with the seat 100 interposed therebetween.

  With this configuration, when the tongue portion 44 is attached to the buckle portion 45, the seat belt 41 restrains the occupant from the shoulder of the occupant to the waist portion on the buckle side, and from the waist portion on the buckle side to the body skeleton side. The occupant is restrained over the waist.

  FIG. 2 is an explanatory view showing the behavior of an occupant at the time of a frontal collision of a vehicle. (A) shows the state of the occupant before the occurrence of the collision, and (b), (c) and (d) are the occurrences of the collision. The state of the rear passenger is shown. FIG. 2B shows a case where the seat belt device does not include a pretensioner mechanism, and FIG. 2C shows a case where the seat belt device includes a pretensioner mechanism. Further, (d) shows a case where the seat belt device includes a pretensioner mechanism and a small passenger is on board. Furthermore, in the example shown in FIG. 2, it is assumed that an airbag is installed in the vehicle.

  First, as shown in FIG. 2A, the occupant H is seated in a state of leaning against the backrest portion of the seat 100 before the collision. Here, when a frontal collision occurs, the occupant H's body moves forward. As shown in FIGS. 2B, 2C, and 2D, when the speed at the time of the collision is large, the airbag 104 is deployed and the upper body of the occupant H is restrained. The upper body of the occupant H is also restrained by the seat belt 41.

  At this time, in the case of the example illustrated in FIG. 2B, the forward movement of the occupant H is suppressed by the seat belt 41 and the airbag 104. Moreover, in the example shown in FIG.2 (c), although the point by which the passenger | crew H's forward movement is suppressed is the same, since the pretensioner mechanism is provided, the suppression effect is still higher. For this reason, the occupant H's body stops at a position farther from the steering 105 than in the example shown in FIG.

  Thus, the upper body of the occupant H is restrained and protected by the seat belt 41 and the airbag 104. However, in any example, the knee of the occupant H interferes with the dash panel 103. Whether or not the knee of the occupant H interferes with the dash panel 103 depends on the deceleration at the time of the vehicle collision. However, if the deceleration is large, the possibility of interference increases.

  For example, when a small occupant H is in the vehicle as in the example shown in FIG. 2D, the occupant H usually places the seat 100 slightly forward. Here, when a frontal collision occurs, the forward movement of the occupant H is suppressed by the seat belt 41 and the airbag 104 as in the above example. Further, since the seat belt device includes the pretensioner mechanism, the occupant H's body is stopped at a position away from the steering 105. However, even in this case, since the position of the seat 100 is closer to the front, the knee portion of the occupant H interferes with the dash panel 103.

  Further, although not shown, even when the position of the seat 100 is slightly rearward, such as when a large occupant H is on board, when the vehicle is deformed by a collision, the knee portion of the occupant H There is a possibility of interfering with the dash panel 103.

  Thus, the possibility of the interference between the knee of the occupant H and the dash panel 103 is not denied by the physique of the occupant H, the seat position, etc., and may occur when the deceleration is large. It is. In the event of a collision, the occupant H may step on the pedals 106 by stepping on his / her legs. However, even if the occupant H strongly presses down, the interference between the knee and the dash panel 103 does not occur. Absent.

  Next, the angle of the pelvis with respect to the femur will be described for each posture of the occupant H. FIG. 3 is an explanatory view showing the angle of the pelvis with respect to the femur, and (a) shows a state in a normal posture. Further, (b) shows a state when the posture is slightly forward tilted, and (c) shows a state when it is largely tilted forward.

  First, as shown in FIG. 3A, in the normal sitting posture, the pelvis B is inclined backward (extended) with respect to the femur T. In addition, as shown in FIG. 3B, when the occupant H is slightly tilted forward, the pelvis B is substantially orthogonal to the femur T. Further, as shown in FIG. 3C, when the occupant H is largely tilted forward by an inertial force such as a frontal collision of the vehicle, the pelvis B is tilted (bent) forward with respect to the femur T.

  Here, if a load F is applied to the knee, the load F is transmitted through the femur T and reaches the pelvis B. The load applied to the pelvis B at this time is shown in FIG. FIG. 4 is an explanatory view showing a load direction applied to the pelvis B when a load F is applied to the knee in each posture shown in FIG. 3, and (a) shows the pelvis B from the front. ) Shows the pelvis B from the side.

  First, it is assumed that a load F is applied to the knee in a normal posture as shown in FIG. In this case, the load F travels along the femur T and is applied in the upward and rearward direction of the pelvis B (the direction of arrow a in FIG. 4B). In the case of a slightly forward tilted posture as shown in FIG. 3B, the load F is applied in the backward direction of the pelvis B (the direction of the arrow b in FIG. 4B). Moreover, as shown in FIG.3 (c), when it inclines largely forward, the load F is added to the posterior direction of the pelvis B (FIG.4 (b) arrow c direction).

  Thus, the load direction applied to the pelvis B differs depending on the posture of the occupant H. Here, due to the structure of the pelvis B, the occupant H tends to feel the load F itself small when the load F is applied in the upward and rearward direction (the direction of arrow a in FIG. 4B). When the load F is applied in the upward and rearward direction (the direction of arrow a in FIG. 4B), the load F is transmitted from the pelvis B toward the spine, and a part of the load F is released to other than the pelvis B. For this reason, the occupant H can easily feel the load F itself small.

  On the other hand, when the load F is applied in the downward rear direction (the direction of arrow c in FIG. 4B), the occupant H tends to feel the load F itself large. In this case, the load F is difficult to be transmitted from the pelvis B toward the spine, and there is no escape place for the load F. For this reason, the occupant H can easily feel the load F itself.

  That is, when the discomfort of the occupant H due to the load F being applied is taken into consideration, it can be said that the occupant H is preferably in a state where the posture of the occupant H is caused backward rather than a forward tilt state. More specifically, when the pelvis B (that is, the upper body) is at an angle greater than or equal to the right angle with respect to the femur T, the load F is transmitted in the spine direction, and the discomfort of the occupant H is reduced.

  Next, a specific configuration of the occupant protection device according to the present embodiment will be described. FIG. 5 is a configuration diagram of the occupant protection device according to the present embodiment, where (a) shows the overall configuration, and (b) shows the peripheral configuration of the seat 100.

  As shown in FIG. 5A, the occupant protection device 1 according to this embodiment includes a vehicle state detection unit (vehicle state detection means) 10 that detects the state of the vehicle. The occupant protection device 1 further includes a collision detection unit (collision detection unit) 20 for detecting or predicting a vehicle collision, and a posture detection unit (posture detection unit) 30 for detecting the sitting posture of the occupant H. It has. Further, the occupant protection device 1 includes a posture correction unit (posture correction means) 40 that adjusts the inclination angle of the upper body of the occupant H.

  The vehicle state detection unit 10 is configured to input information from a traveling device or the like. Specifically, the vehicle state detection unit 10 is configured to include a traveling state detection sensor that detects a traveling state of the vehicle including at least one of the traveling speed and the front / rear / left / right acceleration. Further, the vehicle state detection unit 10 includes an operation detection sensor that detects at least one of the rapid steering of the steering 105 and the rapid operation of the pedals 106.

  The collision detection unit 20 is provided in a substantially front part of the vehicle, and is configured by a collision detection sensor that detects a vehicle collision by at least one of impact and deceleration. The posture detection unit 30 is provided in the vicinity of the seat 100 on which the occupant H is seated. Specifically, as shown in FIG. 5 (b), the posture detection unit 30 includes a load meter disposed at a substantially lower end of the seat back portion. Here, the load meter may be arranged substantially behind the seat seat surface.

  The posture correction unit 40 is provided in the vicinity of the seat 100 on which the occupant H is seated, similarly to the posture detection unit 30. The posture correcting unit 40 is a seat belt device including a seat belt 41 and its related parts 42 to 45, and the related parts include the retractor 42 described above.

  Furthermore, the occupant protection device 1 is a controller (control means) that controls the posture correction unit 40 to raise the upper body of the occupant H based on signals from the vehicle state detection unit 10, the collision detection unit 20, and the posture detection unit 30. ) 50. The controller 50 is installed in the vicinity of the center of the vehicle that is not easily damaged during a collision, and is configured to operate the posture correction unit 40 when a predetermined condition is satisfied.

  FIG. 6 is a configuration diagram illustrating details of the retractor 42 that is a component of the posture correction unit 40. The retractor 42 functions as a winding portion for the seat belt 41. As shown in FIG. 6, the retractor 42 includes a bobbin 421, a housing 422, a rotating shaft 423, an ELR unit 424, an electric clutch 425, a reduction gear 426, and an electric actuator 427.

  The bobbin 421 is a substantially cylindrical body that is accommodated in the housing 422 and to which one end 41a of the seat belt 41 is fastened. A rotating shaft 423 is passed through the central portion of the cylindrical bobbin 421. For this reason, the bobbin 421 is rotatable around the rotation shaft 423.

  One end of the rotating shaft 423 is connected to an ELR portion 424 that feeds and winds the seat belt 41 and stops abrupt feeding. On the other hand, the other end of the rotating shaft 423 is connected to an electric actuator 427 via an electric clutch 425 and a reduction gear 426.

  The electric clutch 425 is not connected to the rotating shaft 423 at a normal time when no collision or the like occurs. For this reason, when the occupant H wears the seat belt 41, only the ELR portion 424 operates. On the other hand, the electric clutch 425 is connected to the rotating shaft 423 when a collision or the like occurs and receives a signal from the controller 50. For this reason, the driving force generated by the electric actuator 427 is transmitted to the rotating shaft 423 via the reduction gear 426 and the electric clutch 425. At this time, the driving force is amplified and transmitted by the reduction gear 426.

  In such an occupant protection device 1, first, a traveling state detection sensor that is one of the vehicle state detection units 10 detects a traveling state of the vehicle including a traveling speed, front / rear / left / right acceleration, and the like. Further, an operation detection sensor which is one of the vehicle state detection units 10 detects a sudden steering of the steering 105 or a sudden operation of the pedals 106. Then, the vehicle state detection unit 10 transmits these pieces of information to the controller 50.

  After the transmission, the controller 50 collects and analyzes the information of the traveling state detection sensor and the operation detection sensor, and determines whether or not the vehicle is in an emergency state. That is, the controller 50 determines whether or not the knee portion is in a state (emergency state) that interferes with the dash panel 103 when a frontal collision occurs.

  For example, when the vehicle speed is several kilometers, the knee of the vehicle occupant H does not reach the dash panel 103 even if a frontal collision occurs. In such a case, the controller 50 determines that the vehicle is not in an emergency state.

  On the other hand, the posture detection unit 30 detects a load applied to the backrest portion. Then, the posture detection unit 30 outputs a voltage signal indicating the amount of load applied to the backrest portion to the controller 50. Here, the voltage level indicated by the voltage signal has a maximum value in the normal posture. This is because the load is most applied to the backrest portion in the normal posture. After the transmission, the controller 50 determines the posture of the occupant H based on the voltage level indicated by the voltage signal.

  Thereafter, the controller 50 determines whether or not to operate the posture correction unit 40 based on whether or not the vehicle is in an emergency state. Further, when it is determined that the controller 50 is to be operated, the controller 50 determines the operation method of the posture correction unit 40 based on the posture of the occupant H.

  For example, the controller 50 controls the posture correction unit 40 to raise the occupant when the angle of the upper half of the occupant H with respect to the thigh T of the occupant H (hereinafter referred to as the upper body angle) is smaller than a right angle. Further, for example, when the upper body angle is larger than a right angle, the controller 50 controls the posture correction unit 40 so as to suppress the amount of forward movement of the occupant H.

  Further, when operating the posture correction unit 40, the controller 50 controls the posture correction unit 40 by connecting the electric clutch 425 to the rotating shaft 423 and applying a predetermined drive voltage V to the retractor 42.

  Furthermore, the collision detection unit 20 constantly detects a vehicle impact or the like, and when an excessive impact or the like is applied to the vehicle, transmits a signal indicating that to the controller 50. Upon receiving this signal, the controller 50 determines that there is a vehicle collision, and controls the posture correction unit 40 to raise the passenger H regardless of the emergency state and the passenger posture.

  Next, an example of operation | movement of the passenger | crew protection apparatus 1 is demonstrated along a flowchart. FIG. 7 is a flowchart showing an example of the operation of the occupant protection device 1 according to the present embodiment.

  First, as shown in FIG. 7, the controller 50 starts sensing the vehicle state and the occupant posture (ST10). Thereby, the vehicle state detection unit 10 detects the vehicle state, and the posture detection unit 30 detects the occupant posture.

  Thereafter, the controller 50 inputs a signal from the posture detection unit 30 and detects the initial state of the occupant H, that is, the initial posture (ST11). At this time, the controller 50 receives a signal of a voltage level G corresponding to the initial occupant posture from the posture detection unit 30. And the controller 50 memorize | stores the voltage level G obtained in this process. In many cases, the occupant H is in a normal posture at the start of boarding. For this reason, the controller 50 will memorize | store the voltage level G when the passenger | crew H is a normal attitude | position.

  After the detection, the controller 50 inputs a signal indicating the vehicle state from the vehicle state detection unit 10 (ST12). Next, controller 50 determines whether or not the vehicle is in an emergency state based on the vehicle state detected by vehicle state detection unit 10 (ST13). In this process, as described above, the controller 50 collectively analyzes signals from both the traveling state detection sensor and the operation detection sensor to determine whether or not the state is an emergency state.

  If it is determined that the state is not an emergency state (ST13: NO), the process returns to step ST12, and the controller 50 again inputs a signal indicating the vehicle state. On the other hand, when it is determined that the vehicle is in an emergency state (ST13: YES), the controller 50 inputs a signal from the posture detection unit 30 and inputs a voltage level G signal indicating the latest passenger posture (ST14).

  Here, the controller 50 stores the voltage level G when the occupant H is in the normal posture in step ST11. For this reason, the controller 50 can determine the current occupant posture with respect to the normal posture by inputting the signal of the voltage level G corresponding to the latest occupant posture.

  Thereafter, the controller 50 sends a signal to the retractor 42 to engage the electric clutch 425 with the rotating shaft 423. Further, the controller 50 generates the drive voltage V for the retractor 42 and operates the posture correction unit 40 (ST15). At this time, the controller 50 generates a drive voltage V corresponding to the latest occupant posture. That is, when the upper body angle exceeds a right angle, the forward movement amount of the occupant H may be suppressed. On the other hand, when the upper body angle is less than a right angle, it is necessary to cause the occupant H. For this reason, the controller 50 generates the drive voltage V corresponding to the occupant posture, and controls the pull-in amount of the seat belt 41 to an optimum value. Here, the retracting amount of the seat belt 41 includes not only the amount of winding the seat belt 41 when the occupant H is actually caused, but also tension applied to suppress forward movement.

  Thereafter, the controller 50 determines whether or not the voltage level G indicating the latest occupant posture exceeds the threshold G1 (ST16). With this process, the controller 50 determines whether or not to continue the operation of the posture correction unit 40 started in step ST15. The threshold value G1 is determined based on the initial voltage level G. For example, the controller 50 stores information on the coefficient α (0 <α <1) in advance, and determines “G1” by calculating “G1 = αG” when the initial voltage level G is obtained.

  At this time, the value “G1” indicates a numerical value when the upper body angle is a right angle. That is, in step ST16, the controller 50 determines based on the case where the upper body angle is a right angle.

  The value “G1” is a numerical value when the upper body angle is a right angle, while the value of “α” is preferably in the range of “βδ <α <G0−βδ”. Here, β is a safety factor, and δ is a noise signal. Further, β> 1, 0 <δ <1, 0 <βδ <1. This is because it is possible to prevent erroneous determination due to the noise signal δ.

  If it is determined that the voltage level G indicating the latest occupant posture does not exceed the threshold G1 (ST16: NO), the process returns to step ST14. That is, when the threshold value G1 is not exceeded, the latest upper body angle is equal to or less than a right angle. For this reason, the controller 50 will return a process to step ST14 in order to continue the action | operation of the attitude | position correction | amendment part 40, when the threshold value G1 is not exceeded.

  On the other hand, when it is determined that the value exceeds the threshold G1 (ST16: YES), the controller 50 determines whether or not a collision is avoided (ST17). Whether it is avoided or not is performed in the same manner as the determination as to whether or not it is an emergency state. That is, the controller 50 determines that the collision has been avoided when not in an emergency state, and determines that the collision has not been avoided when in an emergency state.

  When it is determined that the collision is not avoided, that is, in an emergency state (ST17: NO), the controller 50 returns the process to step ST14 in preparation for the collision. That is, as long as the emergency state continues, the controller 50 returns the process to step ST14 because the occupant H tilts forward and the knee interferes with the dash panel when a collision occurs.

  On the other hand, when it is determined that the collision has been avoided, that is, when it is not an emergency state (ST17: YES), the controller 50 sends a signal to the retractor 42 again to release the electric clutch 425 and generate the drive voltage V. Stop (ST18). That is, when not in an emergency state, the controller 50 stops the generation of the drive voltage V in order to stop the operation of the posture correction unit 40 because the knee does not interfere with the dash panel even if a collision occurs. Then, the process returns to step ST12.

  Further, while the processes of steps ST10 to ST18 are performed, the controller 50 starts sensing the vehicle state (ST19). Thereafter, the controller 50 determines whether or not there is a vehicle collision based on a signal from the collision detection unit 20 (ST20).

  When it is determined that there is no vehicle collision (ST20: NO), the process is repeated until it is determined that there is a collision. On the other hand, when it is determined that there is a vehicle collision (ST20: YES), the controller 50 engages the electric clutch 425 with the rotating shaft 423 and generates the drive voltage V of the retractor 42 to Winding is performed (ST21). This process is forcibly performed regardless of the processes of steps ST10 to ST18 described above. That is, even if the controller 50 determines that the vehicle is not in an emergency state in step ST13, for example, if it is determined in step ST20 that the vehicle has collided, the seat belt 41 is wound up.

  Thereafter, the controller 50 waits for about several seconds (for example, about 3 seconds), releases the electric clutch 425, and stops generating the drive voltage V (ST22). Then, the process ends.

  Next, a signal indicating the occupant posture transmitted from the posture detection unit 30 will be described. FIG. 8 is an explanatory diagram of the voltage level G input in steps ST11 and ST14 shown in FIG. FIG. 8A shows an installation example of the posture detection unit 30, and FIG. 8B shows the state of the occupant H in the normal posture. Further, (c) shows a state when the occupant H is slightly forward tilted (the upper body angle is a right angle), and (d) shows a state when the occupant H is largely inclined forward. Further, (e) shows a signal indicating an occupant posture G obtained according to each posture of the occupant H.

  First, as illustrated in FIG. 8A, the posture detection unit 30 is disposed at the lower end of the seat back portion. For this reason, the voltage level G output from a load cell becomes so large that the passenger | crew H leans on a backrest part. That is, it can be said that the higher the voltage level G, the closer the occupant H is to the normal posture.

  With reference to FIGS. 8B to 8D, an example will be described in which the occupant H changes from a normal posture to a slightly forward tilted posture, and then the back completely leaves the backrest. First, while the occupant H is in a normal posture (FIG. 8B), the voltage level G output from the posture detector 30 is the maximum value “G0” (FIG. 8E). Time 0 to t1).

  Thereafter, when the occupant H is slightly tilted forward (the upper body angle is a right angle) (FIG. 8C), the voltage level G becomes a value “G1” smaller than “G0” (FIG. 8E) t2). When the back is completely separated from the backrest (FIG. 8D), the voltage level G becomes almost “0” (FIG. 8E, time t2).

  FIG. 9 is an explanatory diagram of the emergency state determination (ST13) and the drive voltage control (ST15) shown in FIG. 7, (a) shows an example of the conditions of the emergency state, and (b) shows the drive voltage V An example is shown. First, as shown to Fig.9 (a), it is judged by a vehicle speed and deceleration whether it is in an emergency state. Specifically, if the deceleration A is less than the predefined value A1, the controller 50 determines that the vehicle is not in an emergency state regardless of the traveling speed C.

  Further, when the deceleration A exceeds a predefined value A2 (a value greater than A1), the controller 50 determines that the emergency state is established regardless of the traveling speed C. Here, the deceleration A is generated by a brake operation, for example. For this reason, the deceleration by the brake hardly exceeds “1.0 G”, and the value A1 and the value A2 are values of “1.0 G” or less.

  In addition, when the deceleration A is greater than or equal to the value A1 and less than or equal to the value A2, the controller 50 determines that an emergency state occurs when the traveling speed C exceeds the value C2. On the other hand, when the traveling speed C falls below the value C1 (a value smaller than C2), the controller 50 determines that it is not an emergency state.

Further, when the deceleration is not less than the value A1 and not more than the value A2, and the traveling speed is not less than the value C1 and not more than the value C2, the controller 50 determines by the following formula. That is, the controller 50
When is established, it is determined that it is an emergency state, and otherwise, it is determined that it is not an emergency state.

  Here, both the traveling speed C and the deceleration A are detected by the traveling state detection sensor of the vehicle state detection unit 10. In the above description, it has been described that the controller 50 collects and analyzes the signals from the traveling state detection sensor and the operation detection sensor to determine the emergency state. However, as illustrated in FIG. You may make it judge by.

  When the signals from the traveling state detection sensor and the operation detection sensor are collectively analyzed, the emergency state can be determined with higher accuracy by detecting the operation of the sudden brake by the operation detection sensor.

  Further, the controller 50 determines the drive voltage V as shown in FIG. First, when the voltage level G is “G0”, that is, when the occupant H is in a normal posture, the controller 50 sets the drive voltage V to “0”.

Here, it is assumed that the occupant H is shifting from the normal posture to the forward leaning posture. At this time, the controller 50 changes the drive voltage V according to the change of the voltage level G until the voltage level G reaches “G1” (reference numeral 110 in FIG. 9B). Specifically, the controller 50 sets the drive voltage V to
And

When the occupant H is in a forward leaning posture and the voltage level G becomes “G1” or less, the controller 50 sets the drive voltage V to “V0” (reference numeral 111 in FIG. 9B). Further, when the voltage level G exceeds “G1” after the voltage level G becomes “G1” or lower, the controller 50 gradually decreases the drive voltage V in accordance with the increase in the voltage level G. (Reference numeral 112 in FIG. 9B). Specifically, the controller 50 sets the drive voltage V to
And In this case, even when the voltage level G reaches “G0”, when the vehicle is in an emergency state, the drive voltage V does not become “0” but maintains “V1”.

  As described above, the controller 50 determines the drive voltage V. Here, as the drive voltage V increases, the amount of the seat belt 41 that is pulled in increases. For this reason, the controller 50 controls the pull-in amount of the seat belt 41 by adjusting the drive voltage V.

  Further, as described above, the controller 50 determines the drive voltage V based on both the vehicle emergency state and the voltage level G. Here, the controller 50 determines whether or not the vehicle is in an emergency state based on a signal from the vehicle state detection unit 10. Furthermore, the controller 50 inputs a signal of the voltage level G detected by the attitude detection unit 30. That is, the controller 50 determines the drive voltage V based on signals from the vehicle state detection unit 10 and the posture detection unit 30 and controls the amount of the seat belt 41 that is pulled in.

  On the other hand, although not shown, when a vehicle collision occurs, the controller 50 forcibly sets the drive voltage V to “V0”. For this reason, it can be said that the controller 50 determines the drive voltage V based on the signals from the vehicle state detection unit 10, the collision detection unit 20, and the attitude detection unit 30 and controls the pull-in amount of the seat belt 41.

  Further, as shown in FIG. 9B, the retracting amount of the seat belt 41 is controlled in multiple stages. That is, the controller 50 changes the drive voltage V in multiple stages with values from “0” to “V0” as shown in the table of FIG. 9B. For this reason, the controller 50 determines the amount of retracting the seat belt 41 in multiple stages based on signals from the vehicle state detection unit 10, the collision detection unit 20, and the posture detection unit 30, that is, the vehicle state and the posture state of the occupant H. Will be controlled.

  Note that, when a vehicle collision occurs, the controller 50 does not forcibly set the drive voltage V to “V0”, but may determine the drive voltage V as described with reference to FIG. 9B. Good.

  Next, a state when the posture correction unit 40 operates will be described. FIG. 10 is an explanatory diagram showing a state when the posture correction unit 40 operates. FIG. 10A shows the drive voltage V and the voltage level G when the posture correction unit 40 is operated after the vehicle is determined to be in an emergency state and then a collision is avoided. Further, (b) shows the occupant posture before the vehicle is determined to be in an emergency state, and (c) shows the occupant posture when the emergency state occurs. Further, (d) shows an occupant posture when an emergency state occurs and a certain time has elapsed, and (e) shows an occupant posture when a collision is avoided.

  First, as shown in FIG. 10B, the occupant H is seated in a state of leaning on the backrest portion of the seat 100 before the occurrence of the emergency state. At this time, as shown in FIG. 10A, the voltage level G obtained from the attitude detection unit 30 is “G0”, and the drive voltage V of the retractor 42 is “0” (time 0 to T11). Further, since the drive voltage V of the retractor 42 is “0”, the posture correction unit 40 is not operating at all.

  Thereafter, assuming that an emergency state occurs at time T11, the occupant H is in a largely forward inclined posture as shown in FIG. At this time, as shown in FIG. 10A, the voltage level G decreases to near “0”, and the drive voltage V of the retractor 42 increases to “V0” (time T11 to T12).

  Further, the drive voltage V of the retractor 42 becomes “V0”, and the seat belt 41 is pulled. Here, when the driving voltage V is “V0”, the seat belt 41 is wound up to such an extent that an excessive load is not applied to the body of the occupant H. Therefore, the upper body of the occupant H is raised to the rear side of the vehicle without applying an excessive load.

  And when an emergency state generate | occur | produces and predetermined time passes, as shown to FIG.10 (d), the passenger | crew's H leaning forward attitude will be improved a little. At this time, as shown in FIG. 10A, the voltage level G rises to near “G1”, and the drive voltage V of the retractor 42 falls to “V1” (time T12 to T13). Further, since the drive voltage V of the retractor 42 is “V1”, the seat belt 41 maintains the tension while lightly fitting to the body of the occupant H. Accordingly, the occupant H is restrained from moving forward.

  Thereafter, when the collision of the vehicle is avoided, the occupant H returns to the normal posture as shown in FIG. 10E, and the voltage level G becomes “G0” as shown in FIG. Drive voltage V decreases to “0” (from time T13). Further, since the drive voltage V of the retractor 42 is “0”, the posture correction unit 40 does not operate.

  Thus, the upper body of the occupant H is caused by the seat belt 41. Here, when the processing of steps ST19 to ST22 shown in FIG. 7 is performed due to the occurrence of a collision, the driving voltage V of the occupant H is as follows.

  FIG. 11 is an explanatory diagram showing a state when the posture correction unit 40 operates. FIG. 11A shows the drive voltage V and the voltage level G when the posture correction unit 40 is operated after the vehicle is determined to be in an emergency state and a collision occurs thereafter. Further, (b) shows the occupant posture before the vehicle is determined to be in an emergency state, and (c) shows the occupant posture when the emergency state occurs. Further, (d) shows the occupant posture when the collision occurs, and (e) shows the occupant posture after the operation of the posture correction unit 40 is finished.

  First, as shown in FIGS. 11A to 11C, before the occurrence of the emergency state and from the occurrence of the emergency state to the collision are the same as those described with reference to FIGS. 10A to 10C. is there.

  If the vehicle collides at time T22, the processing of steps ST19 to ST22 shown in FIG. 7 is executed, and the occupant H is forcibly caused as shown in FIG. 11 (d). At this time, as shown in FIG. 11A, after the voltage level G continues to be slightly lower than “G1”, the upper body of the occupant H is caused and the voltage level G becomes “G0”. Further, the drive voltage V of the retractor 42 is maintained at “V0” (time T22 to T22 + 3 sec).

  After that, when about 3 seconds have elapsed from the occurrence of the collision, as shown in FIGS. 11A and 11E, the voltage level G becomes “G0”, and the drive voltage V of the retractor 42 decreases to “0” (time T23). ~). At this time, the occupant posture returns to the normal state. The reason for releasing the restraint of the seat belt 41 in about 3 seconds is that the occupant H can be sufficiently protected by the restraint of about 3 seconds.

  Here, as is clear from FIG. 10 described above, the timing at which the posture correcting unit 40 retracts the seat belt 41 and the pattern (the transition of the pulling force and the pulling amount) when pulling are determined whether the vehicle is in an emergency state. It depends on whether or not the occupant H is seated. For example, the seat belt 41 is not pulled in when the emergency state does not occur. Further, when the occupant H does not greatly tilt forward, the seat belt 41 is not pulled.

  That is, the controller 50 performs control to change the retracting timing and retracting pattern of the seat belt 41 according to the state of the vehicle and the state of the occupant H.

  Further, as is clear from FIG. 11, when a collision occurs, the posture correction unit 40 forcibly retracts the seat belt 41, so that the pull-in timing and the pull-in pattern are compared with the control illustrated in FIG. 10. It will change. That is, the controller 50 changes the pull-in timing and pull-in pattern of the seat belt 41 according to the occurrence of the collision.

  Accordingly, from FIG. 10 and FIG. 11, the controller 50 retracts the seat belt 41 according to the vehicle state and the state of the occupant H based on the signals from the vehicle state detection unit 10, the collision detection unit 20, and the posture detection unit 30. It can be said that the timing and the pull-in pattern are controlled.

  In this way, according to the occupant protection device 1 according to the present embodiment, the posture of the occupant H is detected, and in the event of a collision, etc. Posture correction to wake up. For this reason, even if it is a case where the knee part of a passenger | crew H and a dash panel interfere in the case of a collision, it is possible to carry out posture correction so that the passenger | crew H cannot feel the load F easily. Therefore, it is possible to improve the passenger protection performance.

  More specifically, the posture of the occupant H is detected. For example, when the occupant H easily feels the load F during a collision and the knee and the dash panel 103 interfere with each other, the occupant H before the collision is detected. Correct posture. For this reason, posture correction according to a passenger | crew attitude | position before a collision can be aimed at and the improvement in a passenger | crew protection performance can be aimed at.

  On the other hand, when a collision is detected, posture correction is performed regardless of the passenger posture. Here, when a collision occurs, the occupant H often has a forward leaning posture, and there is a high need for urgently correcting the occupant posture. In the case of this embodiment, when a collision occurs, the posture is forcibly corrected, so that an urgent response is possible. Therefore, it is possible to improve the passenger protection performance.

  Further, the retracting amount of the seat belt 41 is controlled so that the upper body of the occupant H is raised. For this reason, it becomes possible to control an arbitrary amount of pull-in, and it is also possible to arbitrarily control the pull-in force applied to the occupant H during pull-in. Therefore, the posture correction of the occupant H can be performed smoothly, and the discomfort given to the occupant H can be reduced.

  Further, the retracting amount of the seat belt 41 is controlled in multiple stages according to the state of the vehicle and the state of the occupant H. For this reason, posture correction can be performed in multiple stages according to each state. Therefore, optimal posture correction according to the situation becomes possible, and the accuracy of posture correction can be improved.

  Further, as the vehicle state detection means, a travel state detection sensor that detects the travel state of the vehicle such as a travel speed and front / rear / left / right acceleration, and an operation detection sensor that detects sudden steering of the steering 105 and sudden operation of the pedals 106 are used. ing. For this reason, sensors can be shared with devices already installed in commercial vehicles. Moreover, since the signals from these are aggregated to determine the emergency state, the emergency state of the vehicle can be determined by using a commercially available vehicle device or the like.

  Further, the occupant posture detection means is constituted by a load meter disposed substantially rearward of the seat seat surface or substantially lower end of the seat backrest portion. For this reason, it is possible to share the sensor with the device that detects whether or not the occupant H is already seated in the commercial vehicle.

  Next, a second embodiment of the present invention will be described. The occupant protection device 2 according to the second embodiment is the same as that of the first embodiment, but the first embodiment is that the posture correction unit 40 is newly provided with an explosive pretensioner (explosive actuator) 428. Different from the ones. The processing contents of the controller 50 are also partially different.

  Hereinafter, differences from the first embodiment will be described. FIG. 12 is an exploded perspective view of a retractor 42 that is a component of the posture correction unit 40 according to the second embodiment. As shown in FIG. 12, the retractor 42 further includes an explosive pretensioner 428. The explosive pretensioner 428 is incorporated between the bobbin 421 and the ELR part 424 and operates independently of the electric actuator 427. That is, the explosive pretensioner 428 operates separately from the electric actuator 427 and winds up the seat belt 41.

  FIG. 13 is a flowchart illustrating an example of the operation of the occupant protection device 2 according to the present embodiment. First, steps ST30 to ST40 shown in the figure are the same as steps ST10 to ST20 shown in FIG. In step ST40, when controller 50 determines that a collision has occurred (ST40: YES), it operates explosive pretensioner 428 (ST41). As a result, the seat belt 41 is forcibly wound up.

  Thereafter, the controller 50 waits for about several seconds (for example, about 3 seconds), and releases the explosive pretensioner 428 (ST42). Then, the process ends. As described above, in the present embodiment, instead of winding the seat belt 41 by the electric actuator 427 when the collision occurs in the first embodiment, the seat belt 41 is wound by the explosive pretensioner 428.

  FIG. 14 is an explanatory diagram showing signals when the posture correction unit 40 operates. FIG. 14A shows the drive voltage V and the voltage level G when the posture correction unit 40 is operated after the vehicle is determined to be in an emergency state and then a collision occurs. Further, (b) shows the voltage level G when a collision occurs without being able to determine the vehicle emergency state.

  First, as shown in FIG. 14A, in the period from time 0 to time T31, the emergency state is not determined, the voltage level G is “G0”, and the drive voltage V is “0”. Thereafter, it is determined as an emergency state during the period of time T31 to T32. At this time, although the vehicle has not collided, as described with reference to FIGS. 10 and 11, the occupant H is greatly inclined forward. For this reason, the voltage level G decreases to near “0”, and the drive voltage V increases to “V0”.

  Thereafter, when the drive voltage V has increased to “V0”, the electric actuator 427 is operated and the seat belt 41 is pulled. Then, it is assumed that the upper body angle of the occupant H is slightly reduced and reaches a time T32 and a collision occurs. At this time, the processes of steps ST39 to ST42 shown in FIG. 13 are executed. Then, the explosive pretensioner 428 is operated, and the seat belt 41 is pulled in during a period of time T32 to T32 + 3 sec. As a result, the occupant H is forcibly caused. During this period, the drive voltage V is maintained at “V0”, but the seatbelt 41 is not retracted by the electric actuator 427, but is retracted by the explosive pretensioner 428.

  When about 3 seconds elapse from the occurrence of the collision, the occupant H returns to the normal posture, the voltage level G becomes “G0”, and the drive voltage V of the retractor 42 decreases to “0” (from time T32 + 3 sec).

  Further, when a collision occurs without being able to determine the vehicle emergency state, the voltage level G is as shown in FIG. First, in the period from time 0 to T41, the emergency state is not determined, the voltage level G is “G0”, and the drive voltage V is “0”. Thereafter, it is assumed that a collision occurs at time T41.

  At this time, the explosive pretensioner 428 is operated, and the seat belt 41 is pulled in during a period of time T41 to T41 + 3 sec. As a result, the occupant H is forcibly caused. Then, when about 3 seconds elapse from the occurrence of the collision, the occupant H returns to the normal posture, and the voltage level G becomes “G0” (from time T32 + 3 sec).

  Here, in the event of a collision, the upper body of the occupant tends to lean forward due to inertial force. However, the restraint force generated by the explosive pretensioner 428 holds the occupant posture so that the upper body angle of the occupant H does not increase so much. Further, by causing the occupant H from the held state, the occupant H returns to a normal posture. As described above, the apparatus 2 can cope with an unexpected collision due to a sudden jump of a pedestrian or the like by using the explosive pretensioner 428. That is, the amount of forward movement can be suppressed and caused to effectively protect the occupant.

  Thus, according to the occupant protection device 2 according to the present embodiment, as in the first embodiment, the occupant protection performance can be improved, and the discomfort given to the occupant H can be reduced. Can do. In addition, the accuracy of posture correction can be improved. Furthermore, the sensors can be shared with devices already installed in commercial vehicles, and the emergency state of the vehicle can be determined using the devices of commercial vehicles. Furthermore, it is possible to share the sensor with a device that detects whether or not the occupant H is already seated in a commercial vehicle.

  In the present embodiment, an electric actuator 427 and an explosive pretensioner 428 are also provided. For this reason, similarly to the first embodiment, the electric actuator 427 can smoothly correct the posture of the occupant H, and the discomfort given to the occupant H can be reduced. Furthermore, when a collision occurs, the upper body of the occupant H can be instantly raised by the explosive pretensioner 428.

  In particular, in the present embodiment, since the electric actuator 427 and the explosive pretensioner 428 are provided side by side, even if the explosive pretensioner 428 does not operate, the upper body of the occupant H is operated by the electric actuator 427. It is possible to wake up. Therefore, the upper body of the occupant H can be raised more reliably when a collision occurs.

  Next, a third embodiment of the present invention will be described. The occupant protection device 3 according to the third embodiment is the same as that of the first embodiment, but the configuration of the posture detection unit 30 is different from that of the first embodiment. The processing contents of the controller 50 are also partially different.

  Hereinafter, differences from the first embodiment will be described. FIG. 15 is a configuration diagram of the occupant protection device 3 according to the present embodiment, where (a) shows the overall configuration, and (b) shows the peripheral configuration of the seat 100.

  First, as illustrated in FIG. 15A, the posture detection unit 30 is provided on the side of the occupant H in the present embodiment. Specifically, as shown in FIG. 15B, the posture detection unit 30 is provided on the door 107 on the passenger side. In addition, the posture detection unit 30 includes an ultrasonic sensor. Furthermore, the posture detection unit 30 is not limited to an ultrasonic sensor, and may be an electromagnetic field sensor. These sensors consist of a transmitter and a receiver, emit ultrasonic waves or electromagnetic waves from the transmitter, receive the bounced ultrasonic waves or electromagnetic waves at the receiver, and detect the waveform image and signal level. is there.

  Further, the posture detection unit 30 is connected to the controller 50 and is configured to transmit the measured waveform image and signal level information to the controller 50. Further, the controller 50 of the present embodiment stores waveform patterns or signal levels for each of a plurality of occupant postures in advance. In addition, the controller 50 is configured to determine the occupant posture by inputting the waveform image and signal level information from the posture detection unit 30 and collating them with a pre-registered waveform image and signal level.

  FIG. 16 is an explanatory diagram showing a state in which the posture detection unit 30 of the third embodiment detects a posture, (a) shows a posture detection area, and (b) to (d) are for each posture. A detection example is shown. 16B shows a normal posture, FIG. 16C shows a case where the posture is slightly forward tilted, and FIG. 16D shows a case where the back is completely separated from the backrest portion.

  First, as illustrated in FIG. 16A, the posture detection unit 30 has a posture detection area in a range including the chest of the occupant H. Specifically, the posture detection area has a range of about 30 to 40 cm in the vehicle front-rear direction with the installation position of the posture detection unit 30 as the center. Then, the posture detection unit 30 outputs numerical signals from “0.0” to “1.0” according to the detected chest position of the occupant H.

  As shown in FIG. 16 (b), when the occupant H maintains the normal posture, the posture detection unit 30 outputs the upper body position D as a numerical signal of about “1.0”. Here, when the occupant H is in the normal posture, the chest position of the occupant H is at the rearmost position because the occupant H is completely leaning against the seat back portion. As described above, when the chest position of the occupant H is at the rearmost position, the posture detection unit 30 outputs the upper body position D as a numerical signal of about “1.0”.

  Further, as shown in FIG. 16C, when the occupant H is slightly forward tilted (when the upper body angle is a right angle), the posture detection unit 30 sets the upper body position D to, for example, “0.5”. Is output as a numerical signal. Here, when the occupant H is in a slightly leaning posture, the chest position of the occupant H is in an intermediate position. As described above, when the chest position of the occupant H is at the intermediate position, the posture detection unit 30 outputs the upper body position D as a numerical signal of about “0.5”. Note that the posture detection unit 30 reflects the amount of movement when the chest position of the occupant H has moved slightly forward from the intermediate position, or has moved backward. A numerical signal having a value larger than 0 and smaller than “1.0” is output.

  Further, as shown in FIG. 16D, when the back of the occupant H is completely separated from the backrest portion, the posture detection unit 30 outputs the upper body position D as a numerical signal of about “0.0”. Here, when the back is completely separated from the backrest, the chest position of the occupant H is at the forefront. Thus, when the chest position of the occupant H is in the forefront, the posture detection unit 30 outputs the upper body position D as a numerical signal of about “0.0”.

  The occupant protection device 3 operates as follows. First, the posture detection unit 30 emits ultrasonic waves or electromagnetic waves from the transmitter, receives the bounced ultrasonic waves or electromagnetic waves at the receiver, and detects a waveform image or a signal level.

  Then, the posture detection unit 30 transmits the measured waveform image and signal level information to the controller 50. Thereafter, the controller 50 compares the waveform pattern or signal level of each of the plurality of occupant postures stored in advance with the input waveform image or signal level to determine the occupant posture. After the determination, the controller 50 operates the posture correction unit 40 based on the determined passenger posture and signals from the vehicle state detection unit 10 and the collision detection unit 20.

  Next, an example of the operation of the occupant protection device 3 according to the present embodiment will be described. FIG. 17 is a flowchart showing an example of the operation of the occupant protection device 3 according to the present embodiment.

  First, as shown in FIG. 17, the controller 50 starts sensing the vehicle state and the occupant posture (ST50). Thereafter, the controller 50 inputs a signal from the posture detection unit 30 and detects the initial state of the occupant H (ST51).

  At this time, the controller 50 receives a numerical signal corresponding to the initial upper body position D from the posture detection unit 30. Then, the controller 50 stores the numerical signal obtained in this process as “D0”. In many cases, since the occupant H is in the normal posture at the start of boarding, the controller 50 stores a numerical signal when the occupant H is in the normal posture.

  Thereafter, in steps ST52 and 53, processing similar to that in steps ST12 and 13 shown in FIG. 7 is performed. In step ST53, when the controller 50 determines that the vehicle is in an emergency state (ST53: YES), the controller 50 inputs a signal from the posture detection unit 30 and inputs a numerical signal corresponding to the latest upper body position D. (ST54).

  More specifically, the controller 50 determines an occupant posture by comparing a numerical signal (signal level) corresponding to the latest upper body position D with a signal level of each of a plurality of registered passenger postures.

  Thereafter, the controller 50 engages the electric clutch 425 and generates a drive voltage V corresponding to the occupant posture determined in step ST54. Then, the controller 50 determines whether or not the numerical value corresponding to the latest upper body position D exceeds the threshold value Dcr (ST56). The threshold value Dcr is determined in the same manner as in the first embodiment, based on the numerical value corresponding to the initial upper body position acquired in step ST51.

  If it is determined that the value exceeds the threshold value Dcr (ST56: NO), the process returns to step ST55. On the other hand, when it is determined that the occupant posture exceeds the threshold value Dcr (ST56: YES), the process proceeds to step ST57. Then, in steps ST57 and 58, the same processing as in steps ST17 and 18 shown in FIG. 7 is performed. Further, when the vehicle collides, an interruption process is performed. This interrupt process is the same as steps ST42 to ST62 shown in FIG.

  Thus, in this embodiment, it replaces with the load meter which is the attitude | position detection part 30 of 1st Embodiment, and an ultrasonic sensor etc. are used. The controller 50 inputs a signal from a load cell in the first embodiment, but inputs a signal from an ultrasonic sensor or the like in the third embodiment. This also makes it possible to perform posture correction and the like as in the first embodiment.

  In this way, according to the occupant protection device 3 according to the present embodiment, as in the first embodiment, it is possible to improve the occupant protection performance, and to reduce the discomfort given to the occupant H. Can do. In addition, the accuracy of posture correction can be improved. Furthermore, the sensors can be shared with devices already installed in commercial vehicles, and the emergency state of the vehicle can be determined using the devices of commercial vehicles.

  In the present embodiment, the inclination of the upper body of the occupant H is detected by an ultrasonic sensor or the like. For this reason, the actual body position of the occupant H is detected, and the occupant posture can be accurately detected. In addition, since the signal level of the occupant posture registered in advance is collated using an ultrasonic sensor or the like, the occupant posture can be easily detected without performing complicated calculations. Accordingly, the occupant posture can be detected accurately and simply.

  Next, a fourth embodiment of the present invention will be described. The occupant protection device 4 according to the fourth embodiment is the same as that of the third embodiment, but is different from that of the third embodiment in that a seating position detection unit (sitting position detection means) 60 is newly provided. Yes.

  Hereinafter, differences from the third embodiment will be described. FIG. 18 is a configuration diagram of the occupant protection device 4 according to the present embodiment, where (a) shows the overall configuration and (b) shows the peripheral configuration of the seat 100. In FIG. 18B, the posture correction unit 40 is not shown.

  First, as shown in FIG. 18 (a), the seating position detector 60 provided in the occupant protection device 4 is for detecting the seating position of the occupant H. As shown in FIG. 18 (b), the seat It is arranged at the lower part of 100 seating surfaces. The seating position detection unit 60 uses a plurality of weight sensors, specifically, multi-division load cells. This multi-divided load cell has a rectangular shape with a width of about 10 cm and a length of about 20 to 30 cm, and is configured to detect the load distribution on the seating surface, particularly the maximum load point.

  Further, the seating position detection unit 60 has a seating position detection area corresponding to the area occupied by the multi-divided load cell. That is, the seating position detection unit 60 has a seating position detection area having a width of about 10 cm and a length of 20 to 30 cm. The seating position detection unit 60 outputs a signal indicating a numerical value from “0.0” to “1.0” according to the detected position P of the maximum load point.

  Here, when the numerical value corresponding to the position P of the maximum load point is “0.0”, it indicates that the maximum load point of the occupant H is at the front end of the seating position detection area. On the other hand, when the numerical value corresponding to the position P of the maximum load point is “1.0”, it indicates that the maximum load point of the occupant H is at the end of the seating position detection area.

  The seating position detection unit 60 is connected to the controller 50, and is configured to transmit load distribution information (specifically, a numerical signal corresponding to the position P of the maximum load point) to the controller 50. The controller 50 determines the pelvis position based on the transmitted load distribution information. Further, the controller 50 estimates the inclination angle (upper body inclination angle) of the upper body relative to the thigh T of the occupant H based on the upper body position D and the pelvis position of the occupant H.

  FIG. 19 is an explanatory diagram showing processing contents when the controller 50 estimates the upper body inclination angle, and (a) shows processing in a normal posture. Further, (b) shows processing when the vehicle is largely tilted forward, and (c) shows processing when the vehicle is tilted backward.

  First, the controller 50 inputs a numerical signal indicating the upper body position D of the occupant H from the posture detection unit 30. In addition, the controller 50 inputs load distribution information from the seating position detection unit 60. Then, the controller 50 determines the pelvis position based on the load distribution (particularly the maximum load point). Thereafter, the controller 50 estimates the upper body inclination angle of the occupant H based on the upper body position D and the pelvis position of the occupant H. Here, the upper body inclination angle includes not only the angle but also the approximate posture of the occupant H. In the following description of FIG. 19, it is assumed that the controller 50 estimates the approximate posture of the occupant H, not the angle.

  For example, in the example shown in FIG. 19A, the posture detection unit 30 outputs a signal of a numerical value “1.0” indicating the upper body position D of the occupant H to the controller 50. In addition, the seating position detection unit 60 outputs a signal of a numerical value “1.0” indicating the maximum load point P to the controller 50.

  For this reason, the controller 50 determines that the occupant H is leaning against the seat back portion based on the numerical value “1.0” indicating the upper body position D. Further, the controller 50 determines that the occupant H is sitting deeply on the seat 100 based on the numerical value “1.0” indicating the maximum load point P. Based on these, the controller 50 determines that the occupant H is in the normal posture as the upper body inclination angle.

  In the example illustrated in FIG. 19B, the posture detection unit 30 outputs a numerical value “0.0” indicating the upper body position D of the occupant H to the controller 50. Further, the seating position detection unit 60 outputs a numerical value “0.0” indicating the maximum load point P to the controller 50.

  Therefore, the controller 50 determines that the back of the occupant H is completely separated from the seat 100 based on the numerical value “0.0” indicating the upper body position D. Further, the controller 50 determines that the seating position of the occupant H is on the front side of the seat 100 based on the numerical value “0.0” indicating the maximum load point P. Based on these, the controller 50 determines that the occupant H is in a forward leaning posture as the upper body inclination angle.

  In the example illustrated in FIG. 19C, the posture detection unit 30 outputs a numerical value “1.0” indicating the upper body position D of the occupant H to the controller 50. Further, the seating position detection unit 60 outputs a numerical value “0.0” indicating the maximum load point P to the controller 50.

  For this reason, the controller 50 determines that the occupant H is leaning against the seat back portion based on the numerical value “1.0” indicating the upper body position D. Further, the controller 50 determines that the seating position of the occupant H is on the front side of the seat 100 based on the numerical value “0.0” indicating the maximum load point P. Based on these, the controller 50 determines that the occupant H is tilted rearward as the upper body inclination angle.

  Thus, in the present embodiment, the upper body inclination angle is estimated based on the signals from the posture detection unit 30 and the sitting position detection unit 60. Therefore, as shown in FIG. 19C, it can be detected whether or not the occupant H is tilted backward. Therefore, posture detection can be effectively performed even for a passenger H who tends to take a leaning posture such as a passenger seat or a passenger in the rear seat.

  Note that the processing content of the present embodiment is different from the processing shown in the first to third embodiments. For example, in the above embodiment, the initial posture of the occupant H is first detected (ST11 in FIG. 7, ST31 in FIG. 13, ST51 in FIG. 17), but this is not necessary in this embodiment. This is due to the following reason.

  First, the detection of the initial posture is for performing subsequent threshold judgment (ST16 in FIG. 7, ST36 in FIG. 13, ST56 in FIG. 17). In other words, in the above-described embodiment, it is determined whether the occupant posture is being improved during the emergency state by obtaining a threshold value from the initial posture and performing the threshold determination. However, in the fourth embodiment, the occupant posture can be detected in detail based on the upper body position D and the sitting position. For this reason, it is possible to determine whether or not the passenger posture is being improved without performing threshold determination. Therefore, the initial posture detection process (ST11 in FIG. 7, ST31 in FIG. 13, ST51 in FIG. 17) is not necessary. For the same reason, threshold determination (ST16 in FIG. 7, ST36 in FIG. 13, ST56 in FIG. 17) is also unnecessary.

  From the above, in this embodiment, the controller 50 simply estimates the upper body inclination angle based on the signals from the posture detection unit 30 and the sitting position detection unit 60, and corrects the posture based on the estimated angle. .

  Thus, according to the occupant protection device 4 according to the present embodiment, in the same way as the third embodiment, it is possible to improve the occupant protection performance and to reduce discomfort given to the occupant H. Can do. In addition, the accuracy of posture correction can be improved.

  Furthermore, the sensors can be shared with devices already installed in commercial vehicles, and the emergency state of the vehicle can be determined using the devices of commercial vehicles. Furthermore, the occupant posture can be detected accurately and simply.

  In the present embodiment, the inclination angle of the upper body is estimated based on signals from the posture detection unit 30 and the sitting position detection unit 60, and the posture correction unit 40 is controlled based on the estimated angle. For this reason, processing can be performed by obtaining the upper body inclination angle in detail, and processing for detecting the initial posture of the occupant H can be eliminated. In addition, since control according to the initial posture is not performed, when the occupant H takes an unexpected posture in the initial stage, it becomes difficult for the posture control to become unstable. Therefore, stable posture control can be performed regardless of the initial posture.

  In addition, as a means for detecting the seating position, by arranging a plurality of weight sensors at the lower part of the seat seat surface, the seating position of the occupant H represented by the pelvic position can be easily estimated, and the upper body inclination angle can be calculated using this. It can be used for seeking.

  Next, a fifth embodiment of the present invention will be described. The occupant protection device 5 according to the fifth embodiment is the same as that of the first embodiment, but the configuration of the collision detection unit 20 is different from that of the first embodiment. The processing contents of the controller 50 are also partially different.

  Hereinafter, differences from the first embodiment will be described. FIGS. 20A and 20B are configuration diagrams of the collision detection unit 20 according to the fifth embodiment, where FIG. 20A shows the overall configuration, and FIG. 20B shows the situation when the vehicle is viewed obliquely from the front.

  First, as shown in FIG. 20A, the occupant protection device 5 according to the present embodiment includes a distance estimation sensor as a collision detection unit 20 in addition to a collision detection sensor. The distance estimation sensor is disposed at the front end of the vehicle. Specifically, as shown in FIG. 20 (b), the front grille at the front end of the vehicle is disposed while being protected by the transparent plate 21.

  This distance estimation sensor estimates a distance from an obstacle in a non-contact manner by at least one of a radar and an ultrasonic wave. The distance estimation sensor is connected to the controller 50 and transmits information on the estimated distance to the controller 50. For this reason, the controller 50 can determine whether it is an emergency state based on not only a vehicle state but the distance with an obstruction. Furthermore, the controller 50 can determine whether or not a collision can be avoided based on the distance from the obstacle.

  FIG. 21 is an explanatory diagram illustrating an example of conditions such as an emergency state, where (a) illustrates an example of a condition for entering a normal state, (b) illustrates an example of a condition for entering an emergency state, and (c) An example of the conditions for the collision inevitable state is shown. 21A to 21C, the value “A2” and the value “C2” are the maximum values of the deceleration A and the traveling speed C generated in the vehicle, respectively.

  First, the collision inevitable state refers to a state in which collision avoidance is impossible. The normal state refers to a state where the vehicle is not in an emergency state and is not in a collision unavoidable state. As shown in these drawings, the controller 50 determines in detail according to the deceleration A, the traveling speed C, and the distance L to the obstacle whether the vehicle belongs to each state.

  First, as shown in FIG. 21A, the controller 50 determines that the deceleration A and the traveling speed C are not more than the predefined values “A1” and “C1”, respectively, and the distance L is defined as “L2”. When it is above, it is determined that the vehicle is in a normal state.

In addition, when the distance L is smaller than the predefined “L2”, the controller 50 has a three-dimensional orthogonal coordinate form including the deceleration A, the distance L, and the traveling speed C.
If the condition is satisfied, it is determined that the vehicle is in a normal state.

  Further, as shown in FIG. 21B, the controller 50 determines that the deceleration A and the traveling speed C are equal to or less than the predefined values “A2” and “C2” and the distance L is predefined. The vehicle is determined to be in an emergency state when it is larger than “L2” and larger than “L2.” However, the case where the condition of Equation 4 is satisfied is excluded.

  Further, as shown in FIG. 21C, the controller 50 determines that the deceleration A and the traveling speed C are not more than the predefined values “A2” and “C2”, respectively, and the distance L is predefined as “L1”. In the following cases, it is determined that the vehicle is in an inevitable state of collision. However, the case where the condition of Equation 4 is satisfied is excluded.

  As described above, in this embodiment, the controller 50 performs the determination of the emergency state and the determination of whether or not the collision can be avoided based on the signal from the distance estimation sensor in addition to the signal from the vehicle state detection unit 10. It has become. For this reason, when it is determined that collision avoidance is not possible, posture correction can be performed quickly. Furthermore, since the element of the distance L to the obstacle is added, the emergency state can be determined more accurately.

  Thus, according to the occupant protection device 5 according to the present embodiment, as in the first embodiment, the occupant protection performance can be improved, and the discomfort given to the occupant H can be reduced. Can do. In addition, the accuracy of posture correction can be improved. Furthermore, the sensors can be shared with devices already installed in commercial vehicles, and the emergency state of the vehicle can be determined using the devices of commercial vehicles. Furthermore, it is possible to share the sensor with a device that detects whether or not the occupant H is already seated in a commercial vehicle.

  In this embodiment, a distance estimation sensor that estimates a distance from an obstacle in a non-contact manner using at least one of a radar and an ultrasonic wave is used as information input means for detecting or predicting a collision. Furthermore, a contact detection sensor that detects contact of an obstacle from at least one of impact and deceleration is used. Thereby, sensors can be shared with devices installed in commercial vehicles, for example, lane keeping devices, inter-vehicle distance keeping devices, obstacle detection devices, contact detection devices, and the like.

  As mentioned above, although this invention was demonstrated based on embodiment, this invention is not restricted to the said embodiment, You may combine each embodiment. Moreover, you may add a change in the range which does not deviate from the meaning of this invention. For example, the collision detection unit 20 may itself detect or predict a collision, or may detect only a signal necessary for the detection or prediction of a collision without detecting or predicting a collision, and other arithmetic units or the like. The calculation unit or the like may detect or predict a collision.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the seat periphery part of the vehicle interior in which the passenger | crew protection device which concerns on this embodiment is used, (a) is a perspective view which shows a seat periphery part, (b) is a mode when a sheet | seat is removed. It is a perspective view shown. It is explanatory drawing which shows the behavior of the passenger | crew H at the time of the front collision of a vehicle, (a) shows the mode of the passenger | crew H before collision occurrence, (b) is a case where a seatbelt apparatus is not provided with a pretensioner mechanism, FIG. 4C shows the state of the occupant H after the occurrence of the collision, and FIG. 5C shows the state of the occupant H after the occurrence of the collision, and FIG. The figure shows the state of the occupant H after the occurrence of a collision in the case where a small occupant H is provided with a tensioner mechanism. It is explanatory drawing which shows the angle of the pelvis with respect to a femur, (a) shows the mode at the time of a normal posture, (b) shows the mode at the time of becoming a slightly forward tilted posture, (c) It shows the situation when tilted. FIG. 4 is an explanatory diagram showing a load direction applied to the pelvis B when a load F is applied to the knee in each posture shown in FIG. 3, (a) shows the pelvis B from the front, and (b) shows the pelvis B. Is shown from the side. It is a lineblock diagram of a crew member protection device concerning this embodiment, (a) shows the whole composition and (b) shows the peripheral part composition of a seat. It is a block diagram which shows the detail of the retractor which is a component of a posture correction part. It is a flowchart which shows an example of operation | movement of the passenger | crew protection apparatus which concerns on this embodiment. It is explanatory drawing of the voltage level G input in step ST11, ST14 shown in FIG. 7, (a) shows the example of installation of the attitude | position detection part 30, (b) shows the mode of the passenger | crew H at a normal attitude. (C) shows the situation when the occupant H is slightly forward tilted (the upper body angle is a right angle), (d) shows the situation when the occupant H is greatly tilted forward, and (e) is the occupant. The signal which shows the passenger | crew attitude | position G obtained according to each attitude | position of H is shown. FIG. 8 is an explanatory diagram of emergency state determination (ST13) and drive voltage control (ST15) shown in FIG. 7, where (a) shows an example of an emergency condition, and (b) shows an example of drive voltage V; Yes. It is explanatory drawing which shows a mode when an attitude | position correction | amendment part operate | moves, (a) is the drive voltage V and voltage level G when an attitude | position correction | amendment part operate | moves after a vehicle is judged to be an emergency state, and avoids a collision after that. (B) shows an occupant posture before the vehicle is determined to be in an emergency state, (c) shows an occupant posture when the emergency state occurs, and (d) shows a certain time after the emergency state occurs. The occupant posture when elapses is shown, and (e) shows the occupant posture when a collision is avoided. It is explanatory drawing which shows a mode when an attitude | position correction | amendment part act | operates, (a) is the drive voltage V and voltage level G when an attitude | position correction | amendment part act | operates after a vehicle is judged to be an emergency state, and a collision generate | occur | produces after that. (B) shows an occupant posture before the vehicle is determined to be in an emergency state, (c) shows an occupant posture when the emergency state occurs, and (d) shows an occupant posture when a collision occurs. (E) has shown the passenger | crew attitude | position after the operation | movement completion | finish of an attitude | position correction | amendment part. It is a disassembled perspective view of the retractor which is a component of the attitude correction part which concerns on 2nd Embodiment. It is a flowchart which shows an example of operation | movement of the passenger | crew protection apparatus which concerns on this embodiment. It is explanatory drawing which shows each signal when an attitude | position correction | amendment part act | operates, (a) is the drive voltage V and voltage level when an attitude | position correction | amendment part act | operates after the vehicle is judged to be in an emergency state, and a collision generate | occur | produces after that. G shows a voltage level G when a collision occurs without being able to determine the vehicle emergency state. It is a lineblock diagram of a crew member protection device concerning this embodiment, (a) shows the whole composition and (b) shows the peripheral part composition of a seat. It is explanatory drawing which shows a mode that the attitude | position detection part of 3rd Embodiment detects an attitude | position, (a) has shown the attitude | position detection area, (b) shows the example of detection in a normal attitude, (c) is An example of detection when the posture is slightly forward tilted is shown, and (d) shows an example of detection when the back is completely separated from the backrest. It is a flowchart which shows an example of operation | movement of the passenger | crew protection apparatus which concerns on this embodiment. It is a lineblock diagram of a crew member protection device concerning this embodiment, (a) shows the whole composition and (b) shows the peripheral part composition of a seat. It is explanatory drawing which shows the processing content when a controller estimates the inclination | tilt angle of the upper body with respect to the thigh of the passenger | crew H, (a) shows the process at the time of a normal posture, (b) is the process at the time of largely leaning forward (C) shows the process in the backward tilt posture. It is a block diagram of the collision detection part which concerns on 5th Embodiment, (a) shows the whole structure, (b) has shown the mode when the vehicle is seen from diagonally forward. It is explanatory drawing which shows an example of conditions, such as an emergency state, (a) shows an example of the conditions used as a normal state, (b) shows an example of the conditions used as an emergency state, (c) is a collision inevitable state, An example of the condition is shown.

Explanation of symbols

1-5 ... Occupant protection device 10 ... Vehicle state detection unit (vehicle state detection means)
20 ... Collision detection unit (collision detection means)
30... Posture detection unit (posture detection means)
40. Posture correction part (posture correction means)
41 ... Seat belt 42 ... Retractor 50 ... Controller (control means)
60: Seating position detection unit (sitting position detection means)
DESCRIPTION OF SYMBOLS 100 ... Seat 105 ... Steering 106 ... Pedals 427 ... Electric actuator 428 ... Gunpowder type pretensioner (powder type actuator)

Claims (13)

Vehicle state detection means for detecting the state of the vehicle;
Collision detection means for detecting or predicting a vehicle collision;
Posture detection means for detecting the sitting posture of the occupant;
Posture correction means for adjusting the inclination angle of the upper body of the occupant;
Control means for controlling the posture correction means to raise the upper body of the occupant based on signals from the vehicle state detection means, the collision detection means and the posture detection means;
An occupant protection device comprising: It further comprises seating position detecting means for detecting the seating position of the occupant,
The control means estimates an inclination angle of the upper body with respect to the thigh of an occupant based on signals from the posture detection means and the sitting position detection means, and controls the posture correction means based on the estimated angle. The occupant protection device according to claim 1. The posture correcting means is configured by a seat belt device including an electric actuator in a winding unit,
The control means controls a retracting amount of a seat belt so as to raise an upper body of an occupant based on signals from the vehicle state detecting means, the collision detecting means, and the posture detecting means. The occupant protection device according to any one of claims 1 and 2. The posture correcting means is constituted by a seat belt device including both an electric actuator and an explosive actuator in a winding part,
The control means controls a retracting amount of a seat belt so as to raise an upper body of an occupant based on signals from the vehicle state detecting means, the collision detecting means, and the posture detecting means. The occupant protection device according to any one of claims 1 and 2. The control means controls the retracting amount of the seat belt in multiple steps according to the vehicle state and the occupant state based on signals from the vehicle state detection unit, the collision detection unit, and the attitude detection unit. The occupant protection device according to claim 3, wherein the occupant protection device is characterized. The control means controls the retracting timing and the retracting pattern of the seat belt according to the vehicle state and the occupant state based on signals from the vehicle state detecting unit, the collision detecting unit, and the attitude detecting unit. The occupant protection device according to claim 3, wherein the occupant protection device is characterized. The vehicle state detection means detects at least one of a traveling state detection sensor for detecting a traveling state of the vehicle including at least one of a traveling speed and front / rear / left / right acceleration, and a sudden steering operation and a sudden operation of pedals. And an operation detection sensor.
2. The occupant protection device according to claim 1, wherein the control unit determines whether the vehicle is in an emergency state by collectively analyzing information of the traveling state detection sensor and the operation detection sensor. . The collision detection means includes a distance estimation sensor that estimates a distance from an obstacle in a non-contact manner by at least one of radar and ultrasonic waves, and a contact detection sensor that detects contact of the obstacle from at least one of an impact and a deceleration. Comprising and including
The control means determines whether or not a collision can be avoided based on signals from the distance estimation sensor and the vehicle state detection means, and determines a collision based on a signal from the contact detection sensor. The occupant protection device according to claim 1. The posture detection means is configured to include a load meter disposed substantially rearward of the seat seating surface or substantially lower end of the seat backrest portion,
The occupant protection device according to claim 1, wherein the control means determines an occupant posture based on a voltage level output from the load cell. The posture detection means is configured to include an ultrasonic sensor or an electromagnetic field sensor disposed substantially on the side of a seated occupant,
The control means determines the occupant posture by comparing the waveform image or signal level output from the ultrasonic sensor or electromagnetic field sensor with the waveform pattern or signal level of each of a plurality of occupant postures registered in advance. The occupant protection device according to claim 1. The seating position detection means includes a plurality of weight sensors arranged at the lower part of the seat surface for the passenger,
The occupant protection device according to claim 2, wherein the control means determines a pelvic position based on a weight distribution output from the plurality of weight sensors.   Detects the state of the vehicle and the sitting posture of the occupant, and based on these detection results, controls the posture correction means that adjusts the inclination angle of the upper body of the occupant before the collision of the vehicle to control the upper body of the occupant An occupant protection device. 13. The occupant protection device according to claim 12, wherein when a vehicle collision is detected, the posture correcting means is operated to control to raise the occupant's upper body regardless of the occupant's sitting posture. .