JP2007106379A - Occupant protecting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an occupant protecting device capable of suppressing an occupant from having a whiplash effectively when a vehicle encounters a rear-end collision. <P>SOLUTION: A movable lumber support device 10 as the occupant protecting device is applied to a vehicle seat 12, which has a seat back 16 coupled with the tail of a seat cushion 14 for the occupant to seat himself and a headrest 18 installed at the top of the seat back 16. The seat back 16 is fitted with a lumber support 30 for supporting the waist of the occupant, in which the lumbar support 30 is arranged displaceable fore and aft of the vehicle body. When a rear-end collision ECU 38 has predicted a rear-end collision on the basis of the signal given by a PCS sensor 40, the lumbar support 30 makes displacement forward relative to the seat back 16 while the ECU 38 actuates a lumbar support driving device 36. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an occupant protection device for protecting an occupant of a vehicle at the time of a vehicle collision such as an automobile.

In a vehicle seat, a technology is known in which the seat back is tilted backward by a load from the occupant upper body and the upper half of the seat back and the headrest are tilted forward in an integrated manner at the time of rearward collision of the vehicle (for example, Patent Document 1).
JP-A-10-287164 JP 2000-1137 A JP 2002-160567 A Japanese Patent Laid-Open No. 2000-20900

  However, in the conventional technology as described above, since the headrest or the like is simply tilted forward using the collision load, the timing at which the headrest supports the load from the occupant's head is adjusted from the occupant's chest by the seat back. There was a limit to approaching the timing to support the load. For this reason, there is room for improvement in order to prevent occupants from whipping at the time of rear-end collision of the vehicle.

  An object of the present invention is to obtain an occupant protection device that can effectively suppress the lashing of an occupant during a rear-end collision in consideration of the above facts.

  In order to achieve the above object, an occupant protection device according to the first aspect of the present invention includes a seat back connected to a rear end side of a seat cushion for a passenger to sit on, and a headrest provided at an upper end of the seat back. An occupant protection device applied to a vehicle seat including: a lumbar support provided on the seat back so as to be displaceable in a longitudinal direction of the vehicle body, and for supporting a waist portion of the occupant; and the seat back and the lumbar support A lumbar support drive device that is disposed between the lumbar support and displaces the lumbar support forward in the longitudinal direction of the vehicle body with respect to the seat back, and predicts a rear collision of the vehicle based on a signal from the rear collision prediction means A control device for operating the lumbar support driving device.

  In the occupant protection device according to the first aspect, the control device operates the lumbar support driving device when predicting a vehicle rear surface collision (rear collision) based on a signal from the rear collision prediction means. Then, the lumbar support moves forward with respect to the seat back, and the occupant's lower back seated on the vehicle seat is restrained before the rear collision occurs. As a result, the upper body of the occupant is firmly supported by the lumbar support at the waist, and the load transmission timing from the chest to the seat back is delayed. Therefore, the timing at which the seat back supports the load from the chest of the occupant is close to the timing at which the headrest supports the load from the occupant's head, and the lashing of the occupant is suppressed.

  Thus, in the occupant protection device according to the first aspect, the lashing of the occupant can be effectively suppressed at the time of the rear collision of the vehicle.

  The occupant protection device according to a second aspect of the present invention is the occupant protection device according to the first aspect, wherein the occupant protection device is actuated to activate at least a front portion of the headrest relative to the seat back in a front-rear direction of the vehicle body. The control device further operates a headrest driving device when a rear-side collision of the vehicle is predicted based on a signal from the rear-collision predicting means.

  In the occupant protection device according to the second aspect, the control device operates the headrest driving device when predicting the vehicle rear collision based on the signal from the rear collision prediction means. Then, the headrest moves forward with respect to the seat back, and the timing at which the headrest supports the load from the head is accelerated. Thereby, the timing at which the seat back supports the load from the chest of the occupant and the timing at which the headrest supports the load from the occupant's head become closer, and the lashing of the occupant is more effectively suppressed.

  As described above, the occupant protection device according to the present invention has an excellent effect that the lashing of the occupant can be effectively suppressed at the time of rear-end collision of the vehicle.

  A movable lumbar support device 10 as an occupant protection device according to an embodiment of the present invention will be described with reference to FIGS. 1 to 3. It should be noted that arrows FR and UP appropriately shown in the drawings respectively indicate the forward direction (traveling direction) and the upward direction of the automobile to which the movable lumbar support device 10 is applied.

  FIG. 1 is a side view in which a vehicle seat 12 to which a movable lumbar support device 10 is applied and which is disposed in a vehicle interior of the automobile is partially cut away. As shown in this figure, the vehicle seat 12 is configured such that a lower end of a seat back 16 is connected to a rear end portion of a seat cushion 14 on which an automobile occupant P is seated via a reclining device (not shown). Yes. The reclining mechanism makes it possible to adjust the inclination angle of the seat back 16 with respect to the seat cushion 14.

  A headrest 18 is disposed above the seat back 16 in the vehicle seat 12. In this embodiment, the headrest 18 is an active headrest, and a front half 20 and a rear half 22 are connected via an X arm 24 so as to be able to contact and separate. The headrest 18 has an initial position (see the solid line in FIG. 1) where the front half 20 is brought close to the rear half 22 by a relative angular displacement of the X arm 24 and a support position where the front half 20 is separated from the rear half 22 (FIG. 1). Imaginary line)).

  In addition, a drive device 26 including an electric motor is connected to the X arm 24, and the drive device 26 is configured to move the front half 20 from the initial position to the support position by operating. In place of the driving device 26, for example, a biasing member that biases the front half 20 toward the support position, a holding member that holds the front half 20 in the initial position, and the holding state by the holding member is released. It is also possible to provide a release device.

  The headrest 18 is supported such that the lower portion of the headrest stay 28 is inserted into the upper end portion of the seatback frame 16 </ b> A constituting the seatback 16, and can be contacted and separated along the vertical direction with respect to the upper end of the seatback 16. In the headrest 18, the X arm 24 and the driving device 26 correspond to the “headrest driving device” in the present invention.

  The movable lumbar support device 10 is disposed at a lower portion of the seat back 16, specifically, a portion that supports the waist L of the occupant (the seated person of the vehicle seat 12) in the seat back 16. The movable lumbar support device 10 includes a lumbar support 30 that abuts against a seated person's waist L via a seat back cushioning material 16B, and the lumbar support 30 contacts and separates from a base portion 34 via an X arm 32. It is configured to be connected. The base portion 34 is fixed to the seat back frame 16A.

  As a result, in the movable lumbar support device 10, due to the relative angular displacement of the X arm 32, the lumbar support 30 is in the retracted position (see the solid line in FIG. 1), which is the normal use position, and the advance position, which is an emergency use position described later. (See the imaginary line in FIG. 1). Further, a drive device 36 including an electric motor is connected to the X arm 32, and the drive device 36 is configured to move the lumbar support 30 from the retracted position to the advanced position by operating.

  In the movable lumbar support device 10, the X arm 32 and the drive device 36 correspond to the “lumbar support drive device” in the present invention. The movable lumbar support device 10 may be configured such that the position of the lumbar support 30 can be adjusted in a range between the reverse position and the forward position in accordance with the operation of the hand switch of the occupant.

  Furthermore, the movable lumbar support device 10 includes a rear collision ECU 38 as a control device. The rear collision ECU 38 is electrically connected to the drive device 36. The rear collision ECU 38 is also electrically connected to a PCS (pre-crash safety) sensor 40 as a rear collision prediction unit. The PCS sensor 40 is configured to include a distance sensor such as a millimeter wave radar, and outputs a signal corresponding to a relative distance to a rear vehicle as a monitoring target object located behind the automobile. .

  Then, the rear collision ECU 38 detects (predicts or estimates) the presence or probability of a collision between the automobile and the rear vehicle based on the output signal of the PCS sensor 40 and the time change of the output signal, and the collision. If it is determined that the collision probability is higher than the predetermined threshold, the driving device 36 is operated to move the lumbar support 30 from the reverse position to the forward position.

  In this embodiment, the rear collision ECU 38 is also electrically connected to the driving device 26 of the headrest 18, and when it is determined that a collision cannot be avoided or when the collision probability is higher than a predetermined threshold value. The drive device 26 of the headrest 18 is operated so that the front half 20 protrudes forward with respect to the rear half 22. In this embodiment, the operation timings of the driving devices 26 and 36 by the rear impact ECU 38 are set to be substantially the same, but these operation timings (timing at which the front half 20 and the lumbar support 30 stop at the forward limit) are set. Different configurations may be used.

  The vehicle seat 12 described above is applied with the lumbar support 30, the movable movable lumbar support device 10 that moves the front half 20 by the power of the drive devices 36 and 26, and the headrest 18 that is an active headrest, respectively. It is said to be a countermeasure sheet against whiplash of passengers in the event of a crash. This whiplash suppressing action will be described in detail in the action of this embodiment.

  Next, the operation of this embodiment will be described.

  In the vehicle seat 12 to which the movable lumbar support device 10 and the headrest 18 configured as described above are applied, if the rear collision ECU 38 predicts a rear collision (rear collision) of the automobile based on the output signal of the PCS sensor 40, this The rear collision ECU 38 operates the driving device 36 of the movable lumbar support device 10 and the driving device 26 of the headrest 18. Then, the lumbar support 30 and the front half 20 of the headrest 18 move to the advance position and the support position, respectively.

  As a result, the lumbar portion L of the occupant who is seated on the vehicle seat 12 is restrained (supported) by the lumbar support 30 before the rear collision occurs. For this reason, when the rear impact is actually reached after this, the speed at which the upper body of the occupant enters (presses) the seat back 16 is reduced, and the acceleration of the occupant's chest C (support load of the chest C) ) Rises later. Further, in the present configuration in which the lumbar support 30 supports the waist L, the support load is distributed to the waist L and the chest C. Therefore, compared to the case where the collision load is mainly supported in the chest C, the chest C Support load is reduced.

  Therefore, in the vehicle seat 12 to which the movable lumbar support device 10 is applied, the acceleration rising timing of the chest C is delayed and the acceleration (support load) itself in the chest is reduced. Therefore, the acceleration of the head H and the chest C The difference with the acceleration is reduced, and the whipping of the occupant is effectively suppressed.

  While comparing the present embodiment with the comparative example using the schematic diagram of the present embodiment shown in FIG. 2A and the schematic diagram of the comparative example shown in FIG. This will be further described with reference to the diagrams shown in FIGS. The comparative example shown in FIG. 2B has the same configuration as the present embodiment except that the movable lumbar support device 10 is not provided, and includes a headrest 18 that is an active headrest.

  In the configuration according to this comparative example, when the driving device 26 of the headrest 18 is operated before the rear impact, when the rear impact is actually reached, first, the acceleration of the chest C of the occupant rises as shown in FIG. When the passenger's head H comes into contact with the headrest 18 (front half 20), the acceleration of the head H rises. The time difference ΔT0 (shown as the acceleration peak time difference for convenience) between the acceleration rise timing of the chest C and the acceleration acceleration of the head H shown in FIG. Since it moves, it is shortened compared to a configuration having a normal headrest, and even in this comparative example, although a slight whiplash prevention effect is recognized, the acceleration difference Δα0 between the chest C and the head H can be further reduced. Is desired.

  On the other hand, in the present embodiment, since the lumbar support 30 has moved to the forward position before the rear impact, the waist L is first supported by the lumbar support 30 during the rear impact (see arrow X in FIG. 2A). ), The acceleration of the waist L rises as shown in FIG. Next, the occupant's chest C is supported on the upper portion of the seat back 16 (see arrow Y in FIG. 2A), and the acceleration of the chest C rises as shown in FIG. When the headrest 18 (front half 20) is in contact with and supported (see arrow Z in FIG. 2A), the acceleration of the head H rises as shown in FIG. 3A.

  Here, since the acceleration (support load) of the waist L rises first, the speed of entry of the occupant's upper body into the seat back 16 is reduced as described above, and as shown by the arrow A in FIG. The acceleration rise timing of C is delayed as compared with the comparative example (illustrated by a broken line in FIG. 3A). That is, the time difference ΔT1 between the acceleration rising timing of the chest C and the acceleration rising timing of the head H is smaller than the time difference ΔT0 in the comparative example. In addition, since the impact load due to the rear impact is distributed to the chest C and the waist L, the acceleration of the chest C is smaller than that of the comparative example, as indicated by the arrow B in FIG.

  As a result, in this embodiment, the acceleration difference Δα1 between the chest C and the head H is smaller than the acceleration difference Δα0 in the comparative example, and the lashing of the occupant is effectively suppressed. Furthermore, as described above, since the impact load is mainly distributed to the waist L, the chest C, and the head H, the figure is compared with the comparative example in which the impact load is mainly supported by the chest C and the head H. As shown by the arrow C in 3 (A), the peak of acceleration (support load) of the occupant's head H is reduced. That is, occupant protection performance is improved.

  Thus, in the movable lumbar support device 10 according to the present embodiment, it is applied to the vehicle seat 12 to effectively suppress the whipping of the occupant who is seated in the vehicle seat 12 at the time of the vehicle rear collision. it can. In particular, the movable lumbar support device 10 that delays the acceleration rising timing of the occupant's chest C is applied to the vehicle seat 12 together with the headrest 18 that accelerates the acceleration rising timing of the occupant's head H, thereby further increasing the whipping of the occupant. It can be effectively suppressed.

  Further, in the vehicle seat 12 to which the movable lumbar support device 10 is applied, a part of the high load is supported by the lumbar support 30, that is, the lower portion of the seat back 16, so Is suppressed. For this reason, the vertical displacement between the occupant's head H and the headrest 18 due to the backward tilt of the seat back 16 is suppressed, and the occupant's head H can be supported by the active headrest 18 having a simple structure.

  In the above-described embodiment, an example in which the headrest 18 is applied to the vehicle seat 12 together with the movable lumbar support device 10 is shown. However, the present invention is not limited to this, and for example, a waist portion of an occupant accompanying a rear collision Even if the movable lumbar support device 10 is applied to a vehicle seat provided with a passive movable headrest that brings the headrest close to the occupant's head H using the force of the L or chest C pressing the seat back 16. good.

  Moreover, in the said embodiment, although the movable lumbar support apparatus 10 was provided with the X arm 32 connected to the drive device 36, the example which advancing the lumbar support 30 linearly was shown, However, This invention is limited to this. Alternatively, for example, a mechanism for moving the lumbar support 30 from the retracted position to the advanced position by rotating around a predetermined rotation axis may be used, and the lumbar support 30 may be utilized by utilizing an elastic force such as fluid pressure or a spring. It is good also as a structure which moves to from the retreat position to the advance position.

1 is a partially cutaway side view schematically showing a vehicle seat to which a movable lumbar support device according to an embodiment of the present invention is applied. (A) is a schematic diagram showing a passenger support state at the time of a rear collision by a vehicle seat to which the movable lumbar support device according to the embodiment of the present invention is applied, and (B) is a rear collision by a vehicle seat according to a comparative example. It is a schematic diagram which shows the passenger | crew support state at the time. (A) is a diagram showing a time change of acceleration of each part of the upper body at the time of a rear impact of a seated occupant of a vehicle seat to which the movable lumbar support device according to the embodiment of the present invention is applied, and (B) is a comparative example. It is a diagram which shows the time change of the acceleration of each part of the upper body at the time of the rear collision of the seated person of the vehicle seat according to the above.

Explanation of symbols

10 Movable lumbar support device (occupant protection device)
DESCRIPTION OF SYMBOLS 12 Vehicle seat 14 Seat cushion 16 Seat back 18 Headrest 24 X arm (headrest drive means)
26 Driving device (headrest driving means)
30 lumbar support 32 X arm (lumbar support drive means)
36 Driving device (lumbar support driving means)
38 Rear impact ECU (control device)
40 PCS sensor (rear collision prediction means)

Claims (2)

An occupant protection device applied to a vehicle seat having a seat back coupled to a rear end side of a seat cushion for a passenger to sit on, and a headrest provided on an upper end of the seat back,
A lumbar support provided on the seat back so as to be displaceable in the longitudinal direction of the vehicle body, and for supporting the waist of the occupant,
A lumbar support driving device that is provided between the seat back and the lumbar support and is operated to displace the lumbar support to the front side in the vehicle longitudinal direction with respect to the seat back;
A control device that operates the lumbar support driving device when a rear-end collision of the vehicle is predicted based on a signal from the rear-end prediction means;
An occupant protection device. A headrest drive device that, by actuating, displaces at least the front portion of the headrest to the front side in the vehicle longitudinal direction with respect to the seatback;
The occupant protection device according to claim 1, wherein the control device operates the headrest driving device when a rear-end collision of the vehicle is predicted based on a signal from the rear-end collision prediction unit.

Images