JP2007290560A - Operation control device of occupant crash protector - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an operation control device of an occupant crash protector capable of adequately determining an operating mode of the occupant crash protector by adequately eliminating the result of detection of an occupant state in a stage before a collision while continuously detecting the state of the occupant. <P>SOLUTION: The operation control device of the occupant crash protector has occupant state detection means (30, 32) for continuously detecting an occupant state, and changes the operational mode of occupant crash protectors (42, 44) in which the operation is scheduled when detecting a collision based on the result of detection of the occupant state by the occupant state detection means. The operation control device of the occupant crash protector has a means for detecting a pre-collision stage immediately before a vehicle is collided with an obstacle, and determines the operational mode of the occupant crash protector based on the result of detection of the occupant state before that at the detection if the pre-collision stage is detected. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an operation control device for an occupant protection device that varies an operation mode of the occupant protection device based on a detection result of the occupant state.

Conventionally, a collision prediction device that detects a vehicle collision in advance, an occupant detection device that can determine an occupant state on a seat, a seat belt that restrains the occupant on the seat, and winding and pulling out the seat belt The seat belt drive device to be performed, the signal from the collision prediction device and the occupant information from the occupant detection device are driven to drive the seat belt drive device, and the seat belt is wound so as to have a tension corresponding to the occupant. A seat belt device including a seat belt control device is known (see, for example, Patent Document 1).
JP 2005-262927 A

  By the way, in the above-mentioned Patent Document 1, there is no specific disclosure as to when the occupant information detected by the occupant detection device is used, but occupant information such as the physique and weight of the occupant (occupant state) ) May change, for example, when the passenger in the rear seat and the passenger on the passenger seat are interchanged, it is desirable that the detection is continuously detected.

  However, when continuously detecting the occupant state, for example, the pre-crash seat belt device is activated in the pre-crash stage, and the occupant load detected on the seat increases when the occupant is pressed against the seat. Incorrect occupant status may be detected.

  Accordingly, the present invention provides an occupant protection device capable of appropriately determining the operation mode of the occupant protection device by appropriately eliminating the detection result of the occupant state at the stage before the collision while continuously detecting the occupant state. An object of the present invention is to provide an operation control device.

In order to achieve the above object, the first invention includes occupant state detection means for continuously detecting the state of the occupant, and the operation is scheduled at the time of collision detection based on the detection result of the occupant state by the occupant state detection means. An operation control device for an occupant protection device that changes an operation mode of the occupant protection device,
Means for detecting a pre-collision stage immediately before the vehicle collides with an obstacle,
When the pre-collision stage is detected, the operation mode of the occupant protection device is determined based on the detection result of the occupant state prior to the detection.

Further, the second invention is mounted on a vehicle including a first occupant protection device that is scheduled to be activated when a pre-collision stage is detected and a second occupant protection device that is scheduled to be activated when a collision is detected. An operation control device for an occupant protection device that includes an occupant state detection unit that continuously detects, and that changes an operation mode of the second occupant protection device based on a detection result of the occupant state by the occupant state detection unit,
When the first occupant protection device is activated, the operation mode of the second occupant protection device is determined based on the detection result of the occupant state prior to the activation.

A third invention is an operation control device for an occupant protection device according to the second invention,
The first occupant protection device is at least one of a seat belt device that forcibly winds up a seat belt before a collision, and a braking device that forcibly generates a braking force before the collision. It is characterized by that. As a result, it is possible to determine the operation mode of the second occupant protection device without using the detection result of the occupant state whose accuracy may be lowered with the operation of the seat belt device or the braking device.
It is characterized by that.

4th invention is the operation control apparatus of the passenger | crew protection apparatus which concerns on 2nd or 3rd invention,
When the first occupant protection device is activated, the detection result of the occupant state detected by the occupant state detection means is temporarily invalidated until a predetermined time has elapsed from the time of the operation. Thus, the operation mode of the second occupant protection device is determined by dynamically responding to the change of the occupant while invalidating only the detection result of the occupant state whose accuracy may be lowered due to the operation of the seat belt device or the braking device. can do.

According to a fifth aspect of the present invention, in the operation control device for an occupant protection device according to any one of the first to fourth aspects of the invention,
The occupant protection device scheduled to be activated when the collision is detected is an airbag device on the passenger seat side. Thereby, according to the detection result of the passenger | crew state regarding a passenger seat passenger | crew, the operation aspect of the airbag apparatus by the side of a passenger seat can be determined appropriately.

A sixth invention is an operation control device for an occupant protection device according to any one of the first to fifth inventions,
The occupant state detection means detects the occupant state based on a load sensor or a pressure sensor provided on the seat. Accordingly, the operation mode of the occupant protection device that is scheduled to be activated at the time of collision detection is appropriately determined without using the output of the load sensor or the pressure sensor that may fluctuate during the operation before the collision or the first occupant protection device. Can do.

A seventh invention is an operation control device for an occupant protection device according to any one of the first to sixth inventions,
The occupant state detection means is means for determining whether the passenger in the passenger seat is an adult or a child based on a load sensor or a pressure sensor provided in the passenger seat,
When it is determined that the passenger seat occupant is an adult by the occupant state detection means, the airbag device on the passenger seat side is allowed to operate, and when it is determined that the passenger occupant is a child, The seat-side airbag device is in an operation-inhibited state. As a result, for example, when the passenger in the passenger seat is actually a child, the determination result of the passenger in the passenger seat is prevented from being erroneously changed from a child to an adult during the pre-collision stage or when the first occupant protection device is activated. The device can be reliably disabled.

An eighth invention is an operation control device for an occupant protection device according to any one of the first to sixth inventions,
The occupant state detection means is means for determining whether the passenger in the passenger seat is an adult or a child based on a load sensor or a pressure sensor provided in the passenger seat,
If it is determined by the occupant state detection means that the passenger in the passenger seat is an adult, the airbag device on the passenger seat side is put into an operable state with the first output, and it is determined that the passenger in the passenger seat is a child. In this case, the air bag device on the passenger seat side can be operated with a second output smaller than the first output. As a result, for example, when the passenger in the passenger seat is actually a child, the determination result of the passenger in the passenger seat is prevented from being erroneously changed from a child to an adult during the pre-collision stage or when the first occupant protection device is activated. It is possible to ensure that the device can be operated at low power.

  ADVANTAGE OF THE INVENTION According to this invention, while detecting a passenger | crew's state continuously, the detection result of the passenger | crew state of the stage before a collision can be excluded appropriately, and the operation | movement aspect of a passenger | crew protection apparatus can be determined appropriately.

  Hereinafter, the best mode for carrying out the present invention will be described in several embodiments with reference to the drawings.

  FIG. 1 is a system configuration diagram showing a main configuration of an operation control device for an occupant protection device according to Embodiment 1 of the present invention. The operation control device for the occupant protection device of this embodiment includes an inter-vehicle ECU 10, a PSB-ECU 20A, an occupant detection ECU 30A, and an airbag ECU 40A. Each of the ECUs 10, 20A, 30A, and 40A is configured as a microcomputer including a CPU, a ROM, a RAM, and the like connected to each other via a bus (not shown). Each of the ECUs 10, 20A, 30A, and 40A may perform necessary communication via an appropriate bus such as a CAN (controller area network).

  A front radar 12 that monitors obstacles ahead is connected to the inter-vehicle ECU 10. The front radar 12 may be arranged near the front grille of the vehicle or inside the front bumper so as to monitor the front of the vehicle. The front radar 12 radiates a detection wave, and receives a detection wave reflected by an obstacle (typically, a preceding vehicle) in the detection zone of the front radar 12 among the radiated detection waves, The distance of the object from the own vehicle and the relative direction of the obstacle to the own vehicle are detected. Further, on the curved road, the course of the own vehicle may be corrected using the output signal of the yaw rate sensor or the steering sensor. The detection wave emitted by the front radar 12 may be a light wave (for example, a laser wave), a radio wave (for example, a millimeter wave), or a sound wave (for example, an ultrasonic wave).

  The inter-vehicle ECU 10 determines whether or not the obstacle ahead of the host vehicle and the host vehicle are unavoidable based on the detection result (obstacle information) of the front radar 12. This collision unavoidable determination method may be various, and for example, a map including a relative speed and a relative distance may be used. If the inter-vehicle ECU 10 determines that a collision is inevitable, the inter-vehicle ECU 10 notifies the PSB-ECU 20A of that fact.

  A pre-crash seat belt (PSB) 22 is connected to the PSB-ECU 20A as a control target. The PSB-ECU 20A activates the pre-crash seat belt 22 when the collision unavoidable determination is received from the inter-vehicle ECU 10 to realize occupant protection in the pre-collision stage.

  FIG. 2 is a diagram illustrating an example of the pre-crash seat belt 22, FIG. 2A is an external view of the pre-crash seat belt 22, and FIG. 2B is an operation diagram of the pre-crash seat belt 22. It is.

  In the example shown in FIG. 2, the pre-crash seat belt 22 includes a seat belt (webbing) 24, a shaft 26, a clutch mechanism 28, a reduction gear 29, and a motor 27 that can rotate forward and backward.

  Normally, the clutch mechanism 28 is not engaged and the shaft 26 is in a free state. In this case, the seat belt 24 can be wound and unwound, for example, when the shaft 26 rotates forward and backward by an operation by a user. On the other hand, when a drive current is applied to the motor 27 and the rotation of the motor 27 is transmitted through the reduction gear 29, the clutch mechanism 28 is engaged and the seat belt 24 is forcibly wound. The belt winding speed and tension of the seat belt may be variably controlled, for example, by changing the driving current application time and the duty of the belt winding motor 22.

  FIG. 3 is a flowchart showing an operation control mode of the pre-crash seat belt 22 realized by the PSB-ECU 20A. This processing routine may be executed at predetermined intervals by the inter-vehicle ECU 10 as in the collision inevitable determination processing.

  In step 100, the PSB-ECU 20A determines whether or not collision avoidance is determined by the inter-vehicle ECU 10. If it is determined by the inter-vehicle ECU 10 that a collision is inevitable, the process proceeds to step 120. Otherwise, the process proceeds to step 110. In step 110, the pre-crash seat belt 22 is maintained in an inoperative state.

  In step 120, PSB-ECU 20A drives motor 27 to operate pre-crash seat belt 22.

  In step 130, the PSB-ECU 20A starts measuring the operating time of the pre-crash seat belt 22 using, for example, a time counter.

  In step 140, PSB-ECU 20A determines whether or not a collision has been detected based on information from airbag ECU 40A. If a collision is detected, the process ends. In this case, the airbag device 42 and the seat belt pretensioner 44 are operated by the airbag ECU 40A as will be described later. On the other hand, if no collision is detected, the process proceeds to step 150.

  In step 150, the PSB-ECU 20A determines whether or not the operating time of the pre-crash seat belt 22 is a predetermined time or more. That is, the PSB-ECU 20A determines whether or not a predetermined time has elapsed since the start of the operation of the pre-crash seat belt 22. If a predetermined time has passed without detecting a collision, the process proceeds to step 160.

  In step 160, the PSB-ECU 20A determines that the current collision unavoidable determination by the inter-vehicle ECU 10 is an error, and stops the operation of the pre-crash seat belt 22. That is, the motor 27 is reversely rotated, the engagement of the clutch mechanism 28 is released (released), and the shaft 26 is returned to a free state. In addition, as a case where the collision unavoidable determination by the inter-vehicle ECU 10 becomes an error, there may be a case where it is determined that a collision is unavoidable with respect to a vehicle passing at a corner or an oncoming vehicle when turning right.

  FIG. 4 is a view showing a change aspect of the seat belt load accompanying the operation of the pre-crash seat belt 22. When it is determined that the collision is unavoidable at time t = t0 and the pre-crash seat belt 22 is started to operate, the seat belt 24 is wound up, and the seat belt load gradually increases accordingly. At time t = t1, when the seat belt load increases to a certain value, the winding of the seat belt 24 is stopped and the load (tension) is held for a certain time (for example, 2 seconds). When a certain time or more has elapsed without detecting a collision (time t = t3), the seat belt load gradually decreases and returns to the original state at time t = t4. When a collision is detected (time t = t2), the seat belt pretensioner 44 is activated, and the seat belt load increases rapidly as indicated by the broken line.

  Referring again to FIG. 1, an occupant detection sensor 32 is connected to the occupant detection ECU 30A. The occupant detection ECU 30 </ b> A detects the state of the occupant such as the physique and weight of the occupant based on information from the occupant detection sensor 32. In this example, the occupant detection sensor 32 processes the output signal of the pressure sensor embedded in the cushion part (seat part) of the seat, and the magnitude of the load applied to the seat part of the seat (value related to body weight) The area (value related to the physique) of the seat where the pressure is applied is calculated. The occupant detection ECU 30A determines whether the occupant is an adult or a child as the occupant state based on the calculation processing result from the occupant detection sensor 32. Note that an adult or a child may be determined based on the physique and weight. For example, the occupant detection ECU 30A is an adult when the magnitude of the load applied to the seat portion of the seat is a predetermined value or more and the area of the seat portion applied to the seat portion of the seat is a predetermined area or more. It may be determined.

  The passenger detection sensor 32 may detect a driver's seat passenger and a passenger seat passenger. In this case, the pressure sensor as the passenger detection sensor 32 is provided in each of the driver seat and the passenger seat side seat. The occupant detection ECU 30A continuously detects (monitors) the occupant state based on the output signal supplied from the occupant detection sensor 32 as needed. This is because the occupant state is not necessarily constant, and may change depending on, for example, the case where the occupant on the rear seat and the occupant on the passenger seat are switched.

  FIG. 5 is a flowchart showing a normal passenger determination process executed by the passenger detection ECU 30A of the present embodiment. The execution cycle of this processing routine, that is, the occupant determination cycle may be about 100 ms, for example. In the following, although the passenger determination process on the passenger seat side is shown, the same may be applied to the driver seat side.

  In step 200, it is determined whether or not the pre-crash seat belt 22 has been operated based on information from the PSB-ECU 20A. That is, it is determined whether the collision unavoidable determination is output by the inter-vehicle ECU 10. When it is determined that the pre-crash seat belt 22 has been operated, the processing shifts to a processing routine shown in FIG. On the other hand, if it is not determined that the pre-crash seat belt 22 has been operated, the process proceeds to step 210.

  In step 210, the occupant detection ECU 30A determines whether the occupant on the passenger seat side is an adult or a child based on the calculation result supplied from the occupant detection sensor 32 on the passenger seat side as needed.

  Thus, in this embodiment, unless the pre-crash seat belt 22 is operated, the passenger determination result (adult / child in this example) on the passenger seat side is updated every passenger determination cycle. The latest occupant determination result generated / updated by the occupant detection ECU 30A is referred to by the airbag ECU 40A as will be described later, and is used for determining the activation of the occupant protection device.

  FIG. 6 is a flowchart showing an occupant determination process executed by the occupant detection ECU 30A of the present embodiment in accordance with the operation of the pre-crash seat belt 22. The execution cycle of this processing routine is the same as that in FIG. 5, and may be about 100 ms, for example.

  In step 300, the operating state of the pre-crash seat belt 22 is confirmed based on information from the PSB-ECU 20A. In step 310, it is determined whether or not the pre-crash seat belt 22 is operating. If the pre-crash seat belt 22 is in operation, the process proceeds to step 320. If the pre-crash seat belt 22 is not in operation, the process proceeds to step 330. If the current processing routine is the first time, the process proceeds to step 320.

  In step 320, the occupant detection ECU 30A stops (locks) updating of the occupant determination result, and stops the calculation process by the occupant detection sensor 32. Thereby, the update of the occupant determination result periodically executed in the normal state is stopped, and the latest occupant determination result is held as the latest occupant determination result.

  In step 330, the occupant detection ECU 30A determines whether the arithmetic processing by the occupant detection sensor 32 is stopped. If the calculation processing by the occupant detection sensor 32 is stopped, the process proceeds to step 330. Otherwise, the process proceeds to step 340.

  In step 340, the occupant detection ECU 30A restarts the arithmetic processing by the occupant detection sensor 32.

  In step 350, the occupant detection ECU 30A determines whether or not a predetermined time α has elapsed after the operation of the pre-crash seat belt 22 is completed. Whether or not the predetermined time α has elapsed may be determined using, for example, a time counter that is timed from when the pre-crash seat belt 22 is activated. Here, the predetermined time α corresponds to the time required from the end of the operation of the pre-crash seat belt 22 until sampling data (detection data of the occupant detection sensor 32) necessary for appropriate occupant determination is collected, and is determined as appropriate. Is done. If the predetermined time α or more has elapsed after the pre-crash seat belt 22 has finished operating, the process proceeds to step 370. Otherwise, the process proceeds to step 360.

  In step 360, the occupant detection ECU 30 </ b> A cannot perform accurate occupant determination after the pre-crash seat belt 22 has finished operating (after the calculation of the occupant detection sensor 32 is resumed) and sufficient time has not elapsed. Judgment is made and the occupant determination result update state is stopped (locked state).

  In step 370, conversely, the occupant detection ECU 30A, after the operation of the pre-crash seat belt 22 is completed (after the calculation of the occupant detection sensor 32 is resumed), makes an accurate occupant determination in the future. The suspension state (lock state) for updating the occupant determination result is released.

  When the processing of step 370 is completed, the occupant detection ECU 30A performs the occupant determination process in the normal state of FIG. 5 until the operation of the pre-crash seat belt 22 occurs again, and the passenger determination result on the passenger seat side (this example) Then we will update adults / children.

  FIG. 7 is a timing chart realized by the processing shown in FIG. 6. Changes in prohibition / permission with respect to the calculation processing of the occupant detection sensor 32 and the update of the occupant determination of the occupant detection ECU 30A accompanying the operation of the pre-crash seat belt 22 An aspect is shown. In FIG. 7, in order from the top, the change mode of the operation (on) / non-operation (off) of the pre-crash seat belt 22, the change mode of permission / prohibition (lock) of update of occupant determination by the occupant detection ECU 30A, and The permission / prohibition change mode of the arithmetic processing by the occupant detection sensor 32 is shown. According to the process shown in FIG. 6, as shown in FIG. 7, the occupant determination ECU 30 </ b> A updates the occupant determination until the pre-crash seat belt 22 is operating and α seconds elapse after the pre-crash seat belt 22 is operated. The calculation processing by the occupant detection sensor 32 is prohibited while the pre-crash seat belt 22 is in operation.

  Incidentally, while the pre-crash seat belt 22 is operating, as shown in FIG. 4, the seat belt load is increased, and accordingly, the load acting on the seat from the occupant is increased. For this reason, if the output result of the occupant detection sensor 32 during operation of the pre-crash seat belt 22 is used, for example, there is a possibility that it may be erroneously determined that the child is an adult while actually being a child.

  On the other hand, according to the present embodiment, as described above, during the operation of the pre-crash seat belt 22, the calculation process of the occupant detection sensor 32 is stopped and the occupant determination by the occupant detection ECU 30A is locked ( Since updating of the determination result is stopped), it is possible to prevent a decrease in occupant determination accuracy due to an increase in seat belt load when the pre-crash seat belt 22 is operated.

  That is, according to the present embodiment, the occupant detection ECU 30A continuously executes the occupant determination so that, for example, the passenger in the passenger seat is an adult when riding, but the passenger in the passenger seat is replaced by a child after that. Even in such a case, such a change can be detected, and a highly accurate occupant determination can be realized. On the other hand, by stopping the update of the occupant determination result when the pre-crash seat belt 22 is operated, the occupant determination result whose accuracy is reduced due to the operation of the pre-crash seat belt 22 can be invalidated. .

  Referring to FIG. 1 again, an airbag device 42 and a seat belt pretensioner 44 are connected to the airbag ECU 40A as control targets. The airbag device 42 and the seat belt pretensioner 44 are provided on the driver's seat side and the passenger seat side, respectively.

  A deceleration detecting means 46 is connected to the airbag ECU 40A. The deceleration detection means 46 may be an acceleration sensor (floor sensor) that is attached to, for example, a vehicle floor tunnel (not shown) and detects a deceleration in the vehicle front-rear direction at the attachment position. The deceleration detection means 46 may further include left and right acceleration sensors (front satellite sensors) that are attached in front of a side member (not shown) of the vehicle and detect the deceleration at the attachment position. In this case, it is possible to realize the operation of the airbag device 42 and the like in a mode corresponding to the collision mode and the like. The floor sensor may be incorporated in the casing of the airbag ECU 40A.

  The airbag ECU 40A determines whether or not to operate the airbag device 42 and the seat belt pretensioner 44 based on the passenger determination result by the passenger detection ECU 30A and the deceleration information from the deceleration detection means 46. For example, if the deceleration information from the deceleration detection means 46 satisfies a predetermined condition and other conditions (described later with reference to FIG. 8) are also satisfied, the airbag ECU 40A detects the airbag device 42 and the seat belt. An operation instruction (ignition signal) is sent to the drive circuit of the pretensioner 44. As a result, the inflator of the airbag device 42 generates gas, the bag of the airbag device 42 is instantly inflated, and occupant protection during a collision is realized. Similarly, gas is generated by the gas generator of the seat belt pretensioner 44, the spool rotates to wind up the seat belt, and occupant protection in the event of a collision is realized. The collision determination based on the deceleration information from the deceleration detecting means 46 may be various, and any appropriate method (for example, illustrated in FIG. 9) may be used.

  FIG. 8 is a flowchart showing main processes executed by the airbag ECU 40A. The processing routine shown in FIG. 8 may be executed for each input cycle of the deceleration signal from the deceleration detecting means 46, for example. In the following example, a process when an occupant is present on the passenger side but is detected will be described.

  In step 400, the airbag ECU 40A performs the following calculation process on the floor G detected by the floor sensor, and calculates the calculation values S and ΔV.

S = ∫∫G _floor (t) dt (1)
ΔV = ∫G _floor (t) dt (2)
Here, G _floor (t) represents the floor G detected at time t. However, G _floor (t) may be a value obtained by applying a predetermined filter process to the floor G. The integration interval is approximately from the collision start time t = t1 to the current time, and S (t1) = 0 and ΔV (t1) = 0. Therefore, the calculated value S physically means the relative movement amount of an object in the vehicle that is not fixed to the vehicle from the collision start time to the current time. The calculated value ΔV physically means the relative speed of an object in the vehicle that is not fixed to the vehicle from the collision start time to the current time.

  In step 410, the airbag ECU 40A performs a collision determination based on the calculated calculation values S and ΔV. FIG. 9 is a determination map showing two examples of collision determination realized by the airbag ECU 40A.

The determination map shown in FIG. 9A is a map for determining whether the air bag device 42 and the seat belt pretensioner 44 are operable based on the relationship between the floor G _floor and the calculated value ΔV. FIG. 9A shows a threshold line when the floor G _floor is taken on the vertical axis and the calculated value ΔV is taken on the horizontal axis. The area above the threshold line is the ON determination area, and the area below is the OFF determination area. The airbag ECU 40A determines that a collision has occurred when the relationship between the floor G _floor and the calculated value ΔV exceeds the threshold line and shifts from the OFF determination region to the ON determination region (becomes ON determination). Proceed to step 420.

The determination map shown in FIG. 9B is a map for determining whether or not the airbag apparatus 42 and the seat belt pretensioner 44 are operable based on the floor G _floor . FIG. 9B shows a threshold line when the vertical axis represents floor G _floor and the horizontal axis represents time. An area above the threshold line is an ON determination area, and a lower area is an OFF determination area. When the floor G _floor exceeds the threshold line and shifts from the OFF determination region to the ON determination region (becomes ON determination), the airbag ECU 40A determines that a collision has occurred and proceeds to step 420.

  In step 420, the airbag ECU 40A refers to the passenger determination result regarding the passenger on the passenger seat side. If the passenger on the passenger seat side is a child, the airbag ECU 40A proceeds to step 430, and if the passenger on the passenger seat side is an adult, Go to step 440.

  In step 430, the airbag ECU 40 </ b> A excludes the airbag device 42 on the passenger seat side, and issues an operation command (ignition) to the airbag device 42 on the driver seat side and the seat belt pretensioner 44 on the driver seat side and the passenger seat side. Signal). That is, when the passenger detection ECU 30A determines that the passenger in the passenger seat is a child, the airbag ECU 40A does not deploy the airbag device 42 on the passenger seat side.

  In step 440, the airbag ECU 40A sends an operation command (ignition signal) to the airbag device 42 on the driver's seat side and the passenger seat side and the seat belt pretensioner 44 on the driver seat side and the passenger seat side. That is, when the passenger detection ECU 30A determines that the passenger in the passenger seat is an adult, the airbag ECU 40A activates all the passenger protection devices including the airbag device 42 on the passenger seat side.

  As described above, in this embodiment, the passenger detection ECU 30A determines whether the operation of the airbag device 42 on the passenger seat side is necessary according to the passenger determination result of whether the passenger in the passenger seat is an adult or a child. Therefore, appropriate occupant protection according to the physique of the passenger in the passenger seat can be realized.

  Further, in this embodiment, as described above, the occupant determination is continuously executed by the occupant detection ECU 30A. Therefore, for example, the passenger in the passenger seat is an adult when riding, but the passenger in the passenger seat is replaced by a child after that. Even in such a case, appropriate occupant protection can be realized in response to such a change.

  Incidentally, as described above, while the pre-crash seat belt 22 is operating, the seat belt load is increased, and accordingly, the load acting on the seat from the occupant is increased. For this reason, the occupant determination result during the operation of the pre-crash seat belt 22 may be updated to an adult although it is actually a child. If the occupant determination result is erroneously changed from a child to an adult while the pre-crash seat belt 22 is in operation, the airbag device 42 on the passenger seat side that should not actually be activated is activated.

  On the other hand, according to the present embodiment, the occupant determination result referred to in step 420 shown in FIG. 8 was activated prior to the detection of the collision, as described with reference to FIGS. It is not the occupant determination result during operation of the pre-crash seat belt 22, but the latest occupant determination result before the operation of the pre-crash seat belt 22. Therefore, according to the present embodiment, the occupant determination result during operation of the pre-crash seat belt 22 is masked, so that the occupant determination result is erroneously updated from a child to an adult while the pre-crash seat belt 22 is operating. In other words, erroneous activation of the airbag device 42 on the passenger seat side can be reliably prevented. That is, according to the present embodiment, appropriate occupant protection corresponding to the physique of the passenger in the passenger seat is realized based on the robust occupant determination result that is not affected by the operation of the pre-crash seat belt 22. Can do.

  FIG. 10 is a system configuration diagram showing a main configuration of an operation control device for an occupant protection device according to Embodiment 2 of the present invention. The second embodiment is mainly different from the first embodiment described above in that an automatic brake device 60 is provided instead of the pre-crash seat belt 22. Hereinafter, the same components as those of the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  The automatic brake device 60 includes a brake actuator (pump, motor, etc.) that generates high-pressure brake oil, an oil passage that connects the brake actuator and the wheel cylinder of the wheel, a control valve that controls the conduction state of the oil passage, And a brake mechanism. The brake mechanism is, for example, a disc brake type that generates a braking force by pressing a friction material (pad) on both surfaces of a disc (disk) that rotates integrally with a wheel by the hydraulic pressure of an actuator, or a rotating member that rotates integrally with a wheel ( The brake mechanism may be of any type including a drum brake type in which a friction member (shoe) is pressed against the inner surface of the drum) by the hydraulic pressure of the actuator to generate a braking force.

  An automatic brake device 60 is connected to the brake ECU 21 as a control target. When the brake ECU 21 receives the collision unavoidable determination from the inter-vehicle ECU 10, the brake ECU 21 activates the automatic brake device 60 to realize occupant protection in the pre-collision stage. That is, if the brake ECU 21 determines that the inter-vehicle ECU 10 is unavoidable, the brake ECU 21 operates the actuator of the automatic brake device 60 to generate a braking force. At this time, the brake ECU 21 determines a target deceleration (target braking force) according to, for example, the relative position / relative speed between the obstacle and the vehicle, and the actuator of the automatic brake device 60 so that the target deceleration is realized. To control. The braking of the vehicle by the operation of the automatic brake device 60 is referred to as “automatic braking” in the sense that the braking is not realized in response to the operation of the driver's brake pedal.

  FIG. 11 is a graph showing the relative movement amount (forward movement amount) of the occupant with respect to the seat in the pre-collision stage with time taken as the horizontal axis when such automatic braking is performed.

  When it is determined that a collision is unavoidable at time t = t0 and the automatic brake device 60 starts to operate, deceleration occurs, and accordingly, the relative movement amount of the occupant relative to the seat gradually increases. When the deceleration increases to the upper limit value at time t = t1, the deceleration is retained. When a predetermined time or more has passed without detecting a collision (time t = t3), the operation of the automatic brake device 60 is stopped, and the relative movement amount of the occupant with respect to the seat decreases, and at time t = t4 Return to the original state. When a collision is detected (time t = t2), as shown by a broken line, the relative movement amount of the occupant with respect to the seat increases rapidly.

  FIG. 12 is a flowchart showing a normal passenger determination process executed by the passenger detection ECU 30B of the present embodiment. The actual processing shown in FIG. 12 is only the point that the pre-crash seat belt 22 is replaced with the automatic brake device 60 with respect to the processing shown in FIG.

  In step 500, it is determined based on information from the brake ECU 21 whether or not the automatic brake device 60 has been activated. In step 510, the occupant detection ECU 30B determines whether the occupant on the passenger seat side is an adult or a child based on the calculation result supplied from the occupant detection sensor 32 on the passenger seat side as needed. In this way, in this embodiment, unless the automatic brake device 60 is operated, the passenger determination result (adult / child in this example) on the passenger seat side is updated every passenger determination cycle. As will be described later, the latest occupant determination result generated / updated by the occupant detection ECU 30B is referred to by the airbag ECU 40B and used to determine the activation of the occupant protection device.

  FIG. 13 is a flowchart showing an occupant determination process executed by the occupant detection ECU 30B of the present embodiment in accordance with the operation of the automatic brake device 60. The execution cycle of this processing routine is the same as that in FIG. 5, and may be about 100 ms, for example. The actual processing shown in FIG. 13 is only the point that the pre-crash seat belt 22 is replaced with the automatic brake device 60 in the processing shown in FIG.

  In step 600, the operating state of the automatic brake device 60 is confirmed based on information from the brake ECU 21, and in step 610, it is determined whether or not the automatic brake device 60 is operating. In step 620, the occupant detection ECU 30B stops (locks) the occupant determination, and stops the arithmetic processing by the occupant detection sensor 32. Thereby, the update of the occupant determination result that was periodically executed in the normal state is stopped. In step 630, the occupant detection ECU 30B determines whether the arithmetic processing by the occupant detection sensor 32 is stopped. In step 640, the occupant detection ECU 30B restarts the calculation process by the occupant detection sensor 32. In step 650, the occupant detection ECU 30B determines whether or not a predetermined time β has elapsed after the automatic brake device 60 has finished operating. Whether or not the predetermined time β or more has elapsed may be determined using, for example, a time counter that is timed from when the automatic brake device 60 is activated. Here, the predetermined time β corresponds to a time required until sufficient sampling data (detection data of the occupant detection sensor 32) is collected after the operation of the automatic brake device 60 is finished, and is determined as appropriate.

  In step 660, the occupant detection ECU 30B continues the occupant determination stop state (lock state). In step 670, the occupant detection ECU 30B releases the occupant determination stop state (lock state). When the processing of step 670 is completed, the occupant detection ECU 30B performs the normal occupant determination process of FIG. 12 until the automatic brake device 60 is actuated again, and the occupant determination result on the passenger seat side (in this example) , Adults / children).

  Meanwhile, while the automatic brake device 60 is operating, as shown in FIG. 11, the occupant is moved forward with respect to the seat, and accordingly, the load acting on the seat from the occupant is reduced. . For this reason, if the output result of the occupant detection sensor 32 during operation of the automatic brake device 60 is used, for example, there is a possibility that it may be erroneously determined that the child is actually an adult but a child.

  On the other hand, according to the present embodiment, as described above, during the operation of the automatic brake device 60, the calculation processing of the occupant detection sensor 32 is stopped and the occupant determination by the occupant detection ECU 30B is locked (determination) Since the update of the result is stopped), it is possible to prevent a decrease in the occupant determination accuracy due to an increase in the seat belt load when the automatic brake device 60 is operated.

  Further, as described above, while the automatic brake device 60 is operating, the occupant is moved forward with respect to the seat, and accordingly, the load acting on the seat from the occupant is reduced. For this reason, the occupant determination result during the operation of the automatic brake device 60 may be updated to a child even though it is actually an adult. If the occupant determination result is erroneously updated from an adult to a child while the automatic brake device 60 is in operation, the passenger seat side airbag device 42 to be actually activated is not activated.

  On the other hand, according to the present embodiment, the occupant determination result referred to in the activation determination by the airbag ECU 40B was operated prior to the detection of the collision, as described with reference to FIGS. It is not the occupant determination result during operation of the automatic brake device 60, but the latest occupant determination result before the operation of the automatic brake device 60. Therefore, according to the present embodiment, the occupant determination result during the operation of the automatic brake device 60 is masked, so that the occupant determination result is erroneously updated from an adult to a child during the operation of the automatic brake device 60. Thus, it is possible to reliably prevent the passenger side air bag device 42 from being erroneously activated. That is, according to this embodiment, it is possible to realize appropriate occupant protection according to the physique of the passenger in the passenger seat based on the robust occupant determination result that is not affected by the operation of the automatic brake device 60. it can.

  FIG. 14 is a system configuration diagram showing a main configuration of an operation control device for an occupant protection device according to Embodiment 3 of the present invention. The third embodiment is applicable to the first and second embodiments described above, and is mainly different in that the occupant protection device controlled by the airbag ECU 40C is an output variable occupant protection device 50. Hereinafter, the case where it applies to the above-mentioned Example 1 is demonstrated, about the structure similar to the above-mentioned Example 1, the same referential mark is attached | subjected and description is abbreviate | omitted.

  The occupant protection device 50 may be an occupant protection device whose output level (protection performance) is variable, and may be an airbag device whose deployment output is variable. In this case, for example, two inflators are set, and the output level of the airbag device, that is, the airbag deployment pressure is changed by, for example, changing the number of operating inflators of the two inflators or two. This can be adjusted by changing the operation timing of the inflator.

  FIG. 15 is a flowchart illustrating main processing executed by the airbag ECU 40C according to the third embodiment. The processing routine shown in FIG. 15 may be executed, for example, every input cycle of the deceleration signal from the deceleration detection means 46. In the following example, a process when an occupant is present on the passenger side but is detected will be described. Further, the description of the processing similar to the processing routine shown in FIG. 8 related to the first embodiment will be omitted.

  In step 700, the airbag ECU 40C processes the deceleration signal from the deceleration detection means 46. In step 710, the airbag ECU 40C makes a collision determination based on the processed deceleration signal.

  In step 720, the airbag ECU 40C refers to the passenger determination result regarding the passenger on the passenger seat side. If the passenger on the passenger seat side is a child, the airbag ECU 40C proceeds to step 720, and if the passenger on the passenger seat side is an adult, Go to step 730.

  In step 730, the airbag ECU 40C deploys the passenger protection device 50 on the passenger seat side with a low output. That is, if the passenger detection ECU 30C determines that the passenger in the passenger seat is a child, the airbag ECU 40C sets the operation output of the passenger protection device 50 on the passenger seat side to “low”.

  In step 740, the airbag ECU 40C deploys the passenger protection device 50 on the passenger seat side with a normal output. That is, the airbag ECU 40C sets the operation output of the passenger protection device 50 on the passenger seat side to “normal” when the passenger detection ECU 30C determines that the passenger in the passenger seat is an adult.

  Thus, in this embodiment, the operation output of the airbag device 42 on the passenger seat side is determined by the passenger detection ECU 30C according to the passenger determination result of whether the passenger in the passenger seat is an adult or a child. Appropriate occupant protection according to the physique of the passenger in the passenger seat can be realized.

  Further, in the present embodiment, as described above, the passenger detection ECU 30C continuously performs the passenger determination. For example, the passenger in the passenger seat is an adult when riding, but the passenger in the passenger seat is replaced by the child thereafter. Even in such a case, appropriate occupant protection can be realized in response to such a change.

  Further, according to this embodiment, the occupant determination result referred to in step 720 shown in FIG. 15 is, as described above, the occupant determination result during operation of the pre-crash seat belt 22 that was operated prior to the detection of the collision. Instead, it is the latest occupant determination result before the operation of the pre-crash seat belt 22. Therefore, according to the present embodiment, the occupant determination result during operation of the pre-crash seat belt 22 is masked, so that the occupant determination result is erroneously updated from a child to an adult while the pre-crash seat belt 22 is operating. Thus, it is possible to reliably prevent the airbag device 42 on the passenger seat side from being erroneously activated with the normal output.

  Even when the present embodiment is applied to the second embodiment described above, the occupant determination result referred to in step 720 shown in FIG. 15 is the automatic brake operated prior to the detection of the collision as described above. It is not the occupant determination result during operation of the device 60 but the latest occupant determination result before the operation of the automatic brake device 60. Therefore, according to the present embodiment, the occupant determination result during the operation of the automatic brake device 60 is masked, so that the occupant determination result is erroneously updated from an adult to a child during the operation of the automatic brake device 60. In addition, it is possible to reliably prevent the airbag device 42 on the passenger seat side from being erroneously activated at a low output.

  In this embodiment, adults and children are determined as occupant determination, but the physique or weight of the occupant may be determined in three stages, such as large people, medium people, and small people. . In this case, the output of the occupant protection device 50 may be varied in three stages accordingly.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  For example, in the above-described embodiment, the inter-vehicle ECU 10 may detect a front obstacle using an image sensor instead of or in addition to the front radar 12 and perform the collision unavoidable determination. The image sensor is a sensor using, for example, a CCD (stereo) camera. The front monitoring camera is mounted so as to capture a landscape in front of the vehicle, and is fixed, for example, near a room mirror in the vehicle interior. Based on the image data of the obstacle imaged by the front monitoring camera, the image sensor uses, for example, the principle of triangulation, and calculates the distance of the obstacle from the own vehicle and the relative direction of the obstacle to the own vehicle. Generated as obstacle information.

  Further, in the above-described embodiment, the inter-vehicle ECU 10 may acquire information related to the relationship between the other vehicle and the host vehicle from the other vehicle via inter-vehicle communication. Alternatively, the inter-vehicle ECU 10 acquires determination result information from the same inter-vehicle ECU of another vehicle via inter-vehicle communication, and a collision with the other vehicle is inevitable based on the determination result information received from the other vehicle. It may be determined whether or not. In the above-described embodiment, the inter-vehicle ECU 10 may detect a collision inevitable state based on a voluntary sudden braking operation by the driver.

  Further, in the above-described embodiment, it is considered that there is a time difference due to signal processing or the like from the time when the inevitable collision is determined by the inter-vehicle ECU 10 until the operation of the pre-crash seat belt 22 or the automatic brake device 60 is started. The occupant detection by the occupant detection ECUs 30A, 30B, and 30C is invalidated from the time when the operation of the pre-crash seat belt 22 or the automatic brake device 60 is detected, but the occupant detection is detected from the time when the inevitable collision is determined by the inter-vehicle ECU 10. It is good also as invalidating the passenger | crew determination by ECU30A, 30B, 30C.

  In addition, the first embodiment and the second embodiment described above can naturally be implemented in combination. In this case, the occupant determination by the occupant detection ECUs 30A and 30B may be invalidated from the time when the pre-crash seat belt 22 or the automatic brake device 60 is activated first.

  Further, in the above-described embodiment, the occupant detection sensor 32 is a pressure sensor embedded in the cushion portion of the seat, but may be another pressure / load sensor that may be set on a seat rail or the like of the seat. . For example, an occupant detection method described in JP-A-2005-193705 may be employed.

  Further, in the above-described embodiment, in order to invalidate the occupant determination by the occupant detection ECUs 30A, 30B, and 30C, the calculation processing of the occupant detection sensor 32 and the update of the occupant determination by the occupant detection ECUs 30A, 30B, and 30C are stopped. However, only the update of the occupant determination by the occupant detection ECUs 30A, 30B, 30C may be stopped. The occupant detection ECUs 30A, 30B, 30C are not configured to update the occupant determination results for each determination cycle, but the occupant detection ECUs 30A, 30B, 30C output the occupant determination results to the airbag ECUs 40A, 40B, 40C for each determination cycle. In the case of the configuration, the occupant determination result may not be output to the airbag ECUs 40A, 40B, and 40C when the pre-crash seat belt 22 is actuated, or the occupant is on the airbag ECUs 40A, 40B, and 40C side. The determination result may not be used. As described above, the invalidation may be any mode as long as it is not finally used for the determination by the airbag ECUs 40A, 40B, and 40C.

1 is a system configuration diagram illustrating a main configuration of an operation control device for an occupant protection device according to a first embodiment of the present invention. FIG. 2A is an external view of the pre-crash seat belt 22, and FIG. 2B is an operation diagram of the pre-crash seat belt 22. 3 is a flowchart showing an operation control mode of a pre-crash seat belt 22 realized by a brake ECU 21. 4 is a graph showing a change mode of a seat belt load accompanying an operation of a pre-crash seat belt 22; It is a flowchart which shows the passenger | crew determination process performed by passenger detection ECU30 of Example 1 in a normal state. 5 is a flowchart illustrating an occupant determination process that is executed by the occupant detection ECU 30 according to the first embodiment when the pre-crash seat belt 22 is operated. 6 is a timing chart showing a change mode of prohibition / permission for calculation processing of the occupant detection sensor 32 and update of occupant determination of the occupant detection ECU 30A accompanying the operation of the pre-crash seat belt 22. 3 is a flowchart showing main processes executed by an airbag ECU 40. It is a determination map which shows two examples of the operation | movement availability determination method of a passenger | crew protection apparatus. It is a system block diagram which shows the main structures of the action | operation control apparatus of the passenger | crew protection apparatus by Example 2 of this invention. It is a graph which shows the change aspect of the amount of relative movement with respect to a passenger | crew's seat accompanying the action | operation of the pre-crash seat belt. It is a flowchart which shows the passenger | crew determination process performed by passenger detection ECU30 of a present Example in a normal state. 7 is a flowchart illustrating an occupant determination process that is executed by the occupant detection ECU 30 according to the second embodiment when the automatic brake device 60 is operated. It is a system block diagram which shows the main structures of the action | operation control apparatus of the passenger | crew protection apparatus by Example 3 of this invention. 10 is a flowchart showing main processes executed by an airbag ECU 40 according to a third embodiment.

Explanation of symbols

10 inter-vehicle ECU
12 Forward radar 20A, 20C PSB-ECU
21 Brake ECU
22 Pre-crash seat belt 24 Seat belt (webbing)
26 Shaft 27 Motor 28 Clutch mechanism 29 Reduction gear 30A, 30B, 30C Occupant detection ECU
32 Occupant detection sensor 40A, 40B, 40C Airbag ECU
DESCRIPTION OF SYMBOLS 42 Air bag apparatus 44 Seatbelt pretensioner 46 Deceleration detection means 50 Output variable type occupant protection device 60 Automatic brake device

Claims (8)

An occupant protection device that includes occupant state detection means for continuously detecting the occupant state, and that changes the operation mode of the occupant protection device that is scheduled to be activated when a collision is detected, based on the detection result of the occupant state by the occupant state detection means The operation control device of
Means for detecting a pre-collision stage immediately before the vehicle collides with an obstacle,
When the pre-collision stage is detected, the operation mode of the occupant protection device is determined based on the detection result of the occupant state before the detection time, and the operation control device for the occupant protection device is characterized in that . Crew state detection that is mounted on a vehicle that includes a first occupant protection device that is scheduled to be activated when a pre-collision detection is detected and a second occupant protection device that is scheduled to be activated when a collision is detected, and continuously detects the occupant's state. An operation control device for an occupant protection device that varies the operation mode of the second occupant protection device based on the detection result of the occupant status by the occupant status detection means
When the first occupant protection device is activated, the operation mode of the second occupant protection device is determined based on the detection result of the occupant state prior to the activation. Control device.   The first occupant protection device is at least one of a seat belt device that forcibly winds up a seat belt before a collision, and a braking device that forcibly generates a braking force before the collision. The operation control device for an occupant protection device according to claim 2.   4. When the first occupant protection device is activated, the detection result of the occupant state detected by the occupant state detection means is temporarily invalidated until a predetermined time has elapsed since the activation. The occupant protection device operation control device according to claim 1.   The operation control device for an occupant protection device according to any one of claims 1 to 4, wherein the occupant protection device scheduled to operate when the collision is detected is an airbag device on a passenger seat side.   The operation control device for an occupant protection device according to any one of claims 1 to 5, wherein the occupant state detection means detects an occupant state based on a load sensor or a pressure sensor provided on a seat. The occupant state detection means is means for determining whether the passenger in the passenger seat is an adult or a child based on a load sensor or a pressure sensor provided in the passenger seat,
When it is determined that the passenger seat occupant is an adult by the occupant state detection means, the airbag device on the passenger seat side is allowed to operate, and when it is determined that the passenger occupant is a child, The operation control device for an occupant protection device according to any one of claims 1 to 6, wherein the airbag device on the seat side is in an operation prohibited state. The occupant state detection means is means for determining whether the passenger in the passenger seat is an adult or a child based on a load sensor or a pressure sensor provided in the passenger seat,
If it is determined by the occupant state detection means that the passenger in the passenger seat is an adult, the airbag device on the passenger seat side is put into an operable state with the first output, and it is determined that the passenger in the passenger seat is a child. The operation of the occupant protection device according to any one of claims 1 to 6, wherein if the air bag device is operated, the airbag device on the passenger seat side is made operable with a second output smaller than the first output. Control device.

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