JP2009113678A - Occupant restraint system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an occupant restraint system reducing or eliminating feeling of pressure caused by restraint all the time. <P>SOLUTION: In the state of installing a waist restraint arm 22 and a chest restraint arm 128, both of the waist restraint arm 22 and the chest restraint arm 128 are held in the state of separating from a body of an occupant 84. When a distance to an object in front of a vehicle becomes less than a certain value, a motor actuator of each of buckle devices 92 and 162 is operated to move each tongue 100 backward together with each device body 96 of the buckle devices 92 and 162. With this structure, both of the waist restraint arm 22 and the chest restraint arm 128 are moved to a restraint position wherein they are brought in pressure contact with a body of the occupant 84. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an occupant restraint device for restraining the body of an occupant seated in a vehicle seat.

In the vehicle occupant protection device disclosed in Patent Document 1 below, a multi-joint support member is provided on the seat, and further support is provided from above and on the side of the shoulder of the occupant seated on the seat and wearing the seat belt. The members interfere to limit the movement of the occupant's body upward and sideward.
Japanese Laid-Open Patent Publication No. 2004-34837

  By the way, in the vehicle occupant protection device disclosed in Patent Document 1, the seat belt always interferes with the occupant's body. For this reason, an occupant tends to feel a sense of pressure.

  In view of the above facts, an object of the present invention is to provide an occupant restraint device that can eliminate or reduce the feeling of pressure caused by being always restrained.

  The occupant restraint device according to the first aspect of the present invention is the occupant restraint device according to the first aspect of the present invention. Driving means for moving the restraining means to a restraining position where the restraining means comes into contact with the body of the occupant and the restraining means can restrain the occupant's body.

  In the occupant restraint device according to the first aspect of the present invention, when the occupant seated on the seat drives the drive means in a state where the restraint means is mounted on the body, the restraint means reaches the restraint position where the restraint means contacts the occupant's body. Moving. As described above, the restraining means moves to the restraining position, so that the occupant's body is restrained by the restraining means.

  Here, in the occupant restraint device according to the present invention, in a state before the restraint means moves to the restraint position, that is, in a wearing state in which the restraint means is attached to the occupant's body, the restraint means is separated from the occupant's body. In position. For this reason, the passenger's body is basically not interfered with the restraining means in the restrained state. For this reason, it is possible to eliminate or reduce the feeling of pressure or the like felt by the occupant due to the occupant's body being constantly interfered and restrained by the restraining means.

  The occupant restraint device according to a second aspect of the present invention is the occupant restraint device according to the first aspect of the present invention, wherein the support means supports one end side of the restraint means on one side in the width direction of the seat, and the mounting position. A holding means for holding the other end side of the restraining means by being engaged with the other end side of the restraining means. Further, the drive means moves at least one of the support means and the holding means to the rear side of the seat so that the restraining means reaches the restraining position.

  According to the occupant restraint device according to the second aspect of the present invention, the restraint means is supported at one end side by the support means on one side in the width direction of the seat. When the restraining means is moved to the mounting position and the other end of the restraining means is held by the holding means provided on the other side in the width direction of the seat, the restraining means is put into the wearing state. When the driving means operates in this mounted state, at least one of the support means and the holding means is moved to the rear side of the seat. Accordingly, when at least one of the one end and the other end of the restraining means is moved to the rear side of the seat, the restraining means reaches the restraining position and contacts the passenger's body to restrain the passenger's body.

  As described above, the occupant restraint device according to the present invention can eliminate or reduce the feeling of pressure caused by being always restrained.

<Configuration of the present embodiment>
FIG. 2 is a perspective view schematically showing the configuration of the occupant restraint device 10 according to one embodiment of the present invention.

  As shown in this figure, the occupant restraint device 10 includes a waist restraint device 12 and a chest restraint device 14.

(Configuration of waist restraint device 12)
As shown in FIG. 2, the waist restraint device 12 includes an arm case 22 as support means. The arm case 22 is formed in a box shape whose longitudinal direction is substantially along the vehicle front-rear direction, and is disposed along the seat cushion 26 of the seat 24 on the inner side in the vehicle width direction with respect to the seat 24. The arm case 22 is open on the outer side in the vehicle width direction, and a waist restraining arm 28 serving as restraining means is housed inside the arm case 22.

  As shown in FIG. 3, the waist restraining arm 28 includes a proximal arm piece 30. The proximal arm piece 30 is provided with a flat bottom wall portion 32 whose longitudinal direction is substantially along the longitudinal direction of the arm case 22 in the accommodated state of the arm case 22. Side wall portions 34 are erected from both ends in the width direction of the bottom wall portion 32 toward one side in the thickness direction of the bottom wall portion 32 (substantially the vehicle upper side). On the side opposite to the bottom wall portion 32 of these side wall portions 34, an upper wall portion (not shown) that is substantially the same shape as the bottom wall portion 32 is formed so as to face the bottom wall portion 32 in the vehicle vertical direction, As a whole, the proximal arm piece 30 has a cylindrical shape with a rectangular cross section penetrating in the longitudinal direction of the bottom wall portion 32.

  A circular hole 36 is formed coaxially on the base end side in the longitudinal direction of each of the bottom wall portion 32 and the top wall portion. A shaft 38 is formed integrally with the arm case 22 inside the arm case 22 so as to correspond to the circular holes 36. The shaft 38 passes through the circular holes 36 in both the bottom wall portion 32 and the upper wall portion, and the proximal arm piece 30 is placed around an axis whose axial direction is the opposing direction of the bottom wall portion 32 and the upper wall portion. It is pivotally supported. A torsion coil spring 40 is provided between the bottom wall portion 32 and the upper wall portion.

  The shaft 38 passes through the coil portion of the torsion coil spring 40. One end of the torsion coil spring 40 is engaged with an engaging pin 42 provided integrally with the arm case 22 inside the arm case 22, and the other end of the torsion coil spring 40 is one end. Is engaged with the side wall 34. The torsion coil spring 40 having the above configuration biases the distal end side of the proximal arm piece 30 around the shaft 38 so as to rotate outward in the vehicle width direction.

  On the other hand, as shown in FIGS. 3 and 4, the waist restraining arm 28 includes a plurality of intermediate pieces 44. As shown in FIG. 4A, the intermediate piece 44 includes a flat bottom wall portion 46 whose longitudinal direction is substantially along the longitudinal direction of the arm case 22 in the retracted state of the waist restraining arm 28 in the arm case 22. ing. Side wall portions 48 are erected from both ends in the width direction of the bottom wall portion 46 toward one side in the thickness direction of the bottom wall portion 46 (substantially the vehicle upper side).

  On the side opposite to the bottom wall portion 46 of these side wall portions 48, an upper wall portion 50 (see FIG. 5) having substantially the same shape as the bottom wall portion 46 is formed so as to face the bottom wall portion 46 in the vehicle vertical direction. As a whole, the intermediate piece 44 has a cylindrical shape with a rectangular cross section penetrating in the longitudinal direction of the bottom wall portion 46 in the same manner as the base end arm piece 30. A shaft 52 is formed between the bottom wall portion 46 and the upper wall portion 50 on the base end side in the longitudinal direction of each of the bottom wall portion 46 and the upper wall portion 50. On the other hand, a circular hole 54 is formed coaxially at the longitudinal direction tip side of each of the bottom wall portion 46 and the upper wall portion 50.

  These intermediate pieces 44 are arranged in a line in the longitudinal direction, and the shaft 52 of another intermediate piece 44 adjacent on the distal end side in the longitudinal direction passes through the circular hole 54. A circular hole 54 is also formed coaxially on the distal end side of the bottom wall portion 32 and the upper wall portion constituting the proximal arm piece 30, and the proximal arm piece is formed on the distal end side of the proximal arm piece 30. The shaft 52 of the intermediate piece 44 adjacent to 30 passes through a circular hole 54 formed in the bottom wall portion 32 and the upper wall portion of the proximal end arm piece 30.

  Further, as shown in FIG. 5, the waist restraining arm 28 includes a tip arm piece 56. The tip arm piece 56 has a bottom wall portion corresponding to the bottom wall portion 32 of the intermediate piece 44. Side wall portions 58 are erected from both ends in the width direction of the bottom wall portion toward one side in the thickness direction of the bottom wall portion (substantially the vehicle upper side). On the side opposite to the bottom wall portion of these side wall portions 58, an upper wall portion 60 having substantially the same shape as the bottom wall portion is formed so as to be opposed to the bottom wall portion in a substantially vertical direction of the vehicle. The arm piece 56 has a bottomed cylindrical shape with an opening on the base end side in the longitudinal direction.

  A shaft 52 is formed between the bottom wall portion and the upper wall portion 60 on the proximal end side in the longitudinal direction of the tip arm piece 56, and passes through the circular hole 54 of the intermediate piece 44 adjacent to the tip arm piece 56. ing. Accordingly, the proximal arm piece 30, the plurality of intermediate pieces 44, and the distal arm piece 56 are connected in a row so as to be rotatable about the shafts 52.

  Further, as shown in FIGS. 3 and 4, a torsion coil spring 62 is provided inside the proximal arm piece 30 and each intermediate piece 44, and although not shown, the torsion coil is not shown. A torsion coil spring 62 is also provided inside the spring 62. The shaft 52 passes through the coil portion of the torsion coil spring 62. In addition, one end of the torsion coil spring 62 has a proximal end among the proximal arm piece 30, the intermediate piece 44, and the distal arm piece 56 that are connected to each other by a shaft 52 that passes through the coil portion of the torsion coil spring 62. Is engaged with the side wall portion 48 of the intermediate piece 44 (or the side wall portion 34 of the proximal arm piece 30).

  On the other hand, the other end of the torsion coil spring 62 is one of the proximal end arm piece 30, the intermediate piece 44, and the distal end arm piece 56 that are connected to each other by the shaft 52 that passes through the coil portion of the torsion coil spring 62. The intermediate piece 44 located on the distal end side is locked to the side wall portion 48 (or the side wall portion 58 of the front end arm piece 56). As a result, the proximal arm piece 30, the intermediate piece 44, and the distal arm piece 56 are biased by the torsion coil spring 40 against the adjacent ones on the proximal side in the longitudinal direction of the waist restraining arm 28. It is urged in the same direction as the direction.

  As shown in FIGS. 3 and 4, a stopper 64 is formed on the bottom wall portion 32 or the bottom wall portion 46 on the distal end side in the longitudinal direction of the proximal end arm piece 30 and each intermediate piece 44. A part of the stopper 64 protrudes from the tip of the bottom wall portion 32 or the bottom wall portion 46. On the other hand, an engagement piece 66 is formed on the bottom wall portion 46 on the proximal end side in the longitudinal direction of the intermediate piece 44, and further, although not shown in the drawing, on the proximal end side of the torsion coil spring 62. Also, an engagement piece 66 is formed on the side wall portion 58.

  As shown in FIGS. 4A and 4B, the engagement piece 66 contacts the stopper 64 when the intermediate piece 44 or the tip arm piece 56 rotates by a predetermined angle by the urging force of the tip arm piece 56. Thus, when the engagement piece 66 abuts against the stopper 64, the rotation of the intermediate piece 44 or the tip arm piece 56 due to the urging force of the tip arm piece 56 is restricted.

  On the other hand, as shown in FIG. 3, a winding device 68 is provided in the arm case 22 on the opposite side of the side wall portion 34 from the intermediate piece 44. Inside the winding device 68, a spool (not shown) whose axial direction is the same as the axial direction of the shaft 38 or the shaft 52 is rotatably provided. The spool is engaged with the longitudinal base end portion of a flexible band-like operation member 70 having a flexible string shape or a width direction along the axial direction of the shaft 38 or the shaft 52. The operation member 70 is connected to the torsion coil spring 40 and the end portion (one end and the other end) of the distal end arm piece 56 via the shaft 38 and the shaft 52, and the proximal end arm piece 30 and a plurality of intermediate portions arranged in a line on the opposite side. It passes through the inside of the piece 44 and is locked to the tip arm piece 56 on the tip side of the tip arm piece 56.

  Corresponding to the operating member 70, shafts 72 are provided in the vicinity of both ends in the longitudinal direction of the proximal arm piece 30 and in the substantially central portion in the longitudinal direction, and in the vicinity of the distal end portion in the longitudinal direction of the intermediate piece 44 and in the substantially longitudinal direction. Yes. The shaft 72 has the same axial direction as the axial direction of the shaft 38 and the shaft 52. A roller 74 is rotatably supported on these shafts 72, and the operation member 70 is in contact with the outer peripheral portion of the roller 74 on the opposite side of the shaft 38 and the shaft 52 via the shaft 72.

  Further, the winding device 68 includes a motor 76 (see FIG. 8) as a driving means. The motor 76 is connected to the spool of the winding device 68 via a speed reduction mechanism (not shown). When the motor 76 is driven to rotate forward, the spool of the winding device 68 rotates so as to wind up the operation member 70 from the base end side. When the motor 76 is driven reversely, the winding of the operation member 70 with the spool is loosened, and when the operation member 70 is pulled toward the tip end, the operation member 70 can be pulled out.

  As described above, the proximal end arm piece 30, the plurality of intermediate pieces 44, and the distal end arm piece 56 are connected so as to be arranged in a line, and are housed inside the arm case 22, but the torsion coil spring 40 and the like. When the proximal arm piece 30, the plurality of intermediate pieces 44, and the distal arm piece 56 are rotated by the urging force of the distal arm piece 56, as shown in FIG. As shown in FIG. 1 (A) and FIG. 4 (B), the arm case 22 comes out of the arm case 22 along the width direction. Curved so as to open toward (90 side).

  In this state, as shown in FIG. 4B, the operation member 70 is bent at a portion where the longitudinal direction is wound around a part of the outer peripheral surface of the roller 74. In this state, when the motor 76 is driven to rotate in the forward direction so that the operation member 70 is wound around the spool, the operation member 70 is straight along the longitudinal direction of the arm case 22 until the rollers 74 are aligned in the longitudinal direction of the arm case 22. It grows in a shape.

  Accordingly, the proximal arm piece 30, the plurality of intermediate pieces 44, and the distal arm piece 56 are accommodated in the arm case 22 along the longitudinal direction of the arm case 22. Further, when the motor 76 is driven to rotate in the reverse direction with the lumbar restraint arm 28 housed in the arm case 22 in this way, the proximal arm piece 30 and the plurality of urging forces of the torsion coil spring 40 and the distal arm piece 56 are increased. Each of the intermediate piece 44 and the distal arm piece 56 pulls out the operation member 70 while rotating. Thereby, as described above, the waist restraining arm 28 comes out of the arm case 22 so that the longitudinal direction thereof is substantially along the vehicle width direction. That is, the waist restraint device 12 causes the waist restraint arm 28 to come out of the arm case 22 by the driving force of the motor 76 and the urging force of the torsion coil spring 40 and the tip arm piece 56, and the arm case 22 has the waist restraint arm. 28 can be stored.

  On the other hand, the waist restraining arm 28 is provided with a pad 82. The pad 82 is provided on a surface facing the rear side of the vehicle in a state where the waist restraining arm 28 is pulled out from the arm case 22, and the waist restraining arm 28 is disposed on the occupant 84 as shown in FIG. When restraining the body, the pad 82 faces the body of the occupant 84 and the pad 82 mainly contacts the body of the occupant 84. Further, a plurality of pressure sensitive sensors 86 are provided between the pad 82 and the waist restraining arm 28. These pressure-sensitive sensors 86 are provided at predetermined intervals along the longitudinal direction of the waist restraining arm 28 (for example, approximately the center in the longitudinal direction of each intermediate piece 44), and the pad 82 is in contact with the body of the occupant 84. In the state, the pressure sensor 86 can detect the pressure from the body side of the occupant 84.

  Further, as shown in FIG. 1, the waist restraint device 12 includes a buckle device 92 as a holding means. The buckle device 92 is disposed on the side of the seat back 90 of the seat 24 on the side opposite to the arm case 22 via the seat 24. As shown in FIG. 6, the buckle device 92 includes a case 94 that is integrally fixed to the seat 24 (not shown in FIG. 6). The case 94 is formed in a bottomed cylindrical shape having an opening at a substantially vehicle front side end. On the opening end side of the case 94, an apparatus main body 96 is accommodated so as to be slidable toward the bottom side and the opening end side of the case 94.

  A slit hole 98 is formed at the end of the apparatus main body 96 on the opening end side of the case 94. The slit 100 can be inserted with a tongue 100 integrally fixed to the distal end portion of the distal arm piece 56. In addition, a lock mechanism including a latch (not shown) is provided inside the apparatus main body 96. When the tongue 100 is inserted from the slit hole 98, the latch of the lock mechanism is formed on the tongue 100. The tongue 100 is restricted from coming out of the apparatus main body 96 through the rectangular through hole 102. Further, the device main body 96 is provided with a release button 104, and when the release button 104 is pressed, the latch of the lock mechanism is pulled out from the through hole 102 so that the tongue 100 can be extracted from the device main body 96. .

  On the other hand, a motor actuator 106 is provided on the bottom side of the case 94 with respect to the apparatus main body 96. The motor actuator 106 includes a motor 108 shown in FIG. 8 and a speed reduction mechanism (not shown). When the motor 108 is driven, the output shaft 110 rotates. An external gear 112 is coaxially and integrally connected to the output shaft 110. The gear 112 meshes with a rack 114 that is integrally connected to the apparatus main body 96, and when the motor 108 rotates forward and the output shaft 110 rotates, the gear 112, and consequently the apparatus main body 96 slides to the bottom side of the case 94. Then, when the motor 108 is driven in reverse and the output shaft 110 rotates, the gear 112 and consequently the apparatus main body 96 slide to the opening end side of the case 94.

(Configuration of chest restraint device 14)
On the other hand, as shown in FIG. 2, the chest restraint device 14 includes an arm case 122 as support means. The arm case 122 is formed in a box shape substantially along the vehicle vertical direction, and is disposed along the center pillar of the vehicle on the outer side in the vehicle width direction with respect to the locking pin 42. Further, the arm case 122 has an opening substantially on the front side of the vehicle, and a chest restraint arm 128 serving as restraint means is accommodated inside the arm case 122.

  Since this chest restraint arm 128 has basically the same configuration as the waist restraint arm 28, only the differences when compared with the waist restraint arm 28 will be described below. Are given the same reference numerals to the common parts and their detailed explanation is omitted.

  Similar to the waist restraining arm 28, the chest restraining arm 128 includes a proximal arm piece 30, a plurality of intermediate pieces 44, and a distal arm piece 56, and the proximal arm piece 30 and the plurality of intermediate pieces. 44 and the tip arm piece 56 are connected by a shaft 52 so as to be arranged in a line. However, the direction from the base end side in the longitudinal direction of the arm case 22 in the state where the waist restraining arm 28 is housed in the arm case 22 is substantially forward of the vehicle. On the other hand, the direction of the chest restraint arm 128 in the state in which the chest restraint arm 128 is housed in the arm case 122 from the base end in the longitudinal direction to the tip end side is substantially downward in the vehicle. In the waist restraining arm 28, the axial direction of the shaft 52 is substantially the vertical direction of the vehicle, whereas the axial direction of the shaft 52 of the chest restraining arm 128 when the chest restraining arm 128 is housed in the arm case 122 is It faces the vehicle front-rear direction.

  Further, as shown in FIG. 3, the waist restraining arm 28 is provided with a winding device 68 on the side of the proximal arm piece 30, but as shown in FIG. 7, the side of the chest restraining arm 128 is provided. Is not provided with a winding device 68, and a winding device 130 configured to include a motor 129 (see FIG. 8) as drive means instead of the winding device 68 is provided inside the proximal arm piece 30. It has been. Further, a motor 132 is disposed on the opposite side of the proximal end arm piece 30 of the chest restraining arm 128 from the intermediate piece 44.

  In the motor 132, the axial direction of the output shaft 134 is substantially along the vehicle width direction. A gear 136 is coaxially and integrally fixed to the output shaft 134. A speed reduction mechanism 138 is provided between the motor 132 and the proximal arm piece 30 of the chest restraining arm 128. The speed reduction mechanism 138 includes a pair of support pieces 140 facing each other along the axial direction of the output shaft 134. A piece holder 142 is disposed on one of the support pieces 140. The piece holder 142 is integrally fixed to the proximal arm piece 30 on the side opposite to the intermediate piece 44 of the proximal arm piece 30.

  Shafts 144 are integrally formed with the piece holder 142 at both ends of the piece holder 142 along the opposing direction of the support piece 140. Both shafts 144 are provided coaxially, and one shaft 144 is rotatably supported by the support piece 140 while penetrating one support piece 140, and the other shaft 144 supports the other support piece 140. The support piece 140 is rotatably supported in the penetrating state. A shaft 146 is provided on the piece holder 142 on the motor 132 side.

  The shaft 146 has the same axial direction as that of the shaft 144. One end side of the shaft 146 in the axial direction is rotatably supported by the support piece 140 in a state of passing through the one support piece 140, and the other end side is rotated by the support piece 140 in a state of passing through the other support piece 140. It is supported freely. External gears 148 are provided coaxially and integrally with the shaft 146 at both ends in the axial direction of the shaft 146 penetrating both support pieces 140. An external gear 150 is coaxially and integrally provided with respect to the shaft 144 at the end of the piece holder 142 that penetrates both support pieces 140 corresponding to these gears 148.

  The gear 150 is larger in diameter than the gear 148 and has more teeth than the gear 148, one gear 150 meshes with one gear 148, and the other gear 150 meshes with the other gear 148. A gear 152 is provided coaxially and integrally with the shaft 146 on the side of one gear 148 along the axial direction of the shaft 146. The gear 152 has a larger diameter than the gear 136 and has more teeth than the gear 136, and the gear 152 meshes with the gear 136.

  As a result, the output shaft 134 of the motor 132 is mechanically coupled to the proximal arm piece 30 of the chest restraint arm 128 so that when the motor 132 is driven to rotate forward, the distal end side of the chest restraint arm 128 moves substantially forward of the vehicle. The proximal arm piece 30 is rotated about the shaft 144 so that the chest restraint arm 128 comes out of the arm case 122, and when the motor 132 is driven in reverse, the distal end side of the chest restraint arm 128 moves substantially rearward of the vehicle. The proximal arm piece 30 is rotated about the axis so that the chest restraint arm 128 is accommodated in the arm case 122.

  On the other hand, as shown in FIG. 2, the chest restraint device 14 includes a buckle device 162 as a holding means. The buckle device 162 is disposed on the side of the seat back 90 opposite to the arm case 122 via the locking pin 42. The buckle device 162 is basically the same in configuration as the buckle device 92 except that it includes a motor actuator (not shown) configured to include a motor 168 (see FIG. 8) instead of the motor actuator 106. Therefore, the detailed description is abbreviate | omitted.

(Outline of control system configuration)
On the other hand, as shown in FIG. 8, the occupant restraint device 10 includes an ECU 172 as a control means. The ECU 172 is electrically connected to each of the drivers 174, 176, 178, 180, 182.

  The driver 174 is electrically connected to the battery 184 and is also electrically connected to the motor 132. Further, the forward drive control signal Dc1 and the reverse drive control signal Dr1 output from the ECU 172 are input to the driver 174. When the normal rotation drive control signal Dc1 output from the ECU 172 is switched from the Low level to the High level, the driver 174 drives the motor 132 in the normal direction by energizing it. In addition, when the reverse drive control signal Dr1 output from the ECU 172 is switched from the Low level to the High level, the driver 174 drives the motor 132 in the reverse direction with the current supplied.

  The driver 176 is electrically connected to the battery 184 and electrically connected to the motor 76. Further, the forward drive control signal Dc2 and the reverse drive control signal Dr2 output from the ECU 172 are input to the driver 176. When the forward drive control signal Dc2 output from the ECU 172 is switched from the Low level to the High level, the driver 176 sets the motor 76 in the energized state to drive forward. In addition, when the reverse drive control signal Dr2 output from the ECU 172 is switched from the Low level to the High level, the driver 176 drives the motor 76 in the reverse drive state with the power being supplied.

  Further, the driver 178 is electrically connected to the battery 184 and is electrically connected to the motor 132. In addition, the forward drive control signal Dc3 and the reverse drive control signal Dr3 output from the ECU 172 are input to the driver 178. When the normal rotation drive control signal Dc3 output from the ECU 172 is switched from the Low level to the High level, the driver 178 drives the motor 132 in the normal direction by energizing. Further, when the reverse rotation drive control signal Dr3 output from the ECU 172 is switched from the Low level to the High level, the driver 178 drives the motor 132 in the reverse rotation state with an energized state.

  The driver 180 is electrically connected to the battery 184 and is electrically connected to the motor 108. Further, the forward drive control signal Dc4 and the reverse drive control signal Dr4 output from the ECU 172 are input to the driver 180. When the forward drive control signal Dc4 output from the ECU 172 is switched from the Low level to the High level, the driver 180 sets the motor 108 in the energized state and drives it in the forward direction. In addition, when the reverse drive control signal Dr4 output from the ECU 172 is switched from the Low level to the High level, the driver 180 drives the motor 108 in the reverse direction with the current supplied.

  Further, the driver 182 is electrically connected to the battery 184 and electrically connected to the motor 168. The driver 182 receives the forward drive control signal Dc5 and the reverse drive control signal Dr5 output from the ECU 172. When the forward drive control signal Dc5 output from the ECU 172 is switched from the Low level to the High level, the driver 182 drives the motor 168 in the forward direction to drive in the forward direction. Further, when the reverse drive control signal Dr5 output from the ECU 172 is switched from the Low level to the High level, the driver 182 drives the motor 168 in the reverse drive state.

  On the other hand, the ECU 172 is electrically connected to the seat sensor 186. For example, the seat sensor 186 is provided in the seat cushion 26 and detects a load applied to the seat cushion 26 when the occupant 84 sits on the seat 24. Further, the seat sensor 186 outputs a seating detection signal Ss. As described above, the seat sensor 186 detects a load applied to the seat cushion 26. However, when the load applied to the seat cushion 26 exceeds a certain value, that is, a size that allows the passenger 84 to be considered seated on the seat 24. When the load acts on the seat cushion 26, the seating detection signal Ss is switched from the Low level to the High level.

  The ECU 172 is electrically connected to the buckle switch 188. The buckle switch 188 is provided inside the device main body 96 constituting the buckle device 92. The buckle switch 188 outputs a buckle signal Bs1. As described above, when the tongue 100 of the waist restraining arm 28 is inserted into the device main body 96 of the buckle device 92, the removal of the tongue 100 from the device main body 96 is restricted, and the tongue 100 is attached to the device main body 96. However, when the tongue 100 is attached to the apparatus main body 96, the buckle signal Bs1 is switched from the Low level to the High level.

  Further, the ECU 172 is electrically connected to the buckle switch 190. The buckle switch 190 is provided inside the device main body 96 constituting the buckle device 162. Further, the buckle switch 190 outputs a buckle signal Bs2. As described above, when the tongue 100 of the chest restraining arm 128 is inserted into the device main body 96 of the buckle device 162, the removal of the tongue 100 from the device main body 96 is restricted, and the tongue 100 is attached to the device main body 96. However, when the tongue 100 is attached to the apparatus main body 96, the buckle signal Bs2 is switched from the Low level to the High level.

  The ECU 172 is electrically connected to the forward monitoring device 192. The forward monitoring device 192 radiates a detection signal wave such as a radar wave to the front side of the vehicle, receives a detection signal wave reflected by another vehicle or an obstacle traveling on the front side of the vehicle, and receives an obstacle ahead. The distance to is calculated. Further, a warning signal As is output from the front monitoring device 192. As described above, the forward monitoring device 192 calculates the distance to the obstacle ahead, but when this distance becomes less than a certain value, the warning signal As switches from the Low level to the High level.

  Further, the ECU 172 is electrically connected to the pressure sensor 86. A pressure signal Ps1 is output from the pressure sensor 86. If the magnitude of the reaction force from the body of the occupant 84 exceeds a predetermined value by the lumbar restraint arm 28 contacting the body of the occupant 84 pressing the occupant 84 with a force greater than a certain magnitude, the pressurization signal Ps1 Switches from Low level to High level.

  The ECU 172 is electrically connected to the pressure sensor 194. The pressure-sensitive sensor 194 is provided on the chest restraint arm 128 in place of the pressure-sensitive sensor 86 provided on the waist restraint arm 28, and when the chest restraint arm 128 contacts the body of the passenger 84, The reaction force is detected. Further, a pressure signal Ps2 is output from the pressure sensor 194. When the magnitude of the reaction force from the body of the occupant 84 exceeds a predetermined value by the chest restraining arm 128 contacting the body of the occupant 84 pressing the occupant 84 with a force greater than a certain magnitude, the pressurization signal Ps2 Switches from Low level to High level.

  The ECU 172 includes a seating detection signal Ss output from the seat sensor 186, a buckle switch 188, buckle signals Bs1 and Bs2 output from the buckle switch 190, a warning signal As output from the front monitoring device 192, and a pressure sensor 86. , Based on the pressurization signals Ps1 and Ps2 output from 194, the forward drive control signals Dc1 to Dc5 and the reverse drive control signals Dr1 to Dr5 are switched.

<Operation and effect of the present embodiment>
9 to 14 are flowcharts showing the outline of the control of the occupant restraint device 10 by the ECU 172. Next, operations and effects of the present embodiment will be described based on these flowcharts.

  According to the occupant restraint device 10, the lumbar restraint arm 28 is housed in the arm case 22 when the occupant 84 is not seated on the seat 24. For example, when the occupant 84 unlocks the vehicle door or opens the vehicle door, the ECU 172 starts controlling the waist restraint device 12 (step 300 in FIG. 9). Next, when the occupant 84 is seated on the seat 24, the seating detection signal Ss output from the seat sensor 186 provided on the seat cushion 26 is switched from the Low level to the High level. When the seating detection signal Ss input to the ECU 172 is switched from the low level to the high level, a mounting control process is executed in step 304.

  As shown in FIG. 10, when the mounting control process is started in step 400, the reverse drive control signal Dr2 output from the ECU 172 in step 412 is switched from the low level to the high level. When the reverse drive control signal Dr2 is switched from the Low level to the High level, the motor 76 is driven in reverse, and the winding of the operation member 70 on the spool of the winding device 68 is loosened. When the winding of the operation member 70 is loosened in this way, the proximal arm piece 30, the plurality of intermediate pieces 44, and the shaft 38 of the circular hole 54 or the biasing force of the torsion coil spring 40 and the torsion coil spring 62 It rotates around the shaft 52.

  In the ECU 172, the counter is reset in step 414 (0 is substituted for the count value T), and the timer is started in step 416. For example, clock signals output at regular intervals are counted. Next, at step 418, it is determined whether or not the count value T of the clock signal is smaller than a preset value T1, and the reverse drive of the motor 76 is continued until the count value T becomes equal to or greater than the set value T1.

  When the count value T becomes equal to or greater than the set value T1, the reverse drive control signal Dr2 is switched from the high level to the low level in step 420. Thereby, the reverse drive of the motor 76 is stopped. By rotating the motor 76 in reverse until the count value T becomes equal to or greater than the set value T1, the waist restraining arm 28 comes out of the arm case 22 so that the overall longitudinal direction is substantially along the width direction of the seat 24. Moreover, in this state, the waist restraining arm 28 is generally curved in a concave shape opened toward the seat back 90 side of the seat 24 and is positioned on the front side of the waist of the occupant 84, and the waist restraining arm 28 The tongue 100 provided at the tip (tip of the tip arm piece 56) reaches the vicinity of the buckle device 92.

  In this way, when the tongue 100 that has reached the vicinity of the buckle device 92 is inserted into the device body 96 of the buckle device 92 and the buckle device 92 holds the tongue 100 of the waist restraining arm 28, the buckle signal output from the buckle switch 188. Bs1 switches from the Low level to the High level. When the buckle signal Bs1 input to the ECU 172 is switched from the Low level to the High level, the process proceeds from Step 422 to Step 424, and the forward drive control signal Dc4 output from the ECU 172 is switched from the Low level to the High level.

  When the normal rotation drive control signal Dc4 is switched from the Low level to the High level, the motor 108 is driven in the normal direction. When the motor 108 is driven to rotate forward, the device body 96 of the buckle device 92 slides with the tongue 100 toward the bottom side of the case 94. As a result, the front end of the waist restraining arm 28 is slid substantially rearward of the vehicle, and the waist restraining arm 28 located on the front side of the waist of the occupant 84 as shown in FIG. As shown in B), it approaches the waist of the occupant 84 and contacts the lumbar of the occupant 84.

  When the tip of the waist restraining arm 28 in contact with the waist of the occupant 84 slides further to the rear side of the vehicle, the waist restraining arm 28 presses the waist of the occupant 84. When the waist restraining arm 28 presses the waist of the occupant 84, the waist restraining arm 28 receives a reaction force from the waist of the occupant 84. This reaction force is detected by the pressure sensor 86. When the reaction force from the waist of the occupant 84 exceeds a certain magnitude, the pressurization signal Ps1 output from the pressure sensor 86 is switched from the Low level to the High level.

  When the pressurization signal Ps1 input to the ECU 172 is switched from the low level to the high level, the process proceeds from step 426 to step 428, where the forward rotation drive control signal Dc4 is switched from the high level to the low level. The control signal Dr4 is switched from the low level to the high level. As a result, the forward drive of the motor 108 is stopped and the reverse drive is started (that is, the motor 108 is driven in reverse).

  Next, in step 432, the counter is reset, and in step 434, the timer is started. Further, at step 436, it is determined whether or not the count value T of the clock signal is smaller than a preset value T2, and the reverse rotation of the motor 108 is continued until the count value T becomes equal to or greater than the set value T2. As a result, the device main body 96 of the buckle device 92 slides toward the opening end side of the case 94, and the waist restraining arm 28 pressed against the waist of the occupant 84 is separated from the occupant 84 as shown in FIG. To do.

  When a certain time elapses from step 434 and the count value T becomes equal to or greater than the set value T2, the reverse rotation drive control signal Dr4 is switched from the high level to the low level in step 438. As a result, the motor 108 is stopped, and the process returns to the main flow shown in FIG.

  On the other hand, the chest restraint arm 128 is housed in the arm case 122 when the passenger 84 is not seated on the seat 24. For example, when the occupant 84 unlocks the vehicle door or opens the vehicle door, the ECU 172 starts controlling the chest restraint device 14 (step 700 in FIG. 12).

  Next, when the occupant 84 is seated on the seat 24, the seating detection signal Ss output from the seat sensor 186 provided on the seat cushion 26 is switched from the Low level to the High level. When the seating detection signal Ss input to the ECU 172 is switched from the low level to the high level, a mounting control process is executed in step 704.

  As shown in FIG. 13, when the mounting control process is started in step 800, the forward rotation drive control signal Dc1 is switched from the low level to the high level in step 802. When the normal rotation drive control signal Dc1 is switched from the Low level to the High level, the motor 132 is driven to rotate in the normal direction. Next, in step 804, the counter is reset, and in step 806, the timer is started. Further, at step 808, it is determined whether or not the count value T of the clock signal is smaller than a preset value T3, and the forward drive of the motor 132 is continued until the count value T becomes equal to or greater than the set value T3.

  As described above, when the motor 132 is driven to rotate in the forward direction, the chest restraint arm 128 rotates about the shaft 144, and the distal end side of the chest restraint arm 128 moves substantially forward of the vehicle. Further, the chest restraining arm 128 is rotated about the shaft 144 by the forward drive of the motor 132 until a certain time elapses (that is, until the count value T of the clock signal becomes equal to or greater than a preset value T3). Then, the chest restraint arm 128 comes out of the arm case 122.

  When the count value T of the clock signal becomes equal to or greater than the preset value T3, the process proceeds from step 808 to step 810, where the normal rotation drive control signal Dc1 is switched from the high level to the low level and the normal rotation drive of the motor 132 is stopped. .

  Next, in steps 812 to 820, basically the same processing as in steps 412 to 420 is performed, and the motor 129 of the winding device 130 is controlled. By controlling the motor 129 based on the processing from step 812 to step 820, the winding of the operation member 70 in the spool of the winding device 130 is loosened, and the torsion coil spring 40 and the torsion coil spring 62 are rotated. The proximal end arm piece 30, the plurality of intermediate pieces 44, and the shaft 38 of the circular hole 54 or the shaft 52 are rotated by the biasing force.

  Accordingly, the waist restraining arm 28 is curved in a concave shape that opens toward the seat back 90 while the longitudinal direction of the waist restraining arm 28 extends from the upper end side of the center pillar to the buckle device 162 side. Accordingly, the tongue 100 provided at the front end of the chest restraint arm 128 (at the front end of the front end arm piece 56) reaches the vicinity of the buckle device 162.

  Next, when the tongue 100 that reaches the vicinity of the buckle device 162 is inserted into the device main body 96 of the buckle device 162 and the tongue 100 of the chest restraining arm 128 is held by the buckle device 162, the same as the above-described steps 422 to 440. These processes are performed from step 822 to step 840. Accordingly, the motor 168 is controlled based on the buckle signal Bs2 output from the buckle switch 190 and the pressurization signal Ps2 output from the pressure sensor 194. By controlling the motor 168 based on the processing from step 822 to step 840, the chest restraint arm 128 is pressed against the waist of the occupant 84, and further, the chest restraint arm pressed against the waist of the occupant 84 128 is separated from the chest of the occupant 84. As described above, the waist restraining arm 28 and the chest restraining arm 128 are attached to the body of the occupant 84.

  When the waist restraining arm 28 and the chest restraining arm 128 are mounted, the waist restraining arm 28 and the chest restraining arm 128 are held in a state of being separated from the body of the occupant 84. For this reason, the occupant 84 does not feel a sense of pressure, or feels annoyance caused by the waist restraining arm 28 or the chest restraining arm 128 touching the body, or such a feeling of pressure or Annoyance is reduced.

  On the other hand, as described above, the vehicle travels in a state where the occupant 84 wears the waist restraining arm 28 and the chest restraining arm 128 on the body, and includes other vehicles traveling in front of the traveling vehicle. When the distance to the obstacle ahead is less than a certain value, the warning signal As output from the front monitoring device 192 is switched from Low level to High level. When the warning signal As input to the ECU 172 is switched from the Low level to the High level, the ECU 172 that controls the waist restraint device 12 proceeds from Step 306 to Step 308 in FIG. 9 and performs a restraint control process.

  As shown in FIG. 11, when the restraint control process is started in step 500, the normal rotation drive control signal Dc4 is switched from the low level to the high level in step 502. When the normal rotation drive control signal Dc4 is switched from Low level to High level, the motor 108 starts normal rotation driving. Next, in step 504, the counter is reset, and in step 506, the timer is started.

  Further, in step 508, it is determined whether or not the count value T of the clock signal is smaller than a preset value T6, and the forward rotation driving of the motor 108 is continued until the count value T becomes equal to or greater than the set value T6. In 510, the normal rotation drive control signal Dc4 is switched from the High level to the Low level, and the motor 108 is stopped. In this way, when the motor 108 is driven to rotate forward for a certain time, the device body 96 of the buckle device 92 slides to the bottom side of the case 94 with the tongue 100, whereby the waist restraining arm 28 is moved to the waist of the occupant 84. And approach the passenger 84 body.

  Next, at step 512, it is determined whether or not the warning signal As has been switched from the high level to the low level. If the distance to the obstacle ahead of the vehicle is kept below a certain value, the warning signal As is maintained at the high level, so the waist restraining arm 28 is maintained in pressure contact with the waist of the occupant 84. The

  On the other hand, when the distance to the obstacle ahead of the vehicle changes to a certain value or more by the vehicle avoiding the obstacle, the warning signal As switches from the High level to the Low level. When the warning signal As is switched from the High level to the Low level, the process proceeds from Step 512 to Step 514, and the reverse drive control signal Dr4 is switched from the Low level to the High level. When the reverse drive control signal Dr4 is switched from Low level to High level, the motor 108 starts reverse drive.

  The counter is then reset at step 516 and the timer is started at step 518. Further, in step 520, it is determined whether or not the count value T of the clock signal is smaller than a preset value T7, and when the reverse rotation of the motor 108 is continued until the count value T becomes equal to or greater than the set value T7, step 510 is performed. Thus, the reverse drive control signal Dr4 is switched from the High level to the Low level, the motor 108 is stopped, and the process returns to the main flow shown in FIG.

  Thus, when the motor 108 is reversely driven for a certain time, the device main body 96 of the buckle device 92 slides with the tongue 100 toward the opening side of the case 94, whereby the waist restraining arm 28 is moved from the waist of the occupant 84. Separate.

  On the other hand, when the warning signal As input to the ECU 172 is switched from the low level to the high level as described above, the ECU 172 that controls the chest restraint device 14 proceeds from step 706 to step 708 in FIG. 12, and performs a restraint control process. . When the restraint control process in the chest restraint apparatus 14 is started in step 900 shown in FIG. 14, basically the same process as the restraint control process in the waist restraint apparatus 12 from step 502 to step 524 in FIG. The control is performed from step 902 to step 924, and the motor 168 is controlled by switching the forward drive control signal Dc5 and the reverse drive control signal Dr5 based on the warning signal As.

  As a result, when the distance to the obstacle in front of the vehicle is less than a certain value, the chest restraining arm 128 is pressed against the chest of the occupant 84, and when the distance to the obstacle in front of the vehicle changes to a certain value or more, The chest restraining arm 128, which is in pressure contact with the chest of the occupant 84, is separated from the chest of the occupant 84.

  As described above, when the distance to the obstacle in front of the vehicle is less than a certain value, the occupant 84 suddenly brakes the vehicle or the vehicle collides with an obstacle existing in front of the vehicle. Even if the body of the occupant 84 tries to move forward of the vehicle due to inertia in the case of sudden deceleration, the lumbar restraint arm 28 and the chest restraint arm 128 are pressed against the body of the occupant 84, and the lumbar restraint arm 28 and the chest The body of the occupant 84 is held by the restraint arm 128 restraining the body of the occupant 84.

  On the other hand, when the release button 104 provided on the device main body 96 of the buckle device 92 is pressed while the waist restraining arm 28 is attached and the tongue 100 comes out of the buckle device 92, the buckle signal Bs1 is switched from the high level to the low level. As shown in FIG. 9, when it is determined in step 310 that the buckle signal Bs1 input to the ECU 172 is not at the high level, the process proceeds to step 312 and the dismounting process is performed. When this dismounting process is performed, the forward drive control signal Dc2 is switched from the Low level to the High level, and the motor 76 is driven forward.

  Due to the forward rotation of the motor 76, the spool of the winding device 68 winds up the operating member 70 against the urging force of the torsion coil spring 40 and the torsion coil spring 62. As a result, the waist restraining arm 28 that has been curved is extended and accommodated in the arm case 22. When the motor 76 is driven to rotate forward until the waist restraining arm 28 is housed in the arm case 22, the mounting release process ends, and the process returns to the main flow shown in FIG. 9 and ends in step 314.

  In addition, when the release button 104 provided on the device main body 96 of the buckle device 162 is pressed with the chest restraining arm 128 attached, the tongue 100 is removed from the buckle device 162, and the buckle signal Bs2 is switched from the High level to the Low level. As shown in FIG. 12, when it is determined in step 710 that the buckle signal Bs2 input to the ECU 172 is not at a high level, the routine proceeds to step 712, where the dismounting process is performed. When this dismounting process is performed, first, the normal rotation drive control signal Dc3 is switched from the Low level to the High level, and the motor 76 is driven in the normal direction.

  Due to the forward rotation of the motor 76, the spool of the winding device 68 winds up the operating member 70 against the urging force of the torsion coil spring 40 and the torsion coil spring 62. As a result, the chest restraining arm 128 that has been curved is extended. When the chest restraint arm 128 is extended, the normal rotation drive control signal Dc3 is switched from the High level to the Low level to stop the motor 76, and the reverse rotation drive control signal Dr1 is switched from the Low level to the High level to cause the motor 132. Is driven in reverse.

  The chest restraint arm 128 is housed in the arm case 22 by the motor 132 being driven in reverse. When the motor 132 is driven in reverse until the chest restraining arm 128 is housed in the arm case 122, the mounting release process ends, and the process returns to the main flow shown in FIG.

  In the occupant restraint device 10 that operates as described above, the distance to the obstacle in front of the vehicle becomes less than a certain value and the occupant 84 suddenly brakes the vehicle, or the vehicle suddenly decelerates when the vehicle collides with the obstacle. When the body of the occupant 84 tries to move to the front side of the vehicle when the vehicle enters a state, the lumbar restraint arm 28 and the chest restraint arm 128 restrain and hold the body of the occupant 84. The movement of the occupant 84 can be effectively suppressed.

  Further, when the vehicle is running normally, since the waist restraining arm 28 and the chest restraining arm 128 are separated from the body of the occupant 84, the occupant 84 wears the waist restraining arm 28 and the chest restraining arm 128. There is no sense of restraint or pressure, or such sense of restraint or pressure is small.

  Further, the body of the occupant 84 slightly moves due to the influence of vibration, acceleration, etc. when the vehicle travels normally, and this causes the body of the occupant 84 to move to the waist restraining arm 28 and the chest restraining arm 128. May touch. Even in such a case, the body of the occupant 84 is only subjected to an impact corresponding to the movement acceleration until the occupant 84 touches the waist restraint arm 28 or the chest restraint arm 128. For this reason, even if the waist restraining arm 28 and the chest restraining arm 128 are separated from the body of the occupant 84, they are held relatively gently. For this reason, even if vibration or the like occurs when the vehicle travels, the trouble caused by wearing the waist restraining arm 28 or the chest restraining arm 128 does not occur, or such trouble is less.

  In the present embodiment, when the waist restraining arm 28 and the chest restraining arm 128 are moved between the wearing state and the restraining state, the buckle device 92 or the buckle device 162 as the holding means is moved. The waist restraining arm 28 and the chest restraining arm 128 may be moved between the wearing state and the restraining state by moving the arm case 22 or the arm case 122 as the support means back and forth.

BRIEF DESCRIPTION OF THE DRAWINGS It is a schematic plan view of the passenger | crew restraint apparatus which concerns on one embodiment of this invention, (A) shows the mounting state of a restraint means, (B) shows the restraint state of a restraint means. 1 is a perspective view schematically showing an overall configuration of an occupant restraint device according to an embodiment of the present invention. It is sectional drawing which shows the structure of the base end side of one restraining means. It is sectional drawing which shows the structure of the intermediate part of a restraint means, (A) shows the straightened state of a restraint means, (B) shows the curved state of a restraint means. It is a perspective view which shows the structure of the front end side of a restraint means. FIG. 5A is a cross-sectional view illustrating the configuration of the holding unit. FIG. 5A illustrates the state of the holding unit when the restraining unit is attached, and FIG. It is sectional drawing which shows the structure of the base end side of the other restraint means. 1 is a block diagram schematically showing a configuration of a control system for an occupant restraint device according to an embodiment of the present invention. It is a main flowchart which shows the outline of the control at the time of a control means controlling the waist | hip | lumbar part restraint apparatus of the passenger | crew restraint apparatus which concerns on one embodiment of this invention. It is a flowchart which shows the outline of the control at the time of a control means carrying out mounting control of the waist | hip | lumbar part restraint apparatus. It is a flowchart which shows the outline of the control at the time of a control means carrying out restraint control of the waist | hip | lumbar part restraint apparatus. It is a main flowchart which shows the outline of the control at the time of a control means controlling the chest restraint apparatus of the passenger | crew restraint apparatus which concerns on one embodiment of this invention. It is a flowchart which shows the outline of the control at the time of a control means carrying out mounting control of the chest restraint apparatus. It is a flowchart which shows the outline of the control at the time of a control means carrying out restraint control of the chest restraint apparatus.

Explanation of symbols

10 Occupant restraint device 22 Arm case (supporting means)
28 Lumbar restraint arm (restraint means)
76 Motor (drive means)
92 Buckle device (holding means)
122 Arm case (support means)
128 Chest restraint arm (restraint means)
129 Motor (drive means)
162 Buckle device (holding means)

Claims (2)

In a mounting state on the body of the occupant seated on the seat, restraining means that is held at a mounting position separated from the body of the occupant;
Driving means for moving the restraining means from the mounting position to the restraining position where the restraining means can restrain the occupant's body from the mounting position by a driving force;
An occupant restraint device. Support means for supporting one end side of the restraining means on one side in the width direction of the seat;
The other end side of the restraining means in the mounting position is provided on the other side in the width direction of the seat so as to be engageable, and the other end side of the restraining means is held by engaging the other end side of the restraining means. Holding means;
Further, the drive means moves at least one of the support means and the holding means to the rear side of the seat so that the restraint means reaches the restraint position.
The occupant restraint device according to claim 1.

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