JP2009292416A - Occupant protection device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To efficiently secure and supply electric power when an emergency state is estimated. <P>SOLUTION: When a collision is estimated by a collision prediction ECU 22 (when estimated collision time is shorter than predetermined time t1), an electric power control ECU 40 controls an electric power selector 42 so as to cause a motor generator 44 to function as a generator to generate regenerative electric power to supply the regenerative electric power to various actuators (a seat actuator 28, a pretensioner actuator 30, a brake actuator 34 and the like). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an occupant protection device, and more particularly to an occupant protection device that protects an occupant by predicting an emergency state such as a collision.

  Various technologies have been proposed as an occupant protection device for protecting an occupant in an emergency state such as a collision. For example, when a collision is predicted, an occupant protection device or the like that changes each state of the seat to make the occupant posture an appropriate state or winds up a seat belt to restrain a seated occupant is proposed. .

  In this type of occupant protection device, when a collision is predicted, various actuators are driven. Therefore, it is necessary to secure electric power for driving the actuators.

Therefore, in the technique described in Patent Document 1, the first power supply means, the second power supply means for supplying power having a voltage higher than that of the first power supply means, and the collision prediction means for predicting the collision, A driving means for operating a predetermined operation mechanism of the vehicle based on an output from the collision prediction means, and when a collision is predicted by the collision prediction means, electric power from the first power supply means is supplied to the driving means. In such a case, it has been proposed to include switching means for switching to supply power from the second power supply means to the driving means. That is, in the technique described in Patent Document 1, when a collision is predicted, the power to drive the occupant protection device is ensured by switching to the high-voltage second power source means.
JP 2006-7833 A

  However, in the technique described in Patent Document 1, high voltage power is supplied from the second power supply means to the target device that is operated at the time of collision prediction. However, the second power supply means that supplies high voltage power. However, there is room for improvement in order to supply power more efficiently under the situation of collision prediction.

  The present invention has been made in consideration of the above facts, and an object thereof is to efficiently secure and supply power when an emergency state is predicted.

  In order to achieve the above object, the invention described in claim 1 includes a prediction unit that predicts an emergency state of the host vehicle, an emergency avoidance drive unit that drives an avoidance unit to avoid the predicted emergency state, When an emergency state is predicted, an occupant protection driving unit that drives an occupant protection unit for protecting an occupant when the emergency state is predicted, a conversion unit that can convert kinetic energy of the vehicle into electric energy, and Control means for converting the kinetic energy according to the emergency state into electrical energy and controlling the conversion means so as to supply the converted electrical energy to at least one of the emergency avoidance drive means and the occupant protection drive means It is characterized by providing these.

  According to the first aspect of the present invention, the prediction means predicts an emergency state for the host vehicle. For example, the prediction means predicts an emergency state for the host vehicle by detecting a distance between the host vehicle and an obstacle, or predicts an emergency state for the host vehicle by obtaining a collision prediction time of the host vehicle and the obstacle. Is possible.

  The emergency avoidance drive means drives avoidance means for avoiding the predicted emergency state, and the occupant protection drive means drives occupant protection means for protecting the occupant when the emergency state is predicted. For example, the emergency avoidance drive means includes a braking drive means for driving the vehicle braking device so as to avoid an emergency state, and a vehicle steering device so as to easily avoid the emergency state. It is possible to apply at least one of the steering drive means for driving. Further, the occupant protection drive means, as in the fifth aspect of the invention, is a seat back drive means for driving so as to change the inclination angle of the seat back to which the inclination angle with respect to the seat cushion can be changed to a predetermined inclination angle. Further, at least one of seat belt driving means that drives the seat belt to wind up and restrain the occupant can be applied.

  The changing means can change the kinetic energy of the vehicle to electric energy. The changing means may convert the kinetic energy at the time of braking into electric energy, for example, as in the second aspect of the invention. In this case, for example, a motor generator capable of generating a driving force of the vehicle and generating electric power can be applied as in the invention described in claim 3.

  When the emergency state is predicted, the control unit converts the kinetic energy corresponding to the emergency state into electric energy, and supplies the converted electric energy to at least one of the emergency avoidance driving unit and the occupant protection driving unit. Thus, the conversion means is controlled. That is, in the case of an emergency state, it is possible to secure electrical energy using kinetic energy according to the emergency state and drive the emergency avoidance drive means and the occupant protection drive means. It is possible to efficiently secure and supply power.

  As described above, according to the present invention, when an emergency state is predicted, the kinetic energy is converted into electrical energy and supplied to the driving means for driving the emergency state avoidance, occupant protection, etc. There is an effect that it is possible to efficiently secure and supply power when predicting.

  Hereinafter, an example of an embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 is a diagram showing a schematic vehicle mounting position of an occupant protection device according to an embodiment of the present invention, and FIG. 2 is a block diagram showing a configuration of the occupant protection device according to an embodiment of the present invention. The occupant protection device 10 according to the present embodiment is described as being mounted on a hybrid vehicle equipped with an engine and a motor generator or an electric vehicle equipped with a motor generator as a driving source for traveling.

  As shown in FIGS. 1 and 2, the occupant protection device 10 according to the embodiment of the present invention has a front millimeter wave radar 12 for detecting a distance to a front obstacle, and a distance to the front side obstacle. Front side millimeter wave radar 14 for detection, stereo camera 16 for photographing the front side, rear millimeter wave radar 18 for detecting the distance to the rear obstacle, and distance to the rear side obstacle The rear side millimeter wave radar 20 and the collision determination ECU (Elecgtronic Control Unit) 22 are provided, and each is connected to a bus 24. The front millimeter wave radar 12, the front side millimeter wave radar 14, the stereo camera 16, the rear side millimeter wave radar 18, and the rear side millimeter wave radar 20 monitor the vehicle periphery and output the monitoring result to the collision determination ECU 22.

  The front millimeter wave radar 12 is provided, for example, near the center of the front grille, and the front side millimeter wave radar 14 is provided near both ends in the vehicle width direction in the bumper, and emits millimeter waves to the front and front sides of the vehicle, respectively. Thus, it is provided to receive the radio wave reflected from the object and measure the distance to the object, the relative speed with the own vehicle, and the like based on the propagation time and the frequency difference caused by the Doppler effect. Further, the rear millimeter wave radar 18 and the rear side millimeter wave radar 20 are provided in a rear bumper or the like, and receive the radio waves reflected from the object by emitting millimeter waves to the rear and rear sides of the vehicle, It is provided to measure the distance to the object, the relative speed with the host vehicle, and the like based on the propagation time and the frequency difference caused by the Doppler effect.

  The stereo camera 16 is provided in the vicinity of the center above the front windshield glass, and is provided for photographing the front of the vehicle to detect surrounding obstacles and to measure the distance to the obstacles. Note that the stereo camera 16 may be omitted.

  Then, the collision determination ECU 22 obtains detection results of the front millimeter wave radar 12, the front side millimeter wave radar 14, the stereo camera 16, the rear millimeter wave radar 18, and the rear side millimeter wave radar 20, and performs collision prediction. Since various known techniques can be applied to the collision prediction, detailed description is omitted.

  The occupant protection device 10 according to the embodiment of the present invention includes an evasion unit for avoiding an emergency state and various occupant protection units for protecting the occupant when a collision is predicted by the collision determination ECU 22. An occupant protection control ECU 26 for controlling the occupant is further connected to the bus 24.

  In the present embodiment, as shown in FIG. 3, the occupant protection control ECU 26 controls the occupant protection means to adjust the inclination angle of the seat back 36 with respect to the seat cushion within a target angle (target angle range) when predicting a collision. Control and seat belt control for winding the seat belt 38 at the time of collision prediction are performed. Moreover, as control of the avoidance means by the occupant protection control ECU 26, in the present embodiment, control such as brake control for avoiding the collision by controlling the brake at the time of the collision prediction is performed.

  Specifically, the occupant protection control ECU 26 includes a seat back angle detection sensor 32 that detects an inclination angle of the seat back 36 relative to the seat cushion, and a seat actuator 28 that drives the seat back 36 that can change the inclination angle relative to the seat cushion. A pretensioner actuator 30 for winding the seat belt 38 and a brake actuator 34 for driving a brake are connected.

  The occupant protection control ECU 26, as shown in FIG. 3, when a collision is predicted by the collision determination ECU 22 and the seat back 36 is outside the target angle (may be outside the target angle range) from the detection result of the seat back angle detection sensor 32. The occupant is protected by operating the seat actuator 28 to control the seat back 36 to the target angle and controlling the pretensioner actuator 30 to wind the seat belt 38.

  Further, when a collision is predicted, the occupant protection control ECU 26 avoids an emergency state by controlling the brake actuator 34 in order to avoid the collision. As the control (brake control) of the brake actuator 34, for example, the brake may be automatically controlled so as to avoid the collision target, or the brake is applied so as to increase the braking force by assisting the occupant's operation. You may make it control.

  In addition, when the seat state is instructed by a switch or the like (not shown), the seat drives the seat actuator 28 according to the operation state of the switch to adjust the reclining angle or drive other actuators. Change various states of the seat such as the seat slide.

  By the way, when the collision is predicted, the occupant protection device 10 according to the embodiment of the present invention controls the occupant protection functions such as the avoidance means and the occupant protection means by the occupant protection control ECU 26 as described above. It is necessary to secure electric power for operating the actuator.

  Therefore, in the present embodiment, a power supply control ECU 40 that controls electric power supplied to each actuator is provided and connected to the bus 24.

  A power control selector 42 is connected to the power control ECU 40, and a motor generator 44 and a battery 46 for driving the vehicle are connected to the power control selector 42.

  The power control selector 42 supplies battery power to the motor generator 44 and various actuators (such as the seat actuator 28, the pretensioner actuator 30, and the brake actuator 34), and the battery 46 and various actuators of the power generated by the motor generator 44. The power supply is switched by the control of the power supply control ECU 40.

  In the present embodiment, the power supply control ECU 40 performs driving by driving the motor generator 44 with electric power from the battery 46 during normal driving where no collision is predicted, as in a general hybrid vehicle or electric vehicle. Control. Further, when a brake operation is performed by an occupant, regenerative power is generated by causing the motor generator 44 to function as a power generator, and the regenerative power is supplied to the battery 46, the brake actuator 34, etc. The control selector 42 is controlled.

  On the other hand, when a collision is predicted by the collision determination ECU 22 (when the predicted collision time is less than the predetermined time t1), the power supply control ECU 40 causes the motor generator 44 to function as a generator to generate regenerative power, The power supply control selector 42 is controlled so that the regenerative power is supplied to various actuators (such as the seat actuator 28, the pretensioner actuator 30, and the brake actuator 34). That is, in an emergency state such as a collision, since the normal brake is used, the regenerative brake is caused to function by the power generation resistance of the motor generator 44 and the regenerative energy of the motor generator 44 corresponding to the emergency state is used. Electric power necessary for operating an occupant protection function such as avoidance means and occupant protection means can be efficiently secured and supplied.

  Next, a process performed by each ECU of the occupant protection device 10 according to the first embodiment of the present invention configured as described above will be described.

  First, the process performed by the collision determination ECU 22 will be described. FIG. 4 is a flowchart illustrating an example of a flow of processing performed by the collision determination ECU 22 of the occupant protection device 10 according to the first exemplary embodiment of the present invention. The process in FIG. 4 will be described as starting when an ignition switch (not shown) is turned on and ending when the ignition switch is turned off or the vehicle collides.

  In step 100, the distance to the front obstacle is input, and the process proceeds to step 102. That is, detection results of the front millimeter wave radar 12, the front side millimeter wave radar 14, the stereo camera 16, and the like are input.

  In step 102, the relative speed is calculated, and the routine proceeds to step 104. For example, the relative speed is calculated from the distance to the front object detected every predetermined time by the millimeter wave radar. Note that the relative speed may be calculated by obtaining the distance by performing image processing on the imaging result of the stereo camera 16.

  In step 104, the detection result of the millimeter wave radar is newly input, and the process proceeds to step 106.

  In step 106, a time t until the collision is calculated, and the process returns to step 100 and the above-described processing is repeated. That is, the distance to the front object detected by the front millimeter wave radar 12, the front side millimeter wave radar 14, the stereo camera 16 and the like and the time t from the relative speed calculated in step 102 to the collision are calculated. It returns and the above-mentioned processing is repeated.

  Next, processing performed by the occupant protection control ECU 26 will be described. FIG. 5 is a flowchart showing an example of the flow of processing performed by the occupant protection control ECU 26 of the occupant protection device 10 according to the embodiment of the present invention. The process in FIG. 5 starts when an ignition switch (not shown) is turned on, and ends when a collision is detected by a collision detection sensor or the like provided in the bumper or the like when the ignition switch is turned off. explain.

  In step 200, the collision prediction time t calculated by the collision determination ECU 22 is input, and the process proceeds to step 202.

  In step 202, it is determined whether or not the predicted collision time t is less than a predetermined time t1, and if the determination is affirmative, the process proceeds to step 204, and if the determination is negative, the process proceeds to step 218.

  In step 204, it is determined whether or not the passenger protection function is in operation. This determination determines whether or not the seat actuator 28, the pretensioner actuator 30, the brake actuator 34, and the like are already operating since the collision time t1 has been reached. If the determination is negative, the process proceeds to step 206. If the determination is affirmative, the routine proceeds to step 212.

  In step 206, it is determined whether or not the inclination angle of the seat back 36 is outside a predetermined target angle. In this determination, it is determined from the detection result of the seat back angle detection sensor 32 whether or not the inclination angle of the seat back 36 is outside the target angle range. If the determination is affirmative, the routine proceeds to step 208, and is denied. If YES in step 210, the flow advances to step 210.

  In step 208, the driving of the seat actuator 28 is started, and the routine proceeds to step 210. That is, the adjustment of the seat back 36 is started so as to be the target angle.

  In step 210, the pretensioner actuator 30 starts to be driven and the brake actuator 34 is driven and controlled, and the process returns to step 200 to repeat the above-described processing. That is, the seat belt 38 is wound and the brake is controlled.

  Further, when the determination in step 204 is affirmed and the process proceeds to step 212, it is determined whether or not the inclination angle of the seat back 36 is the target angle. The determination is made based on the detection result of the seat back angle detection sensor 32 whether or not the inclination angle of the seat back 36 is started to be adjusted by the seat actuator 28 and reaches the target angle. The process proceeds to step 216, and if the result is negative, the process proceeds to step 214.

  In step 214, it is determined whether or not the sheet adjustment has elapsed for a predetermined time. In this determination, a predetermined time for preventing the sheet adjustment from being continued after the collision is set, and it is determined whether or not the predetermined time has elapsed. If the determination is affirmative, the process proceeds to step 216. If the determination is negative, the process returns to step 200 and the above-described processing is repeated.

  On the other hand, if the determination in step 202 is negative and the process proceeds to step 218, it is determined whether or not the passenger protection function is in operation. That is, it is determined whether or not the seat actuator 28, the pretensioner actuator 30, the brake actuator 34, and the like have already been operated. If the determination is affirmative, the process proceeds to step 220; Returning to 200, the above-described processing is repeated.

  In step 220, since the passenger protection functions such as seat adjustment, seat belt adjustment, and brake control are operating, the reset is performed to stop the operation of the seat actuator 28 and the pretensioner actuator 30, and the control of the brake actuator 34 is stopped. Then, the process returns to step 200 and the above-described processing is repeated. As the reset, the seat actuator 28 may be further operated so as to return to the state before the operation of the seat actuator 28.

  As described above, when the collision is predicted (when the predicted collision time t is less than the predetermined time t1), the occupant protection device 10 according to the present embodiment has the inclination angle of the seat back 36 outside the target angle. At this time, the inclination angle of the seat back 36 is adjusted so as to be the target angle, so that the seated occupant can be set in a predetermined proper posture, and the seat belt 38, the air bag device, etc. can be operated properly. it can. Further, when the collision is predicted, the seat belt 38 is wound, so that the passenger can be protected by restraining the passenger in preparation for the collision. Furthermore, since brake control is performed, it is possible to avoid an emergency state such as a collision.

  Next, processing performed by the power supply control ECU 40 will be described. FIG. 6 is a flowchart illustrating an example of a flow of processing performed by the power supply control ECU 40 of the occupant protection device 10 according to the embodiment of the present invention. The process in FIG. 6 will be described as starting when an ignition switch (not shown) is turned on.

  First, at step 300, normal traveling power control is started and the routine proceeds to step 302. In normal running power control, for example, the power control selector 42 can run by supplying the power of the battery 46 to the motor generator 44, and the motor generator 44 functions as a generator during braking to supply regenerative power to the battery 46. Then, control such as charging the battery 46 is performed.

  In step 302, the collision prediction time t calculated by the collision determination ECU 22 is input, and the routine proceeds to step 304.

  In step 304, it is determined whether or not the predicted collision time t is less than a predetermined time t1, and if the determination is affirmative, the process proceeds to step 306, and if the determination is negative, the process proceeds to step 308.

  In step 306, the regenerative power of the motor generator 44 is supplied to various actuators that drive the occupant protection function, and the process returns to step 302 and the above-described processing is repeated. That is, the power supply control selector 42 causes the motor generator 44 to function as a power generator, and switches the power generated by the motor generator 44 to be supplied to the seat actuator 28, the pretensioner actuator 30, and the brake actuator 34. Accordingly, it is possible to efficiently secure and supply power for operating an occupant protection function such as an avoidance unit or an occupant protection unit that functions at the time of collision prediction.

  On the other hand, in step 308, it is determined whether or not the regenerative power has been switched. This determination is affirmed by determining whether or not the collision prediction time t has already been switched to be supplied to the various actuators that drive the occupant protection function because the predicted collision time t is less than the time f1. If YES, the process proceeds to step 310. If NO, the process returns to step 302 and the above-described processing is repeated.

  In step 308, the control is switched to normal traveling power control, and the process returns to step 300 and the above-described processing is repeated. That is, the power supply control selector 42 allows the vehicle 46 to travel by supplying the electric power of the battery 46 to the motor generator 44, and charges the battery 46 by supplying the regenerative power to the battery 46 by causing the motor generator 44 to function as a generator during braking. Control is performed.

  As described above, in this embodiment, when a collision is predicted, an occupant protection function such as an avoidance unit or an occupant protection unit is activated. At this time, the regenerative power of the motor generator 44 is supplied to various actuators (seat actuators 28). , The power supply is switched so as to be supplied to the pretensioner actuator 30, the brake actuator 34, and the like. In other words, when an emergency situation such as a collision is predicted, the kinetic energy corresponding to the emergency situation is converted into electrical energy, so that the power necessary to operate the passenger protection function that operates when the collision is predicted is efficiently secured. Can be supplied.

  In the above embodiment, the occupant protection control ECU 26 controls the occupant protection functions such as the avoidance means and the occupant protection means. However, the present invention is not limited to this, and controls the avoidance means and the occupant protection means. Each ECU may be provided. Further, although the brake control has been described as the control of the avoiding means, the present invention is not limited to this. For example, control that makes it easy to avoid a collision by controlling the steering angle of the steering may be performed. Good. Furthermore, the seat and seat belt adjustment has been described as an example of the occupant protection means, but the present invention is not limited to this, and for example, an airbag device may be applied.

  In the above embodiment, when a collision is predicted, regenerative power is supplied to various actuators that drive occupant protection functions such as avoidance means and occupant protection means, but is not limited thereto. The regenerative power generated by the motor generator 44 may be supplied to an actuator that drives either the avoidance means or the occupant protection means.

It is a figure which shows the outline vehicle mounting position of the passenger | crew protection apparatus concerning embodiment of this invention. It is a block diagram which shows the structure of the passenger | crew protection apparatus concerning embodiment of this invention. It is a figure for demonstrating adjustment of the seat back at the time of collision prediction. It is a flowchart which shows an example of the flow of the process performed in collision judgment ECU of the passenger | crew protection apparatus concerning embodiment of this invention. It is a flowchart which shows an example of the flow of the process performed by passenger | crew protection control ECU of the passenger | crew protection apparatus concerning embodiment of this invention. It is a flowchart which shows an example of the flow of the process performed by power supply control ECU of the passenger | crew protection apparatus concerning embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Crew protection device 12 Front millimeter wave radar 14 Front side millimeter wave radar 16 Stereo camera 18 Rear millimeter wave radar 20 Rear side millimeter wave radar 22 Collision judgment ECU
26 Occupant Protection Control ECU
28 Seat Actuator 30 Pretensioner Actuator 32 Seat Back Angle Detection Sensor 34 Brake Actuator 36 Seat Back 38 Seat Belt 40 Power Control ECU
42 Power control selector 44 Motor generator

Claims (5)

A predicting means for predicting an emergency state of the host vehicle;
Emergency avoidance driving means for driving avoidance means for avoiding the predicted emergency state;
Occupant protection driving means for driving occupant protection means for protecting the occupant when the emergency state is predicted;
Conversion means capable of converting vehicle kinetic energy into electrical energy;
When the emergency state is predicted, the kinetic energy corresponding to the emergency state is converted into electric energy, and the converted electric energy is supplied to at least one of the emergency avoidance driving means and the occupant protection driving means. Control means for controlling the conversion means;
An occupant protection device.   The occupant protection device according to claim 1, wherein the conversion means converts kinetic energy during braking into electric energy.   The occupant protection device according to claim 2, wherein the conversion means is a motor generator capable of generating a driving force of the vehicle and generating electric power.   The emergency avoidance drive means includes at least one of a brake drive means for driving a vehicle brake device so as to avoid the emergency state and a steering drive means for driving the vehicle steering device so as to easily avoid the emergency state. The occupant protection device according to any one of claims 1 to 3.   The occupant protection driving means restrains the occupant by winding up a seat belt and a seat back driving means for driving the seat back so as to change the inclination angle of the seat back to a predetermined inclination angle. The occupant protection device according to any one of claims 1 to 4, comprising at least one of seat belt drive means for driving in such a manner.

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