JP2010042704A - Starting control device for occupant protection device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a starting control device for an occupant protection device that properly starts the occupant protection device. <P>SOLUTION: A headrest control ECU 12 includes: an approach-state acquisition part 120 for acquiring approach-state information being information showing a state that a trailing vehicle approaches this time when it is determined by a collision possibility determination part 112 that the collision possibility exceeds a threshold; a first state determination part 123 for calculating a first concordance rate β0 showing a degree that the acquired approach-state information is coincident with the approach-state information, stored in a first state storage part 122 beforehand, when collision does not occur; a second state determination part 133 for calculating a second concordance rate γ0 showing a degree that the acquired approach-state information is coincident with the approach-state information, stored in a second state storage part 132 beforehand when collision occurs; and a starting control execution part 126 for controlling the starting of a headrest drive motor 3 on the basis of the first concordance rate β0 and the second concordance rate γ0. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an activation control device that controls activation of an occupant protection device that is mounted on a vehicle and protects the occupant when the vehicle may collide with an object, for example.

  2. Description of the Related Art Conventionally, various devices that detect a situation around a vehicle with a sensor or the like and operate based on the detection result are mounted on the vehicle. For example, an occupant protection device that operates when a danger such as a collision is imminently predicted using the above-described sensor and it is determined that a collision is imminent (for example, the possibility of a rear vehicle colliding with a vehicle). There is a headrest driving device that drives the headrest forward when there is a headrest.

However, if an erroneous determination is made for some reason, there is a possibility that the occupant protection device may eventually perform an unnecessary operation (hereinafter referred to as an unnecessary operation). In order to prevent the occurrence of such unnecessary operations, various devices, methods, and the like have been proposed. For example, the current position information of the vehicle is acquired from the navigation system, and the current position of the vehicle in which the in-vehicle device (for example, a safety device such as a headrest) that operates based on the detection result of the situation of the vehicle and the surroundings of the vehicle is unnecessary. A vehicle control device that determines whether or not a vehicle position is applicable and suppresses the operation of an in-vehicle device if applicable is disclosed (see Patent Document 1).
JP 2006-195579 A

  However, in the vehicle control device described in Patent Document 1, when the current vehicle position corresponds to the position of the vehicle that operates unnecessarily, the operation of the occupant protection device such as the headrest is suppressed, but the occupant such as the headrest. Since the unnecessary operation of the protective device does not necessarily occur at the position of the vehicle where the unnecessary operation has occurred in the past (= the place where the vehicle exists), there is room for improvement in preventing the unnecessary operation.

  Moreover, in order to protect passengers, such as a driver | operator, reliably, it is necessary to start an occupant protection device early. For example, in the case of a headrest driving device that drives the headrest to the front side, a movement time for moving the headrest from the normal position to a predetermined position set in advance to the front side is necessary. It is necessary to start at a timing that is at least as long as the travel time.

  This invention is made | formed in view of the said situation, Comprising: It exists in providing the starting control apparatus of the passenger | crew protection apparatus which can start an passenger | crew protection apparatus appropriately.

  In order to achieve the above object, the present invention has the following features. A first invention is an activation control device that is mounted on a vehicle and controls activation of an occupant protection device that protects the occupant when the vehicle may collide with an object, and the occupant protection device is activated. In addition, when the collision with the object does not occur, the first situation storage means that stores in advance approach situation information that is information indicating the situation in which the object approaches, and the collision with the object Whether or not the possibility of collision with the second situation storage means that stores in advance the situation information, which is information indicating the situation in which the object is approaching, is greater than or equal to a preset threshold value A collision possibility determination unit that determines whether or not, a proximity situation acquisition unit that acquires current situation information when the collision possibility determination unit determines that the possibility of a collision is equal to or greater than a threshold; and Approaching situation Obtained by the first situation determination means for obtaining a first coincidence rate indicating the degree to which the approach situation information obtained by the obtaining means coincides with the approach situation information stored in the first situation storage means, and obtained by the approach situation acquisition means Second situation determination means for obtaining a second coincidence rate indicating the degree of coincidence of the approach situation information made with the approach situation information stored in the second situation storage means, and the first coincidence rate and the second coincidence rate. And an activation control execution means for controlling activation of the occupant protection device.

  According to a second aspect of the present invention, in the first aspect of the invention, the first aspect includes a first probability determining unit that determines whether the first matching rate is equal to or higher than a preset first threshold, and the activation control executing unit includes: When the first probability determination means determines that the first threshold value is equal to or greater than the first threshold, activation of the occupant protection device is prohibited.

  According to a third aspect of the present invention, in the second aspect of the present invention, when the collision possibility determination unit determines that the collision possibility is equal to or greater than a threshold value, a collision for obtaining a collision time, which is a time until the collision occurs. And a first threshold value setting means for setting the first threshold value based on the collision time obtained by the collision time calculation means, wherein the first probability determination means includes the first match rate. Is greater than or equal to the first threshold value set by the first threshold value calculation means.

  In a fourth aspect based on the third aspect, the first threshold value setting means sets a larger value as the first threshold value as the collision time is longer.

  In a fifth aspect based on the first aspect, the first situation storage means stores in advance a plurality of different approach situation information as the approach situation information, and the first situation determination means For each of the plurality of approach status information stored in the first status storage means, a match rate with the approach status information acquired by the access status acquisition means is obtained, and among the determined match rates, The maximum matching rate is obtained as the first matching rate.

  In a sixth aspect based on the first aspect, the occupant protection device is activated via the collision occurrence determination means for determining whether or not a collision with the object has occurred, and the activation control execution means, and First situation recording means for recording the approach situation information obtained by the approach situation obtaining means in the first situation storage means when it is judged by the collision occurrence judging means that no collision has occurred. .

  According to a seventh invention, in the sixth invention, the collision occurrence determination means detects a collision via two or more of an acceleration sensor, a radar sensor, and an image sensor provided in the vehicle. It is determined whether or not it has occurred.

  In an eighth aspect based on the first aspect, the second aspect includes a second probability determination unit that determines whether or not the second matching rate is equal to or higher than a preset second threshold value, and the activation control execution unit includes: When it is determined by the second probability determination means that the second threshold value is greater than or equal to the second threshold, the activation timing of the occupant protection device is advanced.

  According to a ninth aspect, in the eighth aspect, when the collision possibility determination unit determines that the possibility of a collision is equal to or greater than a threshold value, a collision for obtaining a collision time which is a time until the collision occurs And a second threshold value setting means for setting the second threshold value based on the collision time obtained by the collision time calculation means, wherein the second probability determination means is configured to include the first match rate. Is greater than or equal to the second threshold value set by the second threshold value calculation means.

  In a tenth aspect based on the ninth aspect, the second threshold value setting means sets a larger value as the second threshold value as the collision time is longer.

  In an eleventh aspect based on the first aspect, the second situation storage means stores in advance a plurality of different approach situation information as the approach situation information, and the second situation determination means , For each of the plurality of approach status information stored in the second status storage means, a match rate with the approach status information acquired by the approach status acquisition means is obtained, and among the determined match rates, The maximum matching rate is obtained as the second matching rate.

  In a twelfth aspect according to the first aspect, when it is determined that a collision has occurred by the collision occurrence determination means for determining whether or not a collision with the object has occurred, and the collision occurrence determination means, Second situation recording means for recording the approach situation information obtained by the approach situation obtaining means in the second situation storage means.

  In a thirteenth aspect based on the twelfth aspect, the collision occurrence determination means causes the collision to occur via two or more sensors among an acceleration sensor, a radar sensor, and an image sensor disposed in the vehicle. It is determined whether or not it has occurred.

  In a fourteenth aspect based on the first aspect, the approach status information includes at least one of relative position information and relative speed information of the object with respect to the host vehicle.

  In a fifteenth aspect based on the fourteenth aspect, the approach status acquisition means obtains at least one of relative position information and relative speed information of the object with respect to the host vehicle via a radar sensor disposed in the vehicle. get.

  In a sixteenth aspect based on the first aspect, the approach state information is in a direction orthogonal to the traveling locus of the center position in the width direction of the host vehicle, and the center position in the width direction of the object is separated from the traveling locus. At least one of width direction position information indicating the distance that the vehicle is traveling and curvature radius information of the road on which the host vehicle is traveling.

  In a seventeenth aspect based on the sixteenth aspect, the approach state acquisition means acquires at least one of the width direction position information and the curvature radius information via an image sensor disposed in the vehicle. .

  In an eighteenth aspect based on the first aspect, the approach status information includes at least one of vehicle speed information of the host vehicle, yaw angle information of the host vehicle, and steering angle information of the host vehicle.

  According to the first aspect of the present invention, the access status information, which is information indicating a situation in which the object approaches, in the case where the occupant protection device is activated and the collision with the object does not occur in the first status storage means. Is stored in advance, and the second situation storage means stores in advance approach situation information, which is information indicating a situation in which the object approaches, in the case where a collision with the object has occurred. Then, it is determined whether or not the possibility of collision with an object is greater than or equal to a preset threshold value. When it is determined that the possibility of collision with an object is greater than or equal to the threshold value, the current approach status information is acquired. Further, a first coincidence rate indicating the degree to which the acquired approach situation information matches the approach situation information stored in the first situation storage means is obtained, and the obtained approach situation information is obtained as the second situation storage means. The second coincidence rate indicating the degree of coincidence with the approach status information stored in is obtained. Furthermore, since activation of the occupant protection device is controlled based on the obtained first coincidence rate and second coincidence rate, the occupant protection device can be activated appropriately.

  That is, the first situation storage means stores the approach situation information in the case where the occupant protection device has been activated but no collision has occurred (so-called unnecessary operation has occurred). Since it can be estimated that no collision will occur when the first matching rate indicating the degree that the situation information matches the approach situation information stored in the first situation storage means is high, for example, activation of the passenger protection device is prohibited. Thus, the occurrence of unnecessary operation can be suppressed.

  In addition, since the second situation storage means stores the approach situation information in the event of a collision in advance, the degree of coincidence between the current approach situation information and the approach situation information stored in the second situation storage means. If the second matching rate shown is high, it can be estimated that a collision will occur, and therefore, for example, the occupant protection device can be properly activated by advancing the activation timing of the occupant protection device.

  According to the second aspect, it is determined whether or not the first matching rate is equal to or higher than a first threshold value set in advance, and when it is determined that the first matching rate is equal to or higher than the first threshold value, the occupant protection device is activated. Since it is prohibited, the occurrence of unnecessary operations can be suppressed.

  That is, the first situation storage means stores the approach situation information in the case where the occupant protection device has been activated but no collision has occurred (so-called unnecessary operation has occurred). Since it can be estimated that a collision will not occur when the first match rate indicating the degree that the situation information matches the approach situation information stored in the first situation storage means is high, by prohibiting activation of the occupant protection device, Therefore, the occurrence of unnecessary operation can be suppressed.

  According to the third aspect of the invention, when it is determined that the possibility of a collision is equal to or greater than the threshold, the collision time, which is the time until the collision occurs, is obtained, and based on the obtained collision time, One threshold is set. And since it is determined whether the 1st coincidence rate is more than the 1st threshold value set up, generation | occurrence | production of an unnecessary operation | movement can be suppressed more appropriately.

  That is, for example, the longer the collision time, which is the time until the collision occurs, can set the first threshold value to an appropriate value by setting a larger value as the first threshold value, so that no collision occurs. It can be estimated more accurately.

  According to the fourth aspect of the invention, as the collision time is longer, a larger value is set as the first threshold value. Therefore, the first threshold value can be set to an appropriate value.

  In other words, when the collision time, which is the time until the collision occurs, is long, there is a time margin before deciding whether to prohibit the activation of the occupant protection device, so it can be determined carefully. Therefore, the first threshold value can be set to an appropriate value.

  According to the fifth aspect, the first situation storage means stores a plurality of different approach situation information in advance as the approach situation information, and the plurality of approaches stored in the first situation storage means. For the situation information, a matching rate with the obtained approach situation information is obtained. And since the maximum matching rate is calculated | required as a 1st matching rate among the calculated | required several matching rates, generation | occurrence | production of an unnecessary operation | movement can be suppressed effectively.

  That is, the more the number of different approach situation information stored in the first situation storage means, the higher the possibility that the approach situation information having a high coincidence rate with the obtained approach situation information is stored. The occurrence of unnecessary operations can be effectively suppressed.

  According to the sixth aspect of the present invention, when it is determined whether or not a collision with an object has occurred, the occupant protection device is activated, and it is determined that no collision has occurred, the obtained approach situation Information is recorded in the first status storage means. Therefore, since the approach status information stored in the first status storage means can be sequentially added and expanded, the occurrence of unnecessary operations can be further appropriately suppressed.

  According to the seventh aspect, since it is determined whether or not a collision has occurred through two or more of the acceleration sensor, the radar sensor, and the image sensor disposed in the vehicle, the collision It is possible to accurately determine whether or not the occurrence has occurred.

  According to the eighth aspect of the invention, it is determined whether or not the second matching rate is equal to or greater than a second threshold value set in advance, and when it is determined to be equal to or greater than the second threshold value, the activation timing of the occupant protection device is determined. As a result, the occupant protection device can be activated properly.

  That is, since the approach situation information when the occupant protection device is activated at the time of the collision is stored in the second situation storage means in advance, the approach situation information in which the current approach situation information is stored in the second situation storage means is stored. When the second coincidence rate indicating the degree of coincidence with the information is high, it can be estimated that a collision occurs. Therefore, the occupant protection device can be properly activated by advancing the activation timing of the occupant protection device.

  According to the ninth aspect, when it is determined that the possibility of a collision is equal to or greater than the threshold, the collision time, which is the time until the collision occurs, is obtained, and based on the obtained collision time, Two threshold values are set. And since it is determined whether a 1st coincidence rate is more than the set 2nd threshold value, a passenger | crew protection apparatus can be started more appropriately.

  That is, for example, the longer the collision time, which is the time until the collision occurs, can set the second threshold value to an appropriate value by setting a larger value as the second threshold value, so that no collision occurs. It can be estimated more accurately.

  According to the tenth aspect, as the collision time is longer, a larger value is set as the second threshold value. Therefore, the second threshold value can be set to an appropriate value.

  In other words, when the collision time, which is the time until the collision occurs, is long, there is a time margin for deciding whether to advance the activation timing of the occupant protection device, so it can be determined carefully. Therefore, the second threshold value can be set to an appropriate value.

  According to the eleventh aspect of the present invention, a plurality of different approach situation information are stored in advance as approach situation information in the second situation storage means, and a plurality of approaches stored in the second situation storage means are stored. For the situation information, a matching rate with the acquired approach situation information is obtained, and the maximum matching rate among the obtained matching rates is obtained as the second matching rate. It can be activated properly.

  That is, the more the number of different approach situation information stored in the second situation storage means, the higher the possibility that the approach situation information having a high coincidence rate with the obtained approach situation information is stored. The passenger protection device can be activated more appropriately.

  According to the twelfth aspect of the present invention, when it is determined whether or not a collision with an object has occurred and it is determined that a collision has occurred, the obtained approach situation information is recorded in the second situation storage means. Is done. Therefore, the approach situation information stored in the second situation storage means can be sequentially added and expanded, so that the occupant protection device can be activated more appropriately.

  According to the thirteenth aspect, since it is determined whether or not a collision has occurred through two or more of the acceleration sensor, the radar sensor, and the image sensor provided in the vehicle, It is possible to accurately determine whether or not the occurrence has occurred.

  According to the fourteenth aspect, since the approach status information includes at least one of the relative position information and the relative speed information of the object with respect to the host vehicle, the approach status information is appropriate information. Can be activated.

  According to the fifteenth aspect, at least one of the relative position information and the relative speed information of the object with respect to the host vehicle is acquired via the radar sensor arranged in the vehicle, so that the approach status information is efficiently acquired. can do.

  According to the sixteenth aspect of the invention, the width indicating the distance at which the center position in the width direction of the object is separated from the travel locus in the direction orthogonal to the travel locus of the center position in the width direction of the host vehicle. Since at least one of the direction position information and the curvature radius information of the road on which the host vehicle is traveling is included, the approach status information becomes more appropriate information, so that the occupant protection device can be activated more appropriately.

  According to the seventeenth aspect, since at least one of the width direction position information and the curvature radius information is acquired via the image sensor disposed in the vehicle, the approach situation information is efficiently acquired. Can do.

  According to the eighteenth aspect of the invention, since the approach status information includes at least one of the vehicle speed information of the host vehicle, the yaw angle information of the host vehicle, and the steering angle information of the host vehicle, the approach status information further includes Since it becomes appropriate information, the occupant protection device can be activated more appropriately.

  DESCRIPTION OF EMBODIMENTS Embodiments of an activation control device for an occupant protection device according to the present invention will be described below with reference to the drawings. In the present embodiment, a case will be described in which the occupant protection device is a headrest driving device that drives the headrest forward when there is a possibility that a rear vehicle (= corresponding to “object”) may collide with the vehicle. . FIG. 1 is a block diagram showing an example of the configuration of a start control device 1 for a headrest drive device according to the present invention. As shown in FIG. 1, a headrest control ECU (Electronic Control Unit) 12 (= corresponding to a part of an activation control device of an occupant protection device) according to the present invention communicates with a collision determination ECU 11 and a headrest drive motor 3. Connected as possible. The headrest control ECU 12 is communicably connected to the input device 2 as a peripheral device via the collision determination ECU 11 (or directly without using the collision determination ECU 11).

  Here, the input device 2 of the headrest control ECU 12 will be described with reference to FIG. The input device 2 includes a vehicle speed sensor 21, a yaw rate sensor 22, a steering sensor 23, a radar sensor 24, a CCD camera 25, and an acceleration sensor 26.

  The vehicle speed sensor 21 is a sensor that detects a vehicle speed, and includes a collision determination ECU 11 (here, a collision possibility determination unit 111 illustrated in FIG. 2) and a headrest control ECU 12 (here, an approach situation acquisition unit 120 illustrated in FIG. 2). In response to this, a signal indicating the vehicle speed is output.

  The yaw rate sensor 22 is composed of a rate gyro or the like, and is a sensor for detecting a yaw rate indicating the speed at which the yaw angle θ changes (= rotational angular speed around the vertical axis passing through the center of gravity of the vehicle). Then, a signal indicating the yaw rate is output to the collision possibility determination unit 111) shown in FIG. 2 and the headrest control ECU 12 (here, the approach state acquisition unit 120 shown in FIG. 2).

  The steering sensor 23 is a sensor that detects a steering angle φ, and includes a collision determination ECU 11 (here, a collision possibility determination unit 111 illustrated in FIG. 2) and a headrest control ECU 12 (here, an approach situation acquisition unit illustrated in FIG. 2). 120), a signal indicating the steering angle φ is output.

  The radar sensor 24 is a sensor that detects a relative position and a relative speed with respect to the vehicle behind, for example, via a millimeter wave radar or the like, and is a collision determination ECU 11 (here, a collision possibility determination unit 111 shown in FIG. A signal indicating a relative position and a relative speed is output to the collision occurrence determination unit 113) and the headrest control ECU 12 (here, the approach state acquisition unit 120 illustrated in FIG. 2).

  The CCD camera 25 includes two CCD (Charge Coupled Device) sensors (corresponding to image sensors) and the like, and detects a relative position with respect to the rear vehicle based on parallax obtained from images captured by the two CCDs. It is a camera that can be configured. The CCD camera 25 detects the size of the rear vehicle and the radius of curvature of the lane in which the host vehicle is traveling based on the images captured by the two CCDs. The CCD camera 25 detects the curvature radius of the lane by detecting the white line on the lane in which the host vehicle is traveling and obtaining the curvature of the white line, for example.

FIG. 3 is a plan view showing an example of information output from the CCD camera 25. The vehicle VC1 shown in FIG. 3 is the host vehicle, and the vehicle VC2 is a rear vehicle. Here, both the vehicle VC1 and the vehicle VC2 are traveling toward the upper side of the figure. The relative position detected by the radar sensor 24 and the CCD camera 25 is represented by a width direction relative position X and a traveling direction relative position Y. Further, the overlap amount (hereinafter referred to as “width direction wrap amount”) ΔW between the vehicle VC1 and the vehicle VC2 is determined using the width direction relative position X and the vehicle widths W1 and W2 of the vehicle VC1 and the vehicle VC2. It is obtained by the following equation (1). The greater the width direction wrap amount ΔW, the greater the risk of collision.
ΔW = (W1 / 2 + W2 / 2) −X (1)
However, the relative position in the width direction X ≦ (W1 / 2 + W2 / 2)

Further, the width direction lap ratio Q used to determine whether or not a collision has occurred in the collision determination ECU 11 (here, the collision occurrence determination unit 113 shown in FIG. 2) is obtained by the following equation (2).
Q = ΔW / W1 (2)
Further, the relative speed detected by the radar sensor 24 and the CCD camera 25 is represented by a width direction relative speed ΔVX and a traveling direction relative speed ΔVY. The width direction component α of the reference relative velocity vector VD used to determine whether or not a collision has occurred in the collision determination ECU 11 (the collision occurrence determination unit 113 shown in FIG. 2) is obtained by the following equation (3).
α = ΔVX / ΔVY (3)
That is, the width direction component α is the unit direction relative speed ΔVY and the direction direction relative speed ΔVY is the unit direction relative speed relative to the relative speed vector having the direction direction relative speed ΔVY as the X direction component and the Y direction component, respectively. This corresponds to the width direction relative velocity component when “1” is set. That is, the greater the width direction component α, the greater the movement distance in the width direction when moving by a unit distance in the traveling direction.

  The CCD camera 25 performs the above-described width direction wrap rate with respect to the collision determination ECU 11 (here, the collision occurrence determination unit 113 shown in FIG. 2) and the headrest control ECU 12 (here, the approach situation acquisition unit 120 shown in FIG. 2). A signal indicating the width direction component α of Q and the reference relative velocity vector VD is output.

  Returning to the configuration diagram shown in FIG. 1 again, the input device 2 of the headrest control ECU 12 will be described. The acceleration sensor 26 is a sensor that detects the acceleration of the vehicle VC1, and outputs a signal indicating the acceleration to the collision determination ECU 11 (here, the collision occurrence determination unit 113 shown in FIG. 2).

  Next, the collision determination ECU 11 provided between the headrest control ECU 12 and the input device 2 will be described. The collision determination ECU 11 (= corresponding to a part of the activation control device of the occupant protection device) determines the possibility of the vehicle VC2 colliding with the vehicle VC1 based on a signal from the input device 2 such as the vehicle speed sensor 21. The ECU determines whether or not a collision between the vehicle VC2 and the vehicle VC1 has occurred based on a signal from the acceleration sensor 26 or the like. Further, the collision determination ECU 11 outputs the determination result to the headrest control ECU 12 (here, the activation control execution unit 126 and the like shown in FIG. 2).

  Next, the headrest drive motor 3 will be described. The headrest drive motor 3 (corresponding to a part of the occupant protection device) is a motor that drives the headrest forward, and in accordance with an instruction from the headrest control ECU 12 (here, the activation control execution unit 126 shown in FIG. 2). It is a motor that operates.

  Next, functional configurations of the collision determination ECU 11 and the headrest control ECU 12 will be described with reference to FIG. FIG. 2 is a block diagram illustrating an example of functional configurations of the collision determination ECU 11 and the headrest control ECU 12. The collision determination ECU 11 functionally includes a collision possibility determination unit 111, a collision time calculation unit 112, and a collision occurrence determination unit 113, and the headrest control ECU 12 functionally includes an approach situation acquisition unit 120, a first situation. Recording unit 121, first situation storage unit 122, first situation determination unit 123, first threshold setting unit 124, first probability determination unit 125, activation control execution unit 126, second situation recording unit 131, second situation storage unit 132, a second situation determination unit 133, a second threshold setting unit 134, and a second probability determination unit 135.

  The collision determination ECU 11 causes a microcomputer disposed at an appropriate position of the collision determination ECU 11 to execute a control program stored in advance in a ROM (Read Only Memory) disposed at an appropriate position of the collision determination ECU 11. The microcomputer is caused to function as functional units such as a collision possibility determination unit 111, a collision time calculation unit 112, and a collision occurrence determination unit 113.

  In addition, the headrest control ECU 12 causes the microcomputer disposed in a proper position of the headrest control ECU 12 to execute a control program stored in advance in a ROM or the like disposed in a proper position of the headrest control ECU 12, thereby causing the microcomputer to Functionally, the approach situation acquisition unit 120, the first situation recording unit 121, the first situation storage unit 122, the first situation determination unit 123, the first threshold setting unit 124, the first probability judgment unit 125, the activation control execution unit 126, the second situation recording unit 131, the second situation storage unit 132, the second situation determination unit 133, the second threshold setting unit 134, and the second probability determination unit 135.

  The collision possibility determination unit 111 (corresponding to the collision possibility determination unit) is set in advance with the possibility that the vehicle VC2 will collide with the vehicle VC1 based on the relative position and the relative speed input from the radar sensor 24. It is a functional unit that determines whether or not a threshold value (for example, 60%) or more.

  The collision time calculation unit 112 (corresponding to the collision time calculation unit) generates a collision when the collision possibility determination unit 111 determines that the possibility of collision is a threshold (here, 60%) or more. It is a functional unit for obtaining a collision time PR (see FIG. 5A) that is a time until the time.

  The collision occurrence determination unit 113 (corresponding to a collision occurrence determination unit) is a functional unit that determines whether or not a collision between the vehicle VC2 and the vehicle VC1 has occurred based on the acceleration from the acceleration sensor 26 or the like. Here, although the case where the collision occurrence determination unit 113 determines based on the acceleration from the acceleration sensor 26 and the like will be described, the collision occurrence determination unit 113 receives an operation input from the driver via a touch panel or the like, It may be determined based on the received operation input.

  Here, the collision determination method by the collision occurrence determination unit 113 will be specifically described. The collision occurrence determination unit 113 includes a collision determination based on relative position information from the radar sensor 24 (or the CCD camera 25) (hereinafter referred to as “first collision determination”), a widthwise wrap rate Q from the CCD camera 25, a reference Collision determination based on the width direction component α of the relative velocity vector VD (hereinafter referred to as “second collision determination”) and collision determination based on acceleration information from the acceleration sensor 26 (hereinafter referred to as “third collision determination”). Do. The collision occurrence determination unit 113 determines that a collision has occurred when it is determined that a collision has occurred in the first collision determination, the second collision determination, and the third collision determination.

  FIG. 4 is an explanatory diagram illustrating an example of a collision determination method performed by the collision occurrence determination unit 113. FIG. 4A is a graph showing an example of the boundary region RV used for the first collision determination, where the horizontal axis is the width direction relative position X and the vertical axis is the traveling direction relative position Y. The bordered area RV shown in the figure is an area for determining whether or not a collision has occurred. That is, the first collision determination is based on whether or not a collision with the vehicle VC2 has occurred based on whether or not the relative position of the vehicle VC2 is within the boundary area RV at a collision occurrence estimation timing T0 described later with reference to FIG. This is a process for determining whether or not.

  FIG. 4B is a graph GA showing an example of the relationship between the lap ratio threshold value QSH (vertical axis) used for the second collision determination and the width direction component α (horizontal axis) of the reference relative velocity vector VD. As shown in the graph GA, the lap ratio threshold value QSH increases as the absolute value of the width direction component α of the reference relative velocity vector VD increases. In the second collision determination, the width direction of the reference relative velocity vector VD from the CCD camera 25 through the graph GA at the data acquisition timing (T0−ΔT) immediately before the collision occurrence estimation timing T0 described later with reference to FIG. A lap ratio threshold value QSH corresponding to the component α is obtained, and when the width direction lap ratio Q from the CCD camera 25 is equal to or greater than the lap ratio threshold value QSH, it is determined that a collision with the vehicle VC2 has occurred.

FIG. 4C is a graph GB showing an example of the relationship between the acceleration threshold GSH (vertical axis) used for the third collision determination and the relative speed ΔV. As shown in the graph GB, the acceleration threshold value GSH increases as the relative speed ΔV increases. The relative speed ΔV is obtained by the following equation (4) using the width direction relative speed ΔVX and the traveling direction relative speed ΔVY described with reference to FIG.
ΔV = (ΔVX ² + ΔVY ² ) ^1/2 (4)
In the third collision determination, an acceleration threshold value corresponding to the relative speed ΔV from the radar sensor 24 via the graph GB at a data acquisition timing (T0−ΔT) immediately before the collision occurrence estimation timing T0 described later with reference to FIG. GSH is obtained, and it is determined whether or not a collision has occurred depending on whether or not the acceleration G from the acceleration sensor 26 is greater than or equal to the acceleration threshold GSH at a collision occurrence estimation timing T0 to be described later with reference to FIG.

  In this way, since it is determined whether or not a collision has occurred via the acceleration sensor 26, the radar sensor 24, and the CCD camera 25 arranged in the vehicle, it is possible to accurately determine whether or not the collision has occurred. Can be determined. Here, a case will be described in which the collision occurrence determination unit 113 determines that a collision has occurred when it is determined that a collision has occurred in the first collision determination, the second collision determination, and the third collision determination. The collision occurrence determination unit 113 determines that a collision has occurred when it is determined that a collision has occurred in at least two of the first collision determination, the second collision determination, and the third collision determination. Form may be sufficient.

  Returning to FIG. 2 again, the functional configuration of the headrest control ECU 12 will be described. The approach state acquisition unit 120 (corresponding to the approach state acquisition unit), when the collision possibility determination unit 111 determines that the possibility of collision is greater than or equal to a threshold value, the vehicle speed sensor 21, the yaw rate sensor 22, and the steering sensor 23. This is a functional unit that acquires the current approach status information via the radar sensor 24 and the CCD camera 25.

  FIG. 5 is a chart showing an example of the approach status information acquired by the approach status acquisition unit 120. FIG. 5A is a timing chart showing the timing at which the approach status acquisition unit 120 acquires the approach status information. The horizontal axis is time T, and the timing T1 is the timing at which the collision possibility determination unit 111 determines that the possibility of collision is equal to or greater than the threshold. The timing T0 is a timing after the collision time PR obtained by the collision time calculation unit 112 from the timing T1, and is a timing at which a collision is estimated to occur. As shown in FIG. 5A, the approach status acquisition unit 120 acquires the approach status information every predetermined period ΔT (for example, 100 msec) during the period from the timing T1 to the timing T0.

  FIG. 5B is a chart showing an example of the approach status information acquired by the approach status acquisition unit 120. The leftmost column in FIG. 5B is an item constituting the approach status information. The approach status acquisition unit 120 acquires the vehicle speed VA as the approach status information via the vehicle speed sensor 21, acquires the yaw angle θ via the yaw rate sensor 22, and acquires the steering angle φ via the steering sensor 23. . Further, the approach status acquisition unit 120 uses the radar sensor 24 (and the CCD camera 25) as the approach status information, the width direction relative position X, the travel direction relative position Y, the width direction relative speed ΔVX, and the travel direction. The relative speed ΔVY is acquired. Furthermore, the approach status acquisition unit 120 acquires the curvature radius R of the lane, the width direction component α of the reference relative speed vector VD, and the width direction lap rate Q as the approach status information via the CCD camera 25. As described above with reference to FIG. 5A, the approach status acquisition unit 120 obtains the approach status information for each predetermined period ΔT (for example, 100 msec) during the period from the timing T1 to the timing T0. get.

  Returning to FIG. 2 again, the functional configuration of the headrest control ECU 12 will be described. The first situation recording unit 121 (corresponding to the first situation recording unit) is activated by the headrest driving motor 3 via the activation control execution unit 126 to drive the headrest, and the collision occurrence determination unit 113 causes a collision. This is a functional unit that records the approach status information (see FIG. 5B) acquired by the approach status acquisition unit 120 in the first status storage unit 122 when it is determined that it has not been performed.

  The first situation storage unit 122 (corresponding to the first situation storage means) is activated when the headrest driving motor 3 is activated and the headrest is driven and no collision with the vehicle VC2 occurs (= an unnecessary operation occurs). ) Is a functional unit that stores in advance approach status information, which is information indicating a situation in which the vehicle VC2 approaches. Moreover, the 1st condition memory | storage part 122 has previously stored several approach condition information which is mutually different as approach condition information. Furthermore, the approach status information acquired by the approach status acquisition unit 120 by the first status recording unit 121 is written in the first status storage unit 122.

  Thus, when it is determined whether or not a collision with the vehicle VC2 has occurred, the headrest drive motor 3 is activated to drive the headrest, and it is determined that no collision has occurred (= unnecessary operation) ), The approach situation information acquired by the approach situation acquisition unit 120 is recorded in the first situation storage unit 122. Therefore, since the approach status information stored in the first status storage unit 122 can be sequentially added and expanded, the occurrence of unnecessary operations can be further appropriately suppressed.

  The first situation determination unit 123 (corresponding to the first situation determination unit) determines the degree to which the approach situation information acquired by the approach situation acquisition unit 120 matches the approach situation information stored in the first situation storage unit 122. It is a function part which calculates | requires 1st matching rate (beta) 0 shown. More specifically, for each of the plurality of approach situation information stored in the first situation storage unit 122, a matching rate β with the approach situation information acquired by the approach situation acquisition unit 120 is obtained, and the obtained plural Among the matching rates β, the maximum matching rate β is obtained as the first matching rate β0.

  Here, the approach status information is composed of information shown in FIG. Therefore, for example, the first situation determination unit 123 obtains the coincidence rate β by the following method. First, for each item, the square of the difference between corresponding information at each time point is obtained, and the sum of the obtained values is obtained. Then, the coincidence rate β is obtained by performing weighted addition of the sum for all items. The weight is set for each item in advance.

  The first threshold setting unit 124 (corresponding to the first threshold setting unit) is a functional unit that sets the first threshold SH1 based on the collision time PR obtained by the collision time calculation unit 112. Here, the first threshold value SH1 is a threshold value used in the first probability determination unit 125 to determine whether or not the activation of the headrest drive motor 3 is prohibited. Further, the first threshold setting unit 124 sets a larger value as the first threshold SH1 as the collision time PR is longer.

  FIG. 6 is a graph G1 illustrating an example of the relationship between the first threshold value SH1 set by the first threshold value setting unit 124 and the collision time PR. The horizontal axis is the collision time PR, and the vertical axis is the first threshold value SH1. As shown in FIG. 6, the first threshold setting unit 124 sets a larger value as the first threshold SH1 as the collision time PR is longer.

  Thus, since the larger value is set as the first threshold value SH1 as the collision time PR is longer, the first threshold value SH1 can be set to an appropriate value. That is, when the collision time PR, which is the time until the collision occurs, is long, there is a time lapse before deciding whether to prohibit the activation of the headrest drive motor 3, so it is determined carefully. Therefore, the first threshold value SH1 can be set to an appropriate value.

  Returning to FIG. 2 again, the functional configuration of the headrest control ECU 12 will be described. The first probability determination unit 125 (corresponding to the first probability determination unit) has a first matching rate β0 obtained by the first situation determination unit 123 equal to or higher than the first threshold value SH1 set by the first threshold value setting unit 124. It is a function part which determines whether it is.

  The second situation recording unit 131 (corresponding to the second situation recording unit) is activated by the headrest drive motor 3 via the activation control execution unit 126 to drive the headrest, and the collision occurrence determination unit 113 generates a collision. This is a functional unit that records the approach status information (see FIG. 5B) acquired by the approach status acquisition unit 120 in the second status storage unit 132 when it is determined that it has been performed.

  In the present embodiment, when the second situation recording unit 131 determines that the headrest is driven and a collision has occurred, the second situation storage unit stores the approach situation information acquired by the approach situation acquisition unit 120. Although the case where it records on 132 is demonstrated, when it determines with the 2nd condition recording part 131 having generate | occur | produced the collision, the approach condition information acquired by the approach condition acquisition part 120 is recorded on the 2nd condition memory | storage part 132 Any form is acceptable. That is, when the second situation recording unit 131 determines that a collision has occurred regardless of whether or not the headrest is driven, the second situation storage unit acquires the approach situation information acquired by the approach situation acquisition unit 120. The form recorded in 132 may be used.

  The second situation storage unit 132 (corresponding to the second situation storage means) is activated when the headrest driving motor 3 is activated to drive the headrest and a collision with the vehicle VC2 occurs (= no unnecessary operation occurs). ) Is a functional unit that stores in advance approach situation information that is information indicating a situation in which the vehicle VC2 approaches. Moreover, the 2nd condition memory | storage part 132 has previously stored several approach status information which is mutually different as approach status information. Furthermore, the approach status information acquired by the approach status acquisition unit 120 by the second status recording unit 131 is written in the second status storage unit 132.

  In this way, it is determined whether or not a collision with the vehicle VC2 has occurred, the headrest drive motor 3 is activated, the headrest is driven, and it is determined that a collision has occurred (= unnecessary operation is performed). When the event does not occur), the approach situation information acquired by the approach situation acquisition unit 120 is recorded in the second situation storage unit 132. Therefore, since the approach status information stored in the second status storage unit 132 can be sequentially added and expanded, the headrest drive motor 3 can be started more appropriately.

  In the present embodiment, the second situation storage unit 132 stores approach situation information that is information indicating a situation in which the vehicle VC2 is approaching when the headrest is driven and a collision with the vehicle VC2 occurs. As will be described, the second situation storage unit 132 may store approach situation information that is information indicating a situation in which the vehicle VC2 approaches when a collision with the vehicle VC2 occurs. That is, when the second situation storage unit 132 determines that a collision has occurred regardless of whether the headrest is driven or not, a situation in which the vehicle VC2 approaches when a collision with the vehicle VC2 occurs. It is also possible to store approach status information that is information to be shown.

  The second situation determination unit 133 (corresponding to the second situation determination unit) determines the degree to which the approach situation information acquired by the approach situation acquisition unit 120 matches the approach situation information stored in the second situation storage unit 132. This is a functional unit for obtaining the second matching rate γ0 shown. More specifically, for each of the plurality of approach status information stored in the second situation storage unit 132, a matching rate γ with the approach status information acquired by the approach status acquisition unit 120 is obtained, and the obtained plural Among the matching rates γ, the maximum matching rate γ is obtained as the second matching rate γ0.

  Here, the approach status information is composed of information shown in FIG. Therefore, for example, the second situation determination unit 133 obtains the coincidence rate γ by the following method, similarly to the first situation determination unit 123 described above. First, for each item, the square of the difference between corresponding information at each time point is obtained, and the sum of the obtained values is obtained. Then, the matching rate γ is obtained by performing weighted addition of the sum for all items. The weight is set for each item in advance.

  The second threshold value setting unit 134 (corresponding to a second threshold value setting unit) is a functional unit that sets the second threshold value SH1 based on the collision time PR obtained by the collision time calculation unit 112. Here, the second threshold value SH <b> 2 is a threshold value used in the second probability determination unit 135 to determine whether or not to accelerate the activation of the headrest drive motor 3. Further, the second threshold value setting unit 134 sets a larger value as the first threshold value SH1 as the collision time PR is longer (see FIG. 6).

  Thus, since the larger value is set as the second threshold value SH2 as the collision time PR is longer, the second threshold value SH2 can be set to an appropriate value. That is, when the collision time PR, which is the time until the collision occurs, is long, there is a time margin for deciding whether or not to advance the start timing of the headrest drive motor 3, so determine carefully. Therefore, the second threshold value SH2 can be set to an appropriate value.

  The second probability determination unit 135 (corresponding to the first probability determination unit) has a second matching rate γ0 obtained by the second situation determination unit 133 equal to or higher than the second threshold value SH2 set by the second threshold value setting unit 134. It is a function part which determines whether it is.

  The activation control execution unit 126 (corresponding to the activation control unit) is based on the first coincidence rate β0 obtained by the first situation determination unit 123 and the second coincidence rate γ0 obtained by the second situation determination unit 133. This is a functional unit that controls the activation of the headrest drive motor 3. Specifically, the activation control execution unit 126 prohibits activation of the headrest drive motor 3 when the first probability determination unit 125 determines that the value is equal to or greater than the first threshold value SH1. In addition, when the second probability determination unit 135 determines that the activation control execution unit 126 is equal to or greater than the second threshold value SH2, the activation timing of the headrest drive motor 3 is set for a predetermined time (for example, 100 msec) set in advance. Advance. However, the activation control execution unit 126 is determined to be greater than or equal to the first threshold value SH1 by the first probability determination unit 125 and is determined to be greater than or equal to the second threshold value SH2 by the second probability determination unit 135. Then, the headrest drive motor 3 is started at a normal timing.

  In this way, the first situation storage unit 122 stores in advance approach situation information when the headrest drive motor 3 is activated but no collision occurs (so-called unnecessary operation occurs). Therefore, when the first coincidence rate β0 indicating the degree of coincidence between the current approach situation information and the approach situation information stored in the first situation storage unit 122 is high, it can be estimated that a collision does not occur. By prohibiting the activation of 3, the occurrence of unnecessary operations can be suppressed.

  In addition, since the approach status information when the headrest drive motor 3 is activated at the time of the collision is stored in the second status storage unit 123 in advance, the current approach status information is stored in the second status storage unit 132. When the second coincidence rate γ0 indicating the degree of coincidence with the approach status information is high, it can be estimated that a collision occurs, so that the headrest drive motor 3 is appropriately activated by advancing the activation timing of the headrest drive motor 3. be able to.

  In the present embodiment, a case will be described in which the activation control execution unit 126 prohibits activation of the headrest drive motor 3 when the first coincidence rate β0 is high. However, the activation control execution unit 126 has a first coincidence rate. It is also possible to perform another process related to the activation of the headrest drive motor 3 when β0 is high. When the first coincidence rate β0 is high, for example, the activation control execution unit 126 suspends the determination of whether or not the headrest drive motor 3 is activated, and again after a predetermined time (for example, 100 msec) has elapsed. Further, it may be possible to determine whether the headrest drive motor 3 is required to be activated. In this case, the headrest drive motor 3 can be started more appropriately.

  In the present embodiment, the case where the activation control execution unit 126 advances the activation timing of the headrest drive motor 3 by a predetermined time when the second matching rate γ0 is high will be described. However, when the second coincidence rate γ0 is high, another form of processing regarding the activation of the headrest drive motor 3 may be performed. When the second coincidence rate γ0 is high, for example, the activation control execution unit 126 obtains the advance time based on the collision possibility obtained by the collision possibility determination unit 111 and the second coincidence rate γ0, The start timing of the headrest drive motor 3 may be advanced by the calculated advance time. In this case, the headrest drive motor 3 can be started more appropriately.

  Furthermore, when the activation control execution unit 126 is determined by the first probability determination unit 125 to be equal to or greater than the first threshold value SH1, and is determined by the second probability determination unit 135 to be equal to or greater than the second threshold value SH2, The case where the headrest drive motor 3 is started at a normal timing will be described. The first probability determination unit 125 determines that the head threshold drive motor 3 is equal to or higher than the first threshold SH1, and the second probability determination unit 135 determines that the headrest drive motor 3 is equal to or higher than the second threshold SH2. When it is determined that there is, another form of processing regarding the activation of the headrest drive motor 3 may be performed.

  For example, the activation control execution unit 126 may accept the driver's intention regarding the activation of the headrest drive motor 3 in advance via a touch panel or the like, and determine the processing content based on the received operation input. That is, when the driver places importance on preventing the occurrence of unnecessary operations, the start control execution unit 126 prohibits the start of the headrest drive motor 3, and when the driver places importance on safety, the start control execution unit 126 executes the start control. The unit 126 advances the start timing of the headrest drive motor 3.

  FIG. 7 is a flowchart showing an example of operations of the collision determination ECU 11 and the headrest control ECU 12 shown in FIG. Here, a plurality of different (N in this case) approach status information is stored in advance in the first status storage unit 122, and a plurality of ( Here, a case where M pieces of approach status information are stored in advance will be described. First, the collision possibility determination unit 111 determines whether or not the possibility that the vehicle VC2 collides with the vehicle VC1 is equal to or greater than a preset threshold value (S101). If it is determined that it is not equal to or greater than the threshold value (NO in S101), the process is set to a standby state. If it is determined that it is greater than or equal to the threshold (YES in S101), the collision time calculation unit 112 calculates the collision time PR (S103). Then, the first threshold value setting unit 124 and the second threshold value setting unit 134 set the first threshold value SH1 and the second threshold value SH2, respectively (S105). Next, the approach status acquisition unit 120 acquires the approach status information of the vehicle VC2 (S109).

  Next, the first situation determination unit 123 performs a first situation determination process that is a process for obtaining the first match rate β0 (S111). Then, the second situation determination unit 133 performs a second situation determination process that is a process for obtaining the second matching rate γ0 (S113). Next, the activation control execution unit 126 performs activation determination processing that is processing for determining activation of the headrest drive motor 3 (S115). Next, the first status recording unit 121 determines whether or not it is determined to start the headrest drive motor 3 in the activation determination process of step S115 (S117). If it is determined not to start (= start is prohibited) (NO in S117), the process ends. When it is determined to start (YES in S117), the collision occurrence determination unit 113, the first situation recording unit 121, and the second situation recording unit 131 determine whether or not a collision has occurred, and the determination result Based on the above, a recording process that is a process of recording the approach situation information acquired in step S109 in the first situation storage unit 122 or the second situation storage unit 132 is executed (S119), and the process is terminated.

  FIG. 8 is a detailed flowchart showing an example of the first situation determination process in step S111 of the flowchart shown in FIG. The following processes are all executed by the first situation determination unit 123. First, the number N of approach situation information stored in the first situation recording unit 121 is read (S201). And the counter K for selecting the approach condition information read from the 1st condition recording part 121 is initialized to 1 (S203). Next, the Kth approach situation information is read from the first situation recording unit 121 (S205). Next, the coincidence rate β between the approach status information read in step S205 and the approach status information acquired in step S109 of the flowchart shown in FIG. 7 is obtained (S207). Then, it is determined whether or not the counter K is equal to or greater than the number N read in step S201 (S209). If it is determined that the number is less than N (NO in S209), the value of the counter K is incremented by 1 (S213), the process returns to Step S205, and the processes after Step S205 are repeatedly executed. . When it is determined that the number is equal to or greater than the number N (YES in S209), the value of the maximum matching rate β among the matching rates β obtained in step S207 is set as the first matching rate β0 (S211). The process is returned to step S113 of the flowchart shown in FIG.

  FIG. 9 is a detailed flowchart showing an example of the second situation determination process in step S113 of the flowchart shown in FIG. The following processing is all executed by the second situation determination unit 133. First, the number M of approach situation information stored in the second situation recording unit 131 is read (S301). Then, a counter K for selecting the approach status information read from the second status recording unit 131 is initialized to 1 (S303). Next, the Kth approach status information is read from the second status recording unit 131 (S305). Next, the coincidence rate γ between the approach situation information read in step S305 and the approach situation information acquired in step S109 of the flowchart shown in FIG. 7 is obtained (S307). Then, it is determined whether or not the counter K is equal to or greater than the number M read in step S301 (S309). If it is determined that the number is less than the number M (NO in S309), the value of the counter K is incremented by 1 (S313), the process returns to step S305, and the processes after step S305 are repeatedly executed. . If it is determined that the number is greater than or equal to the number M (YES in S309), the maximum match rate γ of the match rates γ determined in step S307 is set as the second match rate γ0 (S311). The process is returned to step S115 of the flowchart shown in FIG.

  FIG. 10 is a detailed flowchart showing an example of the startup execution process in step S115 of the flowchart shown in FIG. The following processes are all executed by the activation control execution unit 126. First, it is determined whether or not the first match rate β0 obtained in step S111 of the flowchart of FIG. 7 is equal to or higher than the first threshold value SH1 obtained in step S107 of the flowchart of FIG. 7 (S401). If it is determined that it is less than the first threshold SH1 (NO in S401), the process proceeds to step S409. If it is determined that the threshold value is greater than or equal to the first threshold SH1 (YES in S401), the second matching rate γ0 obtained in step S113 of the flowchart of FIG. 7 is determined in step S107 of the flowchart of FIG. It is determined whether or not it is equal to or greater than 2 threshold value SH2 (S403). If it is determined that it is less than the second threshold value SH2 (NO in S403), the activation of the headrest drive motor 3 is prohibited (S407), and the process is returned to step S117 of the flowchart shown in FIG. If it is determined that the threshold value is greater than or equal to the second threshold value SH2 (YES in S403) or NO in step S409, the headrest drive motor 3 is instructed to start at normal timing (S405), and the process is illustrated in FIG. 7 is returned to step S117 of the flowchart shown in FIG.

  In the case of NO in step S401, it is determined whether or not the second matching rate γ0 obtained in step S113 of the flowchart of FIG. 7 is equal to or higher than the second threshold value SH2 obtained in step S107 of the flowchart of FIG. Is performed (S409). If it is determined that the value is less than the second threshold SH2 (NO in S409), the process proceeds to step S405. If it is determined that it is equal to or greater than the second threshold SH2 (YES in S409), the start timing of the headrest drive motor 3 is advanced (S411). Then, activation of the headrest drive motor 3 is instructed (S413), and the process is returned to step S117 of the flowchart shown in FIG.

  11 and 12 are detailed flowcharts showing an example of the recording process in step S119 of the flowchart shown in FIG. The following process is executed by the collision occurrence determination unit 113 unless otherwise specified. First, as shown in FIG. 11, it is determined whether or not the data acquisition timing (T0−ΔT) immediately before the collision occurrence estimation timing T0 has been reached (S501). If it is determined that the timing (T0−ΔT) has not been reached (NO in S501), the process is set to a standby state. If it is determined that the timing (T0−ΔT) has been reached (YES in S501), the relative speed ΔV is acquired via the radar sensor 24 (S503). Then, the width direction component α of the reference relative velocity vector VD is acquired via the CCD camera 25 (S505), and the width direction lap ratio Q is acquired (S507).

  Next, it is determined whether or not the collision occurrence estimation timing T0 has been reached (S509). If it is determined that the timing T0 has not been reached (NO in S509), the process is set to a standby state. If it is determined that the timing T0 has been reached (YES in S509), the relative position (width direction relative position X and travel direction relative position Y) is acquired via the radar sensor 24 (S511). Then, the acceleration G is acquired via the acceleration sensor 26 (S513). Next, as shown in FIG. 12, it is determined whether or not the relative position acquired in step S511 is within the region RV (see FIG. 4A) (S515). If it is determined that it is not in the region RV (NO in S515), the process proceeds to step S529. If it is determined that it is within the region RV (YES in S515), the lap ratio threshold value QSH (FIG. 4) corresponding to the width direction component α of the reference relative velocity vector VD acquired in step S505 of the flowchart shown in FIG. (See (b)) is obtained (S517).

  Then, it is determined whether or not the width direction lap rate Q acquired in step S507 of the flowchart shown in FIG. 11 is equal to or greater than the lap rate threshold value QSH obtained in step S517 (S519). If it is determined that it is less than the lap rate threshold value QSH (NO in S519), the process proceeds to step S529. If it is determined that the lap ratio threshold value QSH is greater than or equal to (YES in S519), an acceleration threshold value GSH corresponding to the relative speed ΔV acquired in step S503 of the flowchart shown in FIG. 11 is obtained (S521). Then, it is determined whether or not the acceleration G acquired in step S513 in the flowchart shown in FIG. 11 is greater than or equal to the acceleration threshold GSH determined in step S521 (S523). If it is determined that the acceleration threshold value is greater than or equal to the acceleration threshold GSH (YES in S523), it is determined that a collision has occurred (S525), and the second situation recording unit 131 acquires the approach situation acquired in step S109 shown in FIG. Information is recorded in the 2nd condition memory | storage part 132 (S527), and a process is complete | finished. If it is determined that the acceleration threshold value is less than GSH (YES in S523), NO in Step S515, or NO in Step S519, it is determined that no collision has occurred (S529), and the first situation The recording unit 121 records the approach situation information acquired in step S109 shown in FIG. 7 in the first situation storage unit 122 (S531), and the process is terminated.

  In this way, the first situation storage unit 121 stores the approach situation information in the case where the headrest has been activated but no collision has occurred (so-called unnecessary operation has occurred). If the first coincidence rate β0 indicating the degree of coincidence of the approach situation information with the approach situation information stored in the first situation storage unit 121 is high, it can be estimated that no collision occurs. By prohibiting, the occurrence of unnecessary operations can be suppressed.

  Further, since the second situation storage unit 131 stores in advance approach situation information when the headrest is activated when a collision occurs, the current situation situation information is stored in the second situation storage unit 131. When the second coincidence rate γ0 indicating the degree of coincidence with the information is high, it can be estimated that a collision occurs. For example, the headrest can be appropriately activated by advancing the activation timing of the headrest.

  Further, a plurality of (N in this case) approach status information different from each other is stored in advance in the first situation storage unit 121 as the approach status information. For each of the access status information, a matching rate β with the acquired access status information is obtained. And since the largest coincidence ratio (beta) is calculated | required as the 1st coincidence ratio (beta) 0 among the calculated | required several coincidence ratio (beta), generation | occurrence | production of an unnecessary operation | movement can be suppressed effectively.

  That is, as the number of different approach situation information stored in the first situation storage unit 121 increases, the possibility that the approach situation information having a high coincidence rate β with the acquired approach situation information is stored. Therefore, generation | occurrence | production of an unnecessary operation | movement can be suppressed effectively.

  In addition, a plurality of (here, M) pieces of approach situation information different from each other are stored in advance in the second situation storage unit 131 as the approach situation information. For each piece of approach status information, a matching rate γ with the obtained approach status information is obtained, and the maximum match rate γ is obtained as the second match rate γ0 among the obtained plurality of match rates γ. Therefore, the headrest can be activated more appropriately.

  That is, as the number of different approach situation information stored in the second situation storage unit 131 increases, the possibility that the approach situation information having a high coincidence rate γ with the obtained approach situation information is increased. Therefore, the headrest can be activated more appropriately.

Note that the activation control device for the occupant protection device according to the present invention is not limited to the collision determination ECU 11 and the headrest control ECU 12 according to the above-described embodiment, and may be in the following form.
(A) In this embodiment, the case where the occupant protection device is a headrest drive device has been described. However, the occupant protection device is another type of occupant protection device (for example, a seat belt drive device that fastens a seat belt). Form may be sufficient.

  (B) Although the case where the object is the rear vehicle VC2 has been described in the present embodiment, the object may collide with a utility pole, a bicycle, or the like. In the present embodiment, the case where the vehicle VC2 collides from behind has been described, but an object may collide from the front, the side, or the like.

  (C) In this embodiment, the case where the activation control device of the occupant protection device is configured by two ECUs (here, the collision determination ECU 11 and the headrest control ECU 12) has been described. The control device may be configured by one ECU or three or more ECUs.

  (D) In the present embodiment, the case where the collision determination ECU 11 functionally includes the collision possibility determination unit 111, the collision time calculation unit 112, the collision occurrence determination unit 113, and the like has been described. However, the collision possibility determination unit 111, any one of the collision time calculation unit 112 and the collision occurrence determination unit 113 may be configured by hardware such as an electric circuit. Similarly, the headrest control ECU 12 functionally includes an approach situation acquisition unit 120, a first situation recording unit 121, a first situation storage unit 122, a first situation determination unit 123, a first threshold setting unit 124, and a first probability determination. A case is described in which a unit 125, a startup control execution unit 126, a second situation recording unit 131, a second situation storage unit 132, a second situation determination unit 133, a second threshold setting unit 134, a second probability determination unit 135, and the like are provided. The approach situation acquisition unit 120, the first situation recording unit 121, the first situation storage unit 122, the first situation determination unit 123, the first threshold value setting unit 124, the first probability determination unit 125, the activation control execution unit 126, the first Among the two situation recording unit 131, the second situation storage unit 132, the second situation judgment unit 133, the second threshold value setting unit 134, and the second probability judgment unit 135, at least one functional unit includes hardware such as an electric circuit. Or in the form as it is constituted by.

  (E) In the present embodiment, the case where the headrest control ECU 12 directly outputs a drive instruction to the headrest drive motor 3 has been described. However, the headrest control ECU 12 is connected to the headrest drive motor 3 via another ECU. Alternatively, a drive instruction may be output.

  (F) In the present embodiment, the case where a plurality of pieces of approach situation information are stored in advance in the first situation storage unit 121 and the second situation storage unit 131 has been described. Each of the two situation storage units 131 may store one piece of approach situation information in advance. The approach situation information stored in advance in each of the first situation storage unit 121 and the second situation storage unit 131 is not limited to that generated based on the running results of the host vehicle, and is obtained by a test run. Alternatively, it may be generated based on a running record in another vehicle.

  (G) In the present embodiment, the approach status information includes vehicle speed VA, yaw angle θ, steering angle φ, width direction relative position X, travel direction relative position Y, width direction relative speed ΔVX, travel direction relative speed ΔVY, lane The case where the radius of curvature R, the width direction component α of the reference relative velocity vector VD, the width direction lap ratio Q, and the like are included has been described, but the approach status information includes the vehicle speed VA, the yaw angle θ, the steering angle φ, and the width direction. Relative position X, traveling direction relative position Y, width direction relative speed ΔVX, traveling direction relative speed ΔVY, curvature radius R of lane, width direction component α of reference relative speed vector VD, and width direction lap ratio Q Any form including one piece of information may be used. Further, the approach status information includes vehicle speed VA, yaw angle θ, steering angle φ, width direction relative position X, travel direction relative position Y, width direction relative speed ΔVX, travel direction relative speed ΔVY, lane curvature radius R, reference relative In addition to the width direction component α and the width direction lap ratio of the speed vector VD, other information (for example, whether the rear vehicle VC2 is a large vehicle such as a truck or a bus, a normal vehicle, or a two-wheeled vehicle) May be included.

  The present invention can be applied to, for example, an activation control device that controls activation of an occupant protection device that is mounted on a vehicle and protects the occupant when the vehicle may collide with an object.

The block diagram which shows an example of a structure of the starting control apparatus of the headrest drive device which concerns on this invention The block diagram which shows an example of a function structure of collision determination ECU and headrest control ECU Plan view showing an example of information output from a CCD camera Explanatory drawing which shows an example of the collision determination method by the collision generation determination part 113 Chart showing an example of approach status information acquired by the approach status acquisition unit The graph which shows an example of the relationship between 1st threshold value SH1 set by the 1st threshold value setting part, and collision time PR The flowchart which shows an example of operation | movement of collision determination ECU11 and headrest control ECU12 shown in FIG. Detailed flowchart showing an example of the first situation determination processing in step S111 of the flowchart shown in FIG. Detailed flowchart showing an example of the second situation determination processing in step S113 of the flowchart shown in FIG. FIG. 7 is a detailed flowchart showing an example of the startup execution process in step S115 of the flowchart shown in FIG. Detailed flowchart (first half) showing an example of the recording process in step S119 of the flowchart shown in FIG. FIG. 7 is a detailed flowchart (second half) showing an example of the recording process in step S119 of the flowchart.

Explanation of symbols

1 Start Control Device 11 Collision Determination ECU (Part of Start Control Device)
111 Collision possibility determination unit (collision possibility determination means)
112 Collision time calculation unit (collision time calculation means)
113 Collision occurrence determination unit (collision occurrence determination means)
12 Headrest control ECU (part of start control device)
120 Access status acquisition unit (approach status acquisition means)
121 1st condition recording part (1st condition recording means)
122 1st condition storage part (1st condition storage means)
123 1st condition determination part (1st condition determination means)
124 1st threshold value setting part (1st threshold value setting means)
125 1st probability determination part (1st probability determination means)
126 Activation control execution unit (activation control execution means)
131 Second situation recording unit (second situation recording means)
132 2nd condition storage part (2nd condition storage means)
133 2nd condition determination part (2nd condition determination means)
134 2nd threshold value setting part (2nd threshold value setting means)
135 2nd probability determination part (2nd probability determination means)
2 Input Equipment 21 Vehicle Speed Sensor 22 Yaw Rate Sensor 23 Steering Sensor 24 Radar Sensor 25 CCD Camera (Image Sensor)
26 Acceleration sensor 3 Headrest drive motor (part of occupant protection device)

Claims (18)

An activation control device that controls activation of an occupant protection device that is mounted on a vehicle and protects the occupant when the vehicle may collide with an object,
A first situation storage means that stores in advance approach situation information, which is information indicating a situation in which the object approaches, when the occupant protection device is activated and a collision with the object does not occur; ,
Second situation storage means for storing in advance approach situation information, which is information indicating a situation in which the object approaches, in the case of a collision with the object;
Collision possibility determination means for determining whether or not the possibility of collision with the object is equal to or greater than a preset threshold;
When it is determined by the collision possibility determination means that the possibility of a collision is greater than or equal to a threshold value, an approach situation acquisition means for obtaining current approach situation information;
First situation determination means for obtaining a first coincidence rate indicating the degree to which the approach situation information acquired by the approach situation acquisition means matches the approach situation information stored in the first situation storage means;
Second situation determination means for obtaining a second coincidence rate indicating the degree to which the approach situation information acquired by the approach situation acquisition means matches the approach situation information stored in the second situation storage means;
An activation control device for an occupant protection device comprising activation control execution means for controlling activation of the occupant protection device based on the first coincidence rate and the second coincidence rate. First probability determining means for determining whether or not the first matching rate is equal to or higher than a preset first threshold;
2. The activation control device for an occupant protection device according to claim 1, wherein the activation control execution unit prohibits activation of the occupant protection device when the first probability determination unit determines that the activation control execution unit is greater than or equal to a first threshold value. . A collision time calculation means for obtaining a collision time, which is a time until a collision occurs, when the collision possibility determination means determines that the possibility of a collision is greater than or equal to a threshold;
First threshold value setting means for setting the first threshold value based on the collision time obtained by the collision time calculation means,
3. The activation control device for an occupant protection device according to claim 2, wherein the first probability determination unit determines whether the first matching rate is equal to or higher than a first threshold set by the first threshold calculation unit. .   The occupant protection device activation control device according to claim 3, wherein the first threshold value setting means sets a larger value as the first threshold value as the collision time is longer. The first situation storage means stores in advance a plurality of different approach situation information as the approach situation information,
The first situation determination means obtains a matching rate with the approach situation information acquired by the approach situation acquisition means for each of the plurality of approach situation information stored in the first situation storage means. The activation control device for an occupant protection device according to claim 1, wherein a maximum matching rate among a plurality of matching rates is obtained as the first matching rate. Collision occurrence determination means for determining whether or not a collision with the object has occurred;
When the occupant protection device is activated via the activation control execution means and the collision occurrence determination means determines that no collision has occurred, the access situation information acquired by the access situation acquisition means is The activation control device for an occupant protection device according to claim 1, further comprising: a first situation recording unit that records the first situation storage unit.   The collision occurrence determination means determines whether or not a collision has occurred through two or more of an acceleration sensor, a radar sensor, and an image sensor provided in the vehicle. The activation control device for the passenger protection device described. A second probability determining means for determining whether or not the second matching rate is equal to or greater than a preset second threshold;
2. The activation control device for an occupant protection device according to claim 1, wherein the activation control execution unit advances the activation timing of the occupant protection device when the second probability determination unit determines that the activation probability is equal to or greater than a second threshold value. . A collision time calculation means for obtaining a collision time, which is a time until a collision occurs, when the collision possibility determination means determines that the possibility of a collision is equal to or greater than a threshold;
Second threshold setting means for setting the second threshold based on the collision time obtained by the collision time calculating means,
The occupant protection device activation control device according to claim 8, wherein the second probability determination means determines whether or not the first matching rate is equal to or higher than a second threshold set by the second threshold calculation means. .   The occupant protection device activation control device according to claim 9, wherein the second threshold value setting unit sets a larger value as the second threshold value as the collision time is longer. The second situation storage means stores in advance a plurality of different approach situation information as the approach situation information,
The second situation determination means obtains a matching rate with the approach situation information acquired by the approach situation acquisition means for each of the plurality of approach situation information stored in the second situation storage means. The activation control device for an occupant protection device according to claim 1, wherein a maximum matching rate among a plurality of matching rates is obtained as the second matching rate. Collision occurrence determination means for determining whether or not a collision with the object has occurred;
A second situation recording unit that records the approach situation information acquired by the approach situation acquisition unit in the second situation storage unit when it is determined by the collision occurrence determination unit that a collision has occurred; The activation control device for an occupant protection device according to claim 1.   The collision occurrence determination means determines whether or not a collision has occurred through two or more of an acceleration sensor, a radar sensor, and an image sensor provided in the vehicle. The activation control device for the passenger protection device described.   The occupant protection device activation control device according to claim 1, wherein the approach status information includes at least one of relative position information and relative speed information of the object with respect to the host vehicle.   The occupant protection device according to claim 14, wherein the approach status acquisition means acquires at least one of relative position information and relative speed information of the object with respect to the host vehicle via a radar sensor disposed in the vehicle. Start control device.   The approach status information is width direction position information indicating a distance in which the center position in the width direction of the object is separated from the travel locus in a direction orthogonal to the travel locus of the center position in the width direction of the host vehicle, and The activation control device for an occupant protection device according to claim 1, comprising at least one of curvature radius information of a road on which the host vehicle is traveling.   The occupant protection device activation control according to claim 16, wherein the approach status acquisition means acquires at least one of the width direction position information and the curvature radius information via an image sensor disposed in the vehicle. apparatus.   The occupant protection device activation control device according to claim 1, wherein the approach status information includes at least one of vehicle speed information of the own vehicle, yaw angle information of the own vehicle, and steering angle information of the own vehicle.

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