JP2018075861A - Occupant detection method and occupant detection device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an occupant detection method capable of detecting a seating posture of a crew member having a feature of arrangement of leg.SOLUTION: ECU as a sheet load detection section detects a seat load W (and post-load ratio α) acting on a driver seat. ECU as an automatic operation detection section detects that a vehicle is shifted to an automatic operation state. ECU as a seating posture detection section detects a seating posture in the automatic operation state of a driver seating in a driver seat based on shift of the seat load W (and post-load ratio α).SELECTED DRAWING: Figure 8

Description

  The present invention relates to an occupant detection method and an occupant detection device.

  2. Description of the Related Art Conventionally, there is an occupant detection device that detects an occupant seated on a vehicle seat based on a captured image captured by a camera provided in a vehicle interior (see, for example, Patent Document 1). Further, for example, Patent Document 2 discloses a configuration for detecting a driver's posture collapse based on an image captured by a camera. By using such an image analysis technique, for example, when the vehicle is in an automatic driving state, it is possible to determine whether or not the driver's seating posture is in a state of monitoring the automatic driving of the vehicle. it can.

  That is, when the automatic driving level of the vehicle is classified into the “semi-automatic driving system (level 2 or level 3)”, the driver is obliged to monitor even when the vehicle is in the automatic driving state. That is, in an emergency, it is required to stand by in a state where it can be driven by itself. Based on this point, when the vehicle is in an automatic driving state, the sitting posture of the driver is detected. For example, when the seating posture is not in a state of monitoring the automatic driving of the vehicle, high safety can be ensured by executing a warning output to prompt correction.

JP 2008-109301 A JP 2016-38793 A

  By the way, usually, for occupant detection using a camera, a photographed image showing the occupant's upper body is used. That is, more information can be obtained by reflecting the upper body of the passenger. Thereby, for example, various state detections regarding the vehicle occupant can be performed, such as detection of falling asleep and detection of safety confirmation behavior.

  However, it is difficult for an occupant's leg seated on the seat to be captured in an image captured by an existing camera provided in such a vehicle. For this reason, in the configuration of the above prior art, when the driver takes a sitting posture (for example, a foot holding posture or a crossed seat posture) such that both feet are placed on the seating surface of the seat, the driving is immediately started. Since there is a problem that it is difficult to detect a seating posture that cannot be performed as a non-driving monitoring posture, there is still room for improvement in this respect.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide an occupant detection method and an occupant detection device that can detect a seating posture of an occupant that is characteristic in the arrangement of legs. There is to do.

  An occupant detection method that solves the above problems includes a step of detecting a seat load acting on a driver's seat, a step of detecting that the vehicle has shifted to an automatic driving state, and a transition of the seat load based on the driver seat. And a step of detecting a sitting posture of the driver sitting in the automatic driving state.

  That is, after the vehicle shifts to the automatic driving state, the driver changes the seating posture, whereby the seat load of the driver's seat changes. Such a change in seat load becomes more prominent when the arrangement state of legs (legs) that support the weight of the driver changes. Therefore, by monitoring the transition of the seat load before and after the vehicle shifts to the automatic driving state, when the vehicle is in the automatic driving state, the seating posture of the driver, which is characteristic of the arrangement of the legs, is detected. Can do. For example, when the seating posture is not in a state of monitoring the automatic driving of the vehicle, high safety can be ensured by executing a warning output to prompt correction.

  In the occupant detection method for solving the above-described problem, the step of detecting the seating posture is performed when the seat load is in an increased state after the transition to the automatic operation state than before the transition to the automatic operation state. Preferably, the method includes a step of determining that the driver is in a non-driving monitoring posture in which both feet are placed on a seating surface of the driver seat.

  That is, the driver of the vehicle operates the foot lever (accelerator pedal or brake pedal) with one foot. At this time, the other foot is placed on the floor of the vehicle. That is, when the driver is in the driving posture, the weight of the driver is also distributed to the other leg placed on the floor of the vehicle. However, for example, if the driver takes a non-driving monitoring posture such as a so-called “foot holding posture” or “cross-legged posture” such that both feet are placed on the seating surface of the driver seat, the weight of the driver is all Will join. Then, by detecting the increase in seat load caused by this, when the vehicle is in an automatic driving state, it is possible to detect the non-driving monitoring posture of the driver, which is characteristic of the arrangement of the legs.

  In the occupant detection method that solves the above problem, the step of detecting the seat load includes a step of detecting a rear load acting on the rear side of the driver's seat, and the step of detecting the seating posture is the automatic driving state. When the driver is in a non-driving monitoring posture in which both the feet are placed on the seating surface of the driver seat when the afterload is in a state of being smaller than before the transition to the automatic driving state. Preferably, the step of determining is included.

  That is, the driver's rear load is reduced by depositing weight on both feet placed on the seating surface of the driver's seat. Therefore, according to the above configuration, when the vehicle is in the automatic driving state, it is possible to detect the non-driving monitoring posture of the driver, which is characterized by the arrangement of the legs.

  In the occupant detection method for solving the above-described problem, the step of detecting the seating posture is performed when the seat load is in a state of being smaller than before the transition to the automatic operation state after the transition to the automatic operation state. Preferably, the method includes a step of determining that the driver is in a driving monitoring posture with both feet on the floor of the vehicle.

  In other words, when the driver's seating posture shifts from the driving posture in which he / she grips the steering wheel to the driving monitoring posture, the driver puts his / her feet on the floor of the vehicle so that the weight of the driver is placed on the floor. Dispersed on both feet. Then, by detecting a decrease in seat load caused by this, it is possible to detect the driving monitoring posture of the driver in the automatic driving state.

  In the occupant detection method that solves the above problem, the step of detecting the seat load includes a step of detecting a rear load acting on the rear side of the driver's seat, and the step of detecting the seating posture is the automatic driving state. If the afterload is in a state of being increased from before the shift to the automatic driving state, the driver determines that the driver is in a driving monitoring posture with both feet on the floor of the vehicle. It is preferable to include a process.

  That is, when the driver takes a driving monitoring posture with both feet placed on the floor of the vehicle, the driver often leans against the seat back. As a result, the afterload of the driver's seat increases. Therefore, the driving monitoring posture of the driver in the automatic driving state can be detected by the above configuration.

  In the occupant detection method for solving the above problem, the step of detecting the seating posture includes the step of detecting that the seating posture has shifted to a driving monitoring posture in which both feet are placed on the floor of the vehicle, and the seating posture is And detecting the transition from the driving monitoring posture to the non-driving monitoring posture in which both feet are placed on the seating surface of the driver seat.

  That is, normally, when the vehicle shifts to the automatic driving state, the sitting posture of the driver once shifts to the driving monitoring posture. Therefore, according to the said structure, it can detect more accurately that the driver | operator's seating attitude | position exists in a non-driving monitoring attitude | position.

  An occupant detection device that solves the above problems includes a seat load detection unit that detects a seat load acting on a driver's seat, an automatic operation detection unit that detects that a vehicle has shifted to an automatic operation state, and a transition of the seat load. Based on this, it is preferable to include a seating posture detection unit that detects a seating posture of the driver sitting in the driver's seat in the automatic driving state.

  In the occupant detection device that solves the above problem, when the seating posture detection unit is in a state in which the seat load is increased after shifting to the automatic driving state than before shifting to the automatic driving state, It is preferable to determine that the driver is in a non-driving monitoring posture with both feet on the seating surface of the driver seat.

  In the occupant detection device that solves the above problem, the seat load detection unit includes a rear load detection unit that detects a rear load acting on the rear side of the driver's seat, and the seating posture detection unit is in the automatic driving state. After the transition, when the afterload is in a state of being reduced from before the transition to the automatic driving state, it is determined that the driver is in a non-driving monitoring posture with both feet on the seating surface of the driver seat. It is preferable to do.

  According to the present invention, it is possible to detect a seating posture of an occupant having a characteristic in the arrangement of legs.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an explanatory diagram (driving posture) schematically showing a seat constituting a driver seat of a vehicle and a seating posture of an occupant (driver) seated on the seat; 1 is a schematic configuration diagram of an occupant detection device according to a first embodiment. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an explanatory diagram (drive monitoring posture) schematically showing a seat constituting a driver's seat of a vehicle and a seating posture of an occupant (driver) seated on the seat. BRIEF DESCRIPTION OF THE DRAWINGS Explanatory drawing which shows typically the seat which comprises the driver | operator's seat of a vehicle, and the passenger | crew (driver | operator) seated on this seat (non-driving monitoring attitude | position: leg support). BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an explanatory diagram schematically showing a seat constituting a driver's seat of a vehicle and a seating posture of an occupant (driver) seated on the seat (non-driving monitoring posture: crossed seat). The flowchart which shows the process sequence of the detection of a seat load and a rear load ratio, and the reference value setting before a vehicle transfers to an automatic driving | running state. The flowchart which shows the driver | operator's seating attitude | position detection in 1st Embodiment, and the warning output processing procedure based on the detection result. Explanatory drawing which shows the relationship between transition of the seat load before and before a vehicle transfers to an automatic driving state, and a driver | operator's sitting posture. The flowchart which shows the process sequence of driving | operation monitoring attitude | position determination. The flowchart which shows the process sequence of non-driving monitoring attitude | position determination. The schematic block diagram of the passenger | crew detection apparatus in 2nd Embodiment. Explanatory drawing which shows the surface pressure distribution of the seating surface which the passenger | crew of a seat forms (driving posture: normal seating posture). Explanatory drawing which shows the surface pressure distribution of the seating surface which the passenger | crew of a seat forms (non-driving posture: foot holding). Explanatory drawing which shows the surface pressure distribution of the seating surface which the passenger | crew of a seat forms (non-driving posture: cross seat). The graph which shows the relationship between the surface pressure maximum value for every position in the front-back direction in the seating surface of a seat, and a passenger | crew's sitting posture. Threshold value detection for detecting the seating posture based on the detection of the maximum surface pressure for each position in the front-rear direction on the seating surface of the seat, the detection of the maximum surface pressure in the front and rear regions of the seating surface, and the surface pressure distribution of the seating surface The flowchart which shows the process sequence. The flowchart which shows the driver | operator's seating attitude | position detection in 2nd Embodiment, and the warning output processing procedure based on the detection result. The flowchart which shows the process sequence of seating attitude | position detection based on the surface pressure distribution of a seating surface. The flowchart which shows the process sequence of seating posture detection of another example. The flowchart which shows the process sequence of passenger | crew physique detection based on the distance between surface pressure concentration parts. The schematic block diagram of the passenger | crew detection apparatus of another example. The flowchart which shows the aspect of the seating attitude | position detection of another example. The flowchart which shows the aspect of the area | region correction | amendment according to the threshold value correction | amendment of the rear load ratio according to a passenger | crew's seating position, and a passenger | crew's physique.

[First Embodiment]
Hereinafter, a first embodiment relating to an occupant detection device mounted on a vehicle seat will be described with reference to the drawings.

  As shown in FIG. 1, the vehicle seat 1 includes a seat cushion 2 and a seat back 3 provided so as to be tiltable with respect to a rear end portion of the seat cushion 2. A headrest 4 is provided at the upper end of the seat back 3.

  The vehicle floor 5 is provided with a pair of left and right lower rails 6 extending in the vehicle front-rear direction. Further, each of the lower rails 6 is provided with an upper rail 7 that can move relative to the lower rail 6 along the extending direction. And the seat 1 of this embodiment becomes a structure supported above the seat slide apparatus 8 which each of these lower rail 6 and upper rail 7 forms.

  As shown in FIGS. 1 and 2, in the present embodiment, a plurality of load sensors 10 are provided below the seat 1. Specifically, these load sensors 10 (10a to 10d) are provided between the upper rail 7 as the support member constituting the seat slide device 8 and the seat 1 supported above the upper rail 7, as described above. Specifically, it is interposed between the side frames of the seat cushion 2. In the seat 1 of the present embodiment, a known strain sensor is used for each of the load sensors 10. These load sensors 10 are arranged at positions corresponding to the four corners of the substantially rectangular seating surface 1s formed by the seat cushion 2, respectively.

  As shown in FIG. 2, the output signals of these load sensors 10 are input to the ECU 11 serving as an occupant detection device. Then, the ECU 11 of the present embodiment divides the four areas in which the load sensors 10a to 10d are provided, that is, the seating surface 1s of the seat 1 into front, rear, left and right based on the output signals of the load sensors 10a to 10d. The seat load (sensor load detection values Wa to Wd) is detected for each of the areas A1 to A4.

  That is, the sensor load detection value Wa by the first load sensor 10a indicates the seat load on the front outer side (outer side, area A1 in FIG. 2) of the seat 1, and the sensor load detection value Wb by the second load sensor 10b. Indicates the seat load on the front inner side (inner side, region A2 in the figure). The sensor load detection value Wc by the third load sensor 10c indicates the seat load on the rear outer side (region A3 in the figure) of the seat 1, and the sensor load detection value Wd by the fourth load sensor 10d is rearward. The seat load on the inner side (region A4 in the figure) is shown. The ECU 11 of the present embodiment is configured such that the total value of these sensor load detection values Wa to Wd is the seat load W of the entire seat 1 (W = Wa + Wb + Wc + Wd).

(Detecting the driver's sitting posture in the automatic driving state)
Next, detection of the driver's sitting posture performed by the ECU 11 of the present embodiment when the vehicle is in an automatic driving state will be described.

  As shown in FIG. 2, the ECU 11 of this embodiment receives an automatic driving transition signal Sad indicating that the vehicle has shifted to the automatic driving state. Then, the ECU 11 detects that the vehicle has shifted to the automatic driving state based on the automatic driving shift signal Sad.

  Further, the automatic driving level of the vehicle according to the present embodiment is classified as “semi-automated driving system (level 2 or level 3)”. Based on this point, the ECU 11 of the present embodiment is based on the transition of the seat load W before and after the vehicle shifts to the automatic driving state, and the seating posture of the occupant 20 seated on the driver seat 21, that is, the driver DR of the vehicle. Is detected (see FIG. 1). Then, when it is detected that the sitting posture of the driver DR in the automatic driving state is a non-driving monitoring posture in which driving cannot be started immediately in an emergency, the driver DR is seated via an alarm device 22 such as a warning lamp or a speaker. It is configured to execute a warning output that urges posture correction.

  More specifically, as shown in FIG. 1, when the driver DR is in a driving posture of driving the vehicle while holding the handle 23, the driver DR usually has a foot lever 25 of the vehicle with one foot 24 a. (Accelerator 25a or brake pedal 25b) is operated. At this time, the foot 24b on the other side is placed on the floor 5 of the vehicle (except during clutch operation in a so-called manual vehicle).

  Further, as shown in FIG. 3, when the vehicle shifts to the automatic driving state, many drivers DR release the hand 26 from the handle 23 and lean against the seat back 3. At this time, it is recommended that the driver DR take a driving monitoring posture in which both feet 24a and 24b are placed on the floor 5 of the vehicle so that the driving of the vehicle can be started immediately in an emergency.

  However, as shown in FIGS. 4 and 5, for example, when the automatic driving state continues for a long time, the driver DR causes the legs 24 a and 24 b to move to the seating surface 1 s of the seat 1 due to slackness of tension. May take the posture. That is, the sitting posture shown in FIG. 4 is a so-called “foot holding posture” in which the driver DR holds the both feet 24a and 24b with the hand 26, and FIG. 5 shows the sitting posture in a state where the feet 24a and 24b are crossed. This is a so-called “cross-legged posture” placed on the surface 1s. These sitting postures are considered to be “non-driving monitoring postures” in which the vehicle cannot be started immediately in an emergency.

  The ECU 11 according to the present embodiment detects the non-sitting posture of the driver DR, which is characterized by the arrangement of the leg portions L (foot 24a, 24b), based on the transition of the seat load W. And it is the structure which prompts the correction by performing warning output as mentioned above.

  More specifically, as shown in the flowchart of FIG. 6, the ECU 11 of the present embodiment acquires the sensor load detection values Wa to Wd (step 101) and detects the seat load W as the entire seat 1 (step 102). Subsequently, the load ratio α is then detected (α = (Wc + Wd) / W, step 103). Further, the ECU 11 of the present embodiment is in a state where the driver DR is driving the vehicle by itself (passenger driving state, step 104: YES), and the seat load W and the rear load ratio α are stable (step 105). : YES), the detected values of the seat load W and the rear load ratio α are set to the reference values in the occupant operating state (W0 = W, α0 = α, step 106). Note that the ECU 11 of the present embodiment holds the occupant operating reference values W0 and α0 in the storage area 11a (see FIG. 2). Then, the ECU 11 of this embodiment compares the seat load W and the rear load ratio α with the newly detected seat load W and the rear load ratio α, and compares the newly detected seat load W and the rear load ratio α. It is configured to monitor the transition.

  Specifically, as shown in the flowchart of FIG. 7, when the vehicle is in an automatic driving state (step 201: YES), the ECU 11 of the present embodiment determines the occupant driving reference value from the detected seat load W. By reducing W0, the variation value ΔW of the seat load W after the vehicle has shifted to the automatic driving state is calculated (ΔW = W−W0, step 202). Similarly, the ECU 11 of the present embodiment subtracts the occupant driving reference value α0 from the detected rear load ratio α of the seat load W, thereby changing the value of the rear load ratio α after the shift to the automatic driving state. Δα is calculated (Δα = α−α0, step 203). Then, the ECU 11 of the present embodiment is configured to execute the seating posture detection determination of the driver DR based on the fluctuation value ΔW of the seat load W and the fluctuation value Δα of the load ratio α thereafter (step 204). .

  That is, as shown in FIGS. 1, 3, and 8, when the seating posture of the driver DR shifts from the driving posture (see FIG. 1) holding the handle 23 to the driving monitoring posture (see FIG. 3), When the driver DR places both feet 24a, 24b on the floor 5 of the vehicle, the weight of the driver DR is distributed to both feet 24a, 24b placed on the floor 5. As a result, the seat load W of the driver's seat 21 decreases, so that the fluctuation value ΔW of the seat load W after the shift to the automatic operation state becomes a negative value (ΔW <0).

  At this time, the driver DR often leans against the seat back 3. That is, as a result, the rear load ratio α of the seat load W increases. As a result, the fluctuation value Δα of the afterload ratio α after the shift to the automatic operation state takes a positive value (Δα> 0).

  On the other hand, as shown in FIGS. 4, 5, and 8, when the driver DR takes a non-driving monitoring posture in which both feet 24 a and 24 b are placed on the seating surface 1 s of the seat 1, the weight of the driver DR Are all added to the sheet 1. As a result, the seat load W of the driver's seat 21 increases, so that the variation value ΔW of the seat load W after the shift to the automatic operation state becomes a positive value (ΔW> 0).

  Furthermore, when the driver DR deposits his / her weight on both feet 24a and 24b placed on the seating surface 1s of the seat 1, the rear load ratio α of the seat load W decreases. As a result, the fluctuation value Δα of the afterload ratio α after the transition to the automatic operation state takes a negative value (Δα <0).

  In consideration of this point, the ECU 11 of the present embodiment performs the seating posture detection determination shown in step 204 in FIG. 7 after calculating the variation value ΔW of the seat load W calculated in step 202 and step 203 in FIG. The variation value Δα of the load ratio α is compared with the threshold values W1, W2, α1, and α2, respectively. Then, by detecting the change according to the sitting posture of the driver DR as described above, the driving monitoring posture and the non-driving monitoring posture of the driver DR when the vehicle is in the automatic driving state are detected. It is configured.

  More specifically, as shown in the flowchart of FIG. 9, the ECU 11 of the present embodiment first determines the variation value ΔW of the seat load W after the transition to the automatic driving state in the detection determination of the driving monitoring posture (driving monitoring posture determination). It is determined whether or not a negative value (ΔW <0) equal to or less than the first threshold value W1 (step 301). The first threshold value W1 is reduced by, for example, about 5% to 25% from the value before the seat load W after the shift to the automatic driving state is shifted to the automatic driving state, that is, the occupant driving reference value W0. A negative value (W1 <0) corresponding to the case is set. Further, the ECU 11 determines that the variation value ΔW of the seat load W after the shift to the automatic operation state is a negative value equal to or less than the first threshold value W1, that is, the seat load W is greater than that before the shift to the automatic operation state. If it is determined that it has decreased (ΔW ≦ W1, step 301: YES), it is determined whether or not this state continues for a predetermined time or more (step 302). When the ECU 11 of this embodiment determines that the state in which the seat load W has decreased in the step 302 is more than a predetermined time than before the shift to the automatic operation state (step 302: YES), It is determined that the first monitoring posture detection condition that can detect the driving monitoring posture of the driver DR is satisfied (step 303).

  Note that the ECU 11 of the present embodiment recognizes that the seat load W has decreased in step 301 when the variation value ΔW of the seat load W is larger than the first threshold value W1, that is, before the shift to the automatic operation state. If not (ΔW> W1, step 301: NO), the process of step 303 is not executed. Even when it is determined in step 302 that the predetermined time has not elapsed since the seat load W has decreased (step 302: NO), the processing in step 303 is not executed.

  Further, the ECU 11 determines whether or not the variation value Δα of the seat load W after the shift to the automatic driving state is a positive value (Δα> 0) that is equal to or greater than the first threshold value α1 (Δα> 0). Step 304). The first threshold value α1 is, for example, about 5% to 30% from the value before the post-load ratio α after the shift to the automatic driving state is shifted to the automatic driving state, that is, the occupant driving reference value α0. A positive value corresponding to the increase is set (α1> 0). Further, in step 304, the ECU 11 determines that the fluctuation value Δα of the afterload ratio α after the shift to the automatic driving state is a positive value that is equal to or greater than the first threshold value α1, that is, after the seat load W than before the shift to the automatic driving state. When it is determined that the load ratio α has increased (Δα ≧ α1, step 304: YES), it is determined whether or not this state continues for a predetermined time or more (step 305). When the ECU 11 of this embodiment determines in this step 305 that the state in which the rear load ratio α of the seat load W has increased more than a predetermined time than before the shift to the automatic operation state (step 305: YES) ), It is determined that the second monitoring posture detection condition capable of detecting the driving monitoring posture of the driver DR is satisfied (step 306).

  Note that the ECU 11 of the present embodiment recognizes that the seat load W has increased in step 304 above when the variation value Δα of the rear load ratio α is smaller than the first threshold value α1, that is, before the shift to the automatic operation state. If not (Δα <α1, step 304: NO), the process of step 306 is not executed. In step 305, even if it is determined that the state in which the rear load ratio α of the seat load W has increased does not elapse for a predetermined time (step 305: NO), the processing in step 306 is not executed.

  Next, the ECU 11 of the present embodiment determines whether or not the first and second monitoring posture detection conditions that can detect the driving monitoring posture of the driver DR are both satisfied (step 307). When both the first and second monitoring posture detection conditions are satisfied (step 307: YES), it is configured to detect that the driver DR is in the driving monitoring posture (step 308).

  Further, as shown in the flowchart of FIG. 10, the ECU 11 of the present embodiment also first detects the variation of the seat load W after the transition to the automatic driving state in the non-driving monitoring posture detection determination (non-driving monitoring posture determination). It is determined whether or not the value ΔW is a positive value (ΔW> 0) that is greater than or equal to the second threshold value W2 (step 401). The second threshold value W2 is increased by about 5% to 25%, for example, from the value before the seat load W after the shift to the automatic driving state is shifted to the automatic driving state, that is, the reference value W0 during the occupant driving. Is set to a positive value corresponding to the case (W2> 0). Further, in step 401, the ECU 11 determines that the fluctuation value ΔW of the seat load W after the shift to the automatic operation state is a positive value equal to or greater than the second threshold value W2, that is, the seat load W is greater than that before the shift to the automatic operation state. When it determines with having increased ((DELTA) W> = W2, step 401: YES), it is determined whether this state continues more than predetermined time (step 402). If the ECU 11 of the present embodiment determines that the state in which the seat load W has increased in step 402 is greater than or equal to the period before the automatic operation state transition (step 402: YES), It is determined that the first non-monitoring posture detection condition capable of detecting the non-driving monitoring posture of the driver DR is satisfied (step 403).

  In step 401, the ECU 11 of this embodiment recognizes that the seat load W has increased when the variation value ΔW of the seat load W is smaller than the second threshold value W2, that is, before the shift to the automatic operation state. If not (ΔW <W2, step 401: NO), the process of step 403 is not executed. Even when it is determined in step 402 that the state in which the seat load W has increased does not elapse for a predetermined time (step 402: NO), the processing in step 403 is not executed.

  Further, the ECU 11 determines whether or not the variation value Δα of the rear load ratio α of the seat load W after the shift to the automatic driving state is a negative value (Δα <0) equal to or less than the second threshold value α2 ( Step 404). The second threshold value α2 is, for example, about 5% to 30% from the value before the post-load ratio α after the shift to the automatic driving state is shifted to the automatic driving state, that is, the occupant driving reference value α0. A negative value (α2 <0) corresponding to a decrease is set. Further, in step 404, the ECU 11 determines that the fluctuation value Δα of the afterload ratio α after the shift to the automatic operation state is equal to or less than the second threshold value α2, that is, the afterload ratio α of the seat load W than before the shift to the automatic operation state. Is determined to have decreased (Δα ≦ α2, step 404: YES), it is determined whether or not this state continues for a predetermined time or more (step 405). When the ECU 11 of this embodiment determines in this step 405 that the state in which the rear load ratio α of the seat load W is decreased than before the shift to the automatic operation state continues for a predetermined time or longer (step 405: YES) ), It is determined that the second non-monitoring posture detection condition capable of detecting the non-driving monitoring posture of the driver DR is satisfied (step 406).

  In step 404, the ECU 11 of this embodiment recognizes that the seat load W has decreased when the fluctuation value Δα of the rear load ratio α is larger than the second threshold value α2, that is, before the shift to the automatic operation state. If not (Δα> α2, step 404: NO), the process of step 406 is not executed. If it is determined in step 405 that the predetermined load has not elapsed after the seat load W has been reduced in the subsequent load ratio α (step 405: NO), the processing in step 406 is not executed.

  Next, the ECU 11 of the present embodiment determines whether or not the first and second non-monitoring posture detection conditions that can detect the non-driving monitoring posture of the driver DR are both satisfied (step 407). ). When both the first and second non-monitoring posture detection conditions are satisfied (step 407: YES), it is configured to detect that the driver DR is in the non-driving monitoring posture. (Step 408).

  As shown in the flowchart of FIG. 7, the ECU 11 of the present embodiment performs such driving monitoring posture determination (see FIG. 9) and non-driving monitoring posture determination (see FIG. 10) in the sitting posture detection determination in step 204. Run. When it is detected that the sitting posture of the driver DR is in the non-driving monitoring posture (step 205: YES), a warning output via the alarm device 22 is executed (step 206). ).

As described above, according to the present embodiment, the following effects can be obtained.
(1) The ECU 11 as the seat load detection unit 30a detects the seat load W (and the rear load ratio α) acting on the driver's seat 21. Further, the ECU 11 as the automatic driving detection unit 30b detects that the vehicle has shifted to the automatic driving state. Then, the ECU 11 as the seating posture detection unit 30c detects the seating posture in the automatic driving state of the driver DR sitting on the driver seat 21 based on the transition of the seat load W (and the rear load ratio α).

  That is, after the vehicle transitions to the automatic driving state, the driver DR changes the seating posture, whereby the seat load W of the driver seat 21 changes. Such a change in the seat load W becomes more prominent when the arrangement state of the leg portions L (foot 24a, 24b) supporting the weight of the driver DR is changed. Therefore, by monitoring the transition of the seat load W before and after the vehicle shifts to the automatic driving state, the arrangement of the legs L is characteristic when the vehicle is in the automatic driving state with high accuracy and with a simple configuration. It is possible to detect the seating posture of a driver DR. For example, when the seating posture is not in a state of monitoring the automatic driving of the vehicle, high safety can be ensured by executing a warning output to prompt correction.

  (2) The ECU 11 as the seating posture detection unit 30c is in a state in which the seat load W is increased from before the vehicle is shifted to the automatic driving state (the occupant driving reference value W0) after the vehicle has shifted to the automatic driving state. In the case (ΔW = W−W0 ≧ W2, W2> 0), it is determined that the driver DR is in the non-driving monitoring posture with both feet 24a and 24b placed on the seating surface 1s.

  That is, the driver DR of the vehicle operates the foot lever 25 (accelerator pedal 25a or brake pedal 25b) with one foot 24a. At this time, the other foot 24b is placed on the floor 5 of the vehicle. That is, when the driver DR is in the driving posture, the weight of the driver DR is also distributed to the other foot 24b placed on the floor 5 of the vehicle. However, for example, when the driver DR takes a non-driving monitoring posture such as placing the both feet 24a and 24b on the seating surface 1s of the seat 1 such as a so-called “foot holding posture” or “cross-legged posture”, the driver DR Will be added to the seat 1. Then, by detecting the increase in the seat load W caused by this, when the vehicle is in an automatic driving state, the non-driving monitoring posture of the driver DR characteristic in the arrangement of the leg portions L is detected. be able to.

  (3) The ECU 11 as the rear load detection unit 30d detects the rear load ratio α of the seat load W. Then, the ECU 11 serving as the seating posture detection unit 30c is in a state in which the load ratio α is decreased after the vehicle has shifted to the automatic driving state before the shift to the automatic driving state (occupant driving reference value α0). When Δα = α−α0 ≦ α2, α2 <0), it is determined that the driver DR is in a non-driving monitoring posture with both feet 24a and 24b placed on the seating surface 1s.

  That is, when the driver DR deposits his / her weight on both feet 24a and 24b placed on the seating surface 1s of the seat 1, the rear load ratio α of the seat load W decreases. Therefore, according to the above configuration, when the vehicle is in an automatic driving state, it is possible to detect the non-driving monitoring posture of the driver DR that is characteristic in the arrangement of the leg portions L.

  (4) The ECU 11 as the seating posture detection unit 30c is in a state where the seat load W is smaller than before the transition to the automatic driving state after the vehicle shifts to the automatic driving state (ΔW = W−W0 ≦ At W1, W1 <0), it is determined that the driver DR is in a driving monitoring posture with both feet 24a, 24b placed on the floor 5 of the vehicle.

  That is, when the sitting posture of the driver DR shifts from the driving posture in which the driver DR grips the steering wheel 23 to the driving monitoring posture, the driver DR places both feet 24a, 24b on the floor 5 of the vehicle, so that the driver DR Is distributed to both feet 24a and 24b placed on the floor 5. Then, by detecting the decrease in the seat load W caused by this, it is possible to accurately detect the driving monitoring posture of the driver DR in the automatic driving state.

  (5) The ECU 11 as the seating posture detection unit 30c has a state in which the rear load ratio α of the seat load W is increased after the vehicle has shifted to the automatic driving state (Δα = α−). If α0 ≧ α1, α1> 0), it is determined that the driver DR is in a driving monitoring posture with both feet 24a, 24b placed on the floor 5 of the vehicle.

  That is, when the driver DR takes a driving monitoring posture in which both feet 24a and 24b are placed on the floor 5 of the vehicle, the driver DR often leans against the seat back 3. As a result, the post-load ratio α of the seat load W increases. Therefore, according to the above configuration, the driving monitoring posture of the driver DR in the automatic driving state can be detected with high accuracy.

[Second Embodiment]
Hereinafter, a second embodiment relating to an occupant detection device mounted on a vehicle seat will be described with reference to the drawings. For convenience of explanation, the same components as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted.

  As shown in FIG. 11, in the vehicle of the present embodiment, a seat pressure sensor 40 is provided inside the seat cushion 2 of the seat 1 </ b> B constituting the driver seat 21. And ECU11B of this embodiment is the structure which detects the surface pressure P which acts on the seating surface 1s of the sheet | seat 1B based on the output signal of this surface pressure sensor 40. FIG.

  Specifically, the surface pressure sensor 40 of the present embodiment has a seat width direction (vertical direction, width direction position X in FIG. 11) and a front-rear direction (seat length direction, in the figure) below the seating surface 1s. , Left-right direction, front-rear direction position Y) and a plurality of pressure detection cells (not shown) (for example, electrostatic capacitance type) arranged in an aligned manner. Thus, the ECU 11B of the present embodiment is configured to detect the surface pressure P of the seating surface 1s for each of a plurality of detection regions (not shown) formed on the seating surface 1s of the seat 1B.

  That is, the position of each detection region formed on the seating surface 1s of the seat 1B by the surface pressure sensor 40 of the present embodiment can be represented by coordinates (X, Y). The ECU 11B of the present embodiment detects the seating posture of the driver DR when the vehicle is in the automatic driving state based on the surface pressure distribution β of the seating surface 1s appearing in the surface pressure P for each detection region. It has become.

  More specifically, as shown in FIGS. 12 to 14, the position where the butt La of the occupant 20 abuts on the seating surface 1 s of the seat 1 </ b> B, that is, the hip point HP is generally from the center position in the front-rear direction of the seating surface 1 s. Is also formed on the rear side (lower side in each figure). That is, the surface pressure distribution β of the seating surface 1s is a portion where the legs L of the occupant 20 (see FIG. 1, buttocks La, thigh back Lb, and knee back Lc located on the seating surface 1s) abut. The surface pressure P increases. FIG. 1 is an exaggerated view of the state in which the leg L on the side where the foot 24b is placed on the floor 5 of the vehicle is floating from the seating surface 1s. As shown in FIGS. 1 and 12, when the driver DR is in the driving posture, the surface pressure P of the portion with which the leg portion L abuts is the surface pressure concentration portion. As the position where γ, that is, the surface pressure P concentrates, gradually decreases from the rear side to the front side of the seating surface 1s so as to follow the leg portion L of the driver DR extending toward the front of the seat 1B. .

  However, as shown in FIGS. 4 and 13, and FIGS. 5 and 14, when the occupant 20 seated on the seat 1 </ b> B takes a so-called “foot holding posture” or “cross-legged posture”, that is, the driver DR In a non-driving monitoring posture where both feet 24a, 24b are placed on the seating surface 1s of the driver's seat 21, the surface pressure concentration portion γ also appears at the position where both feet 24a, 24b are placed.

  Specifically, as shown in FIGS. 13 and 14, the first surface pressure concentration portion γ1 corresponding to the hip point HP of the occupant 20 is more forward than the first surface pressure concentration portion γ1 and independent of the first surface pressure concentration portion. A second surface pressure concentration portion γ2 appears. That is, when the occupant 20 of the seat 1B places both feet 24a and 24b on the seating surface 1s of the driver's seat 21, the leg L of the occupant 20 corresponds to the thigh back Lb and the knee back Lc. Is away from the seating surface 1s. As a result, both the feet 24a and 24b placed on the seating surface 1s are separated from the first surface pressure concentration portion γ1 formed by the bottom portion La of the occupant 20 as described above. γ2 is formed.

  Based on this point, the ECU 11B of the present embodiment determines that the first and second surface pressure concentration portions γ1 and γ2 are the surface pressure of the seating surface 1s in the sitting posture detection determination of the occupant 20 seated on the seat 1B. It is determined whether or not it appears in the distribution β. When the first and second surface pressure concentration portions γ1 and γ2 are detected when the vehicle is in an automatic driving state, the occupant 20 of the driver seat 21, that is, the driver DR of the vehicle, Determined to be in a non-driving monitoring posture.

  More specifically, as shown in FIGS. 11 and 15, the ECU 11B of the present embodiment has a maximum surface pressure P (for each position Y in the front-rear direction of the seating surface 1s (each position in the left-right direction in FIG. 11)). The maximum surface pressure (Py) is detected. In addition, the ECU 11B of the present embodiment defines the position where the hip point HP of the occupant 20 seated on the seat 1B is formed, that is, the rear side from the center position in the front-rear direction of the seating surface 1s as the rear region Ar of the seating surface 1s. The seating surface 1s is divided into three in the front-rear direction. That is, on the seating surface 1s of the seat 1B, in addition to the rear region Ar, a front region Af located on the front side of the seating surface 1s, and an intermediate region located between the front region Af and the rear region. Am is set. Then, the ECU 11B detects the maximum values Pr and Pf of the surface pressure P in the rear region Ar and the front region Af among the three regions of the seating surface 1s divided into three.

  Further, in the ECU 11B of the present embodiment, the maximum value Pr of the surface pressure P in the rear region Ar of the seating surface 1s and the maximum value Pf of the surface pressure P in the front region Af are respectively corresponding to the first and second values. It is determined whether or not the thresholds THr and THf are greater. Further, the ECU 11B determines whether or not a position Ym in which the maximum value Py of the surface pressure P for each position Y in the front-rear direction is smaller than the third threshold value THm is detected in the intermediate area Am of the seating surface 1s. . If both of these determination conditions are satisfied, it is determined that the first and second surface pressure concentration portions γ1 and γ2 are detected on the seating surface 1s.

  That is, as shown in FIGS. 13, 14, and 15, the first surface pressure concentration portion γ <b> 1 normally formed by the butt La of the occupant 20 appears in the rear region Ar of the seating surface 1 s, and the seating surface The second surface pressure concentration portion γ2 formed by both feet 24a and 24b placed on 1s appears in the front region Af. Further, the first and second surface pressure concentration portions γ1 and γ2 can be considered as the portions having the highest surface pressure P in the rear region Ar and the front region Af, respectively. And about the 2nd surface pressure concentration part (gamma) 2, the driving | running | working state of the vehicle based on the driving | operation operation of the driver DR, for example, the acceleration state (surface pressure distribution (beta) 1 in FIG. 15) which steps on the accelerator pedal 25a, or a brake pedal Even in a decelerating state (surface pressure distribution β2 in the figure) when stepping on 25b, it does not appear in the surface pressure distribution β of the seating surface 1s.

  In consideration of this point, the ECU 11B of the present embodiment determines that the maximum values Pr and Pf of the surface pressure P in the rear region Ar and the front region Af of the seating surface 1s are the corresponding first and second threshold values THr, When THf is exceeded, it is determined that the surface pressure concentration portion γ appears in the rear region Ar and the front region Af of the seating surface 1s (see the surface pressure distributions β3 and β4 in FIG. 15). Further, the ECU 11B detects these rear regions when the position Ym in which the maximum value Py of the surface pressure P for each position Y in the front-rear direction is smaller than the third threshold value THm is detected in the intermediate region Am of the seating surface 1s. It is determined that the two surface pressure concentration portions γ appearing in Ar and the front region Af are independent of each other. Thus, the ECU 11B according to the present embodiment allows the first surface pressure concentration portion γ1 formed by the bottom portion La of the driver DR, and the independent first position located forward of the first surface pressure concentration portion γ1. When the second surface pressure concentration portion γ2 is detected, the non-driving monitoring posture of the driver DR in the automatic driving state characterized by the arrangement of the leg portions L is detected.

  More specifically, as shown in the flowchart of FIG. 16, the ECU 11 </ b> B of the present embodiment first determines the maximum value of the surface pressure P for each longitudinal position Y of the seating surface 1 s based on the output signal of the surface pressure sensor 40. Py is detected (step 501). Further, the ECU 11B detects the maximum value Pr of the surface pressure P in the rear region Ar set on the seating surface 1s and the maximum value Pf of the surface pressure P in the front region Af (step 502). Further, the ECU 11B determines whether or not the driver DR is in a state of driving the vehicle (step 503), and determines whether or not the surface pressure distribution β of the seating surface 1s is in a stable state (step 503). Step 504). When the vehicle is in an occupant driving state (step 503: YES) and the surface pressure distribution β of the seating surface 1s is stable (step 504: YES), the maximum value of the surface pressure P in the rear region Ar. Based on Pr, the first to third threshold values THr, THf, THm used for the determination of the sitting posture detection of the driver DR are determined (step 505).

  The ECU 11B of the present embodiment sets a value lower than the maximum value Pr of the surface pressure P in the rear region Ar detected in the above step as the first threshold value THr (see FIG. 15). In addition, a value lower than the first threshold value THr is set as the second threshold value THf. Then, a value lower than the second threshold value THf, specifically, a value close to “0” is set as the third threshold value THm.

  Further, as shown in the flowchart of FIG. 17, the ECU 11B of the present embodiment determines whether or not the vehicle is in an automatic driving state (step 601). When it is determined that the vehicle is in the automatic driving state (step 602: YES), the seating posture detection determination is executed for the driver DR of the vehicle seated in the driver's seat 21 (step 602).

  Specifically, as shown in the flowchart of FIG. 18, the ECU 11B of the present embodiment first determines whether or not the maximum value Pr of the surface pressure P in the rear region Ar of the seating surface 1s exceeds the first threshold value THr. Is determined (step 701). If the ECU 11B determines in step 701 that the maximum value Pr of the surface pressure P in the rear region Ar exceeds the first threshold value THr (Pr> THr, step 701: YES), the ECU 11B then sits down. It is determined whether or not the maximum value Pf of the surface pressure P in the front region Af of the surface 1s exceeds the second threshold value THf (step 702). Further, when the ECU 11B determines that the maximum value Pf of the surface pressure P in the front region Af exceeds the second threshold value THf (Pf> THf, Step 702: YES), the ECU 11B enters the intermediate region Am of the seating surface 1s. Then, it is determined whether or not a position Ym where the maximum value Py of the surface pressure P for each position Y in the front-rear direction is smaller than the third threshold value THm is detected (step 703). Then, when a position Ym in which the maximum value Py of the surface pressure P for each position Y in the front-rear direction is smaller than the third threshold value THm is detected in the intermediate area Am (step 703: YES), the first and second It is determined that the surface pressure concentration portions γ1 and γ2 have been detected (step 704), and it is detected that the driver DR is in the non-driving monitoring posture (step 705).

  In step 702, when the maximum value Pf of the surface pressure P in the front region Af is equal to or less than the second threshold value THf (Pf ≦ THf, step 702: NO), the ECU 11B determines the intermediate region of the seating surface 1s. It is confirmed in Am that the position Ym where the maximum value Py of the surface pressure P for each position Y in the front-rear direction is smaller than the third threshold value THm is not detected (step 706). In this step 706, when it is determined (confirmed) that the position Ym in which the maximum value Py of the surface pressure P for each position Y in the front-rear direction Y is smaller than the third threshold value THm is not detected in the intermediate area Am ( In step 706: NO), it is detected that the driver DR is in a sitting posture with the leg L extended toward the front of the driver's seat 21 (normal sitting posture detection, step 707). That is, it is configured to detect that the sitting posture of the driver DR is a normal sitting posture corresponding to the driving posture (see FIG. 1) or the driving monitoring posture (see FIG. 3).

As described above, according to the present embodiment, the following effects can be obtained.
(1) The ECU 11B serving as the surface pressure distribution detection unit 50a detects the surface pressure distribution β acting on the seating surface 1s of the seat 1B constituting the driver's seat 21 of the vehicle. Further, the ECU 11B as the automatic driving detection unit 50b detects that the vehicle has shifted to the automatic driving state. The ECU 11B as the seating posture detection unit 50c detects the seating posture in the automatic driving state of the driver DR seated on the driver seat 21 based on the surface pressure distribution β of the seating surface 1s.

  That is, the surface pressure distribution β of the seating surface 1s varies depending on the seating posture of the occupant 20 seated on the seat 1B, in particular, the arrangement state of the legs L thereof. Therefore, according to the above configuration, when the vehicle is in an automatic driving state with a simple configuration, it is possible to detect the sitting posture of the driver DR that is characteristic in the arrangement of the leg portions L. For example, when the seating posture is not in a state of monitoring the automatic driving of the vehicle, high safety can be ensured by executing a warning output to prompt correction.

  (2) The ECU 11B serving as the seating posture detection unit 50c detects the first surface pressure concentration unit γ1 on the seating surface 1s, and the first surface on the front side of the first surface pressure concentration unit γ1. When the second surface pressure concentration portion γ2 independent of the pressure concentration portion γ1 is detected, it is determined that the driver DR is in a non-driving monitoring posture in which both feet 24a and 24b are placed on the seating surface 1s.

  That is, the surface pressure concentration portion γ (γ1) appears on the seating surface 1s of the seat 1B at the position where the hip point HP of the occupant 20 is formed. Further, when the occupant 20 places both feet 24a, 24b on the seating surface 1s, the surface pressure concentration portion γ (γ2) also appears at the position where the feet 24a, 24b are placed. At this time, in the leg portion L of the occupant 20, portions corresponding to the thigh back portion Lb and the knee back portion Lc are separated from the seating surface 1s.

  That is, when the driver DR takes a non-driving monitoring posture in which both feet 24a and 24b are placed on the seating surface 1s of the seat 1, the driver DR has the driving force on the seating surface 1s (the surface pressure distribution β) of the driver seat 21. The second surface pressure concentration portion γ2 independent of the first surface pressure concentration portion γ1 appears in front of the first surface pressure concentration portion γ1 corresponding to the hip point HP of the person DR. Therefore, according to the above configuration, when the vehicle is in an automatic driving state, it is possible to detect the non-driving monitoring posture of the driver DR that is characteristic in the arrangement of the leg portions L.

  (3) The ECU 11B as the surface pressure concentration detection unit 50d divides the seating surface 1s in the front-rear direction by using the position where the hip point HP of the occupant 20 seated on the seat 1B is formed as the rear region Ar of the seating surface 1s. . That is, on the seating surface 1s of the seat 1B, in addition to the rear region Ar, a front region Af located on the front side of the seating surface 1s, and an intermediate region located between the front region Af and the rear region. Am is set. Further, the ECU 11B determines whether or not the maximum value Pr of the surface pressure P in the rear region Ar exceeds the first threshold value THr. Further, the ECU 11B determines whether or not the maximum value Pf of the surface pressure P in the front region Af of the seating surface 1s exceeds the second threshold value THf. The ECU 11B is in a state where the maximum value Pr of the surface pressure P in the rear region Ar exceeds the first threshold value THr and the maximum value Pf of the surface pressure P in the front region Af exceeds the second threshold value THf. On the condition, it is determined that the first and second surface pressure concentration portions γ1 and γ2 are detected.

  That is, when the driver DR is in the normal sitting posture with the leg portion L extended, including the case where the driver DR is in the driving posture or the driving monitoring posture, the leg portion L abuts against the seating surface 1s. The surface pressure P gradually decreases from the rear side to the front side of the seating surface 1s on which the hip point HP is formed, along the leg portion L of the occupant 20 extending forward. Therefore, according to the above configuration, the second surface pressure concentration portion formed by both feet 24a and 24b placed on the seating surface 1s together with the first surface pressure concentration portion γ1 corresponding to the hip point HP with high accuracy. It can be detected that γ2 has appeared. As a result, when the vehicle is in an automatic driving state, it is possible to accurately detect that the driver DR is in the non-driving monitoring posture with both feet 24a and 24b placed on the seating surface 1s.

  (4) The ECU 11B serving as the maximum surface pressure value detection unit 50e for each position in the front-rear direction detects the maximum value Py of the surface pressure P for each position Y in the front-rear direction of the seating surface 1s. Then, the ECU 11B as the independent condition determination unit 50f detects a position Ym in which the maximum value Py of the surface pressure P for each longitudinal position Y is smaller than the third threshold value THm in the intermediate area Am of the seating surface 1s. It is determined that the first and second surface pressure concentration portions γ1 and γ2 have been detected.

  That is, when the occupant 20 of the seat 1B places both feet 24a and 24b on the seating surface 1s, the seating surface is separated from the seating surface 1s by the portions corresponding to the thigh back part Lb and the knee back part Lc of the leg L. In the intermediate region Am of 1 s, a position Ym is formed where the maximum value Py of the surface pressure P for each position Y in the front-rear direction on the seating surface 1 s is extremely small (approaching “0”). Therefore, according to the above configuration, the first and second surface pressure concentration portions γ1 and γ2 appearing in the surface pressure distribution β of the seating surface 1s can be detected with high accuracy. As a result, when the vehicle is in the automatic driving state, it is possible to detect that the driver DR is in the non-driving monitoring posture with both feet 24a and 24b on the seating surface 1s.

  (5) The ECU 11B as the seating posture detection unit 50c determines that the maximum value Pr of the surface pressure P in the rear region Ar exceeds the first threshold value THr, and the maximum value Pf of the surface pressure P in the front region Af is the second threshold value. Confirm (determine) that it is below THf. Further, the ECU 11B confirms (determines) that the position Ym in which the maximum value Py of the surface pressure P for each position Y in the front-rear direction is smaller than the third threshold value THm is not detected in the intermediate area Am of the seating surface 1s. To do. When these conditions are satisfied, the ECU 11B determines that the driver DR is in a sitting posture with both feet 24a and 24b extended in front of the driver's seat 21.

  According to the above configuration, it is possible to accurately detect that the driver DR is in a normal sitting posture with both feet 24a and 24b extended in front of the driver seat 21 corresponding to the driving posture or the driving monitoring posture.

  (6) When the vehicle is in the occupant driving state, the ECU 11B serving as the occupant driving reference value detection unit 50g provides the surface pressure P in the rear region Ar of the seating surface 1s where the hip point HP of the driver DR is formed. The maximum value Pr is detected. Then, the ECU 11B as the threshold value determination unit 50h uses the first to third threshold values THr used for the seating posture detection determination of the driver DR based on the detected maximum value Pr of the surface pressure P in the rear region Ar. , THf, THm are determined.

  That is, the change in the surface pressure distribution β according to the surface pressure P of the portion where the leg portion L of the occupant 20 abuts against the seating surface 1s and the seating posture of the occupant 20 is the rear portion where the hip point HP of the occupant 20 is formed. It can be considered based on the maximum value Pr of the surface pressure P in the region Ar. When the vehicle is in the occupant driving state, it can be estimated that the driver DR is in a driving posture in which both feet 24 a and 24 b are extended in front of the driver seat 21. Therefore, according to the above configuration, the sitting posture of the driver DR in the automatic driving state can be detected more accurately based on the surface pressure distribution β of the seating surface 1s.

In addition, you may change each said embodiment as follows.
In the first embodiment, the rear load acting on the rear side of the seat 1 (driver's seat 21) is expressed by the rear load ratio α (= (Wc + Wd) / W) of the seat load W. Therefore, it is good also as a structure represented to the value (Wc + Wd) of a load after that. And about the continuation requirement in driving | operation monitoring attitude | position determination and non-driving monitoring attitude | position determination, you may change arbitrarily about the predetermined time.

  In the first embodiment, the second non-monitoring posture detection condition based on the seat load W of the entire seat 1 and the second load based on the post-load (rear load ratio α) of the seat 1 (driver's seat 21). When both the non-monitoring posture detection conditions are satisfied (see FIG. 10, step 407: YES), it is determined that the driver DR is in the non-driving monitoring posture.

  However, the present invention is not limited to this, and it may be configured to detect that the driver DR is in the non-driving monitoring posture when either one of the first and second non-monitoring posture detection conditions is satisfied. Moreover, the structure which performs the non-operation monitoring attitude | position determination using only one of the seat load W as the whole sheet | seat 1 or the back load of the sheet | seat 1 may be sufficient. Similarly, when it is detected that the driver DR is in the driving monitoring posture, the first monitoring posture detection condition based on the seat load W and the second monitoring based on the rear load (rear load ratio α) of the seat 1 are the same. Either one of the posture detection conditions may be satisfied, and the operation monitoring posture determination may be performed using only one of the seat load W or the rear load of the seat 1.

  Further, the ECU 11 as the driving monitoring posture transition detection unit 30e first detects that the sitting posture of the driver DR has shifted to the driving monitoring posture in which both feet 24a and 24b are placed on the floor 5. After that, the ECU 11 as the non-driving monitoring posture transition detection unit 30f shifts the sitting posture of the driver DR from the driving monitoring posture to the non-driving monitoring posture in which both feet 24a and 24b are placed on the seating surface 1s of the driver seat 21. It is good also as a structure which detects having performed.

  For example, as shown in the flowchart of FIG. 19, the ECU 11 first determines whether or not the seating posture of the driver DR has shifted to the driving monitoring posture based on the driving monitoring posture flag (step 801). When it is determined that the seating posture is not in the state of shifting to the driving monitoring posture (step 801: NO), the driving monitoring posture determination is executed (step 802). Then, when it is determined by the driving monitoring posture determination that the sitting posture of the driver DR is in the driving monitoring posture (step 803: YES), driving indicating that the sitting posture is shifted to the driving monitoring posture. A monitoring posture flag is set (step 804), and a non-driving monitoring posture determination is executed (step 805).

  In step 801, when the ECU 11 determines that the seating posture of the driver DR has shifted to the driving monitoring posture (step 801: YES), the ECU 11 does not execute the processing in steps 802 to 804. In Step 803, when it is determined that the sitting posture of the driver DR is not in the driving monitoring posture (Step 803: NO), the above steps 804 and 805 may not be executed.

  That is, normally, when the vehicle shifts to the automatic driving state, the sitting posture of the driver DR once shifts to the driving monitoring posture. Therefore, according to the above configuration, it can be detected with higher accuracy that the sitting posture of the driver DR is in the non-driving monitoring posture.

  The number of load sensors 10 provided on the seat 1 and the arrangement thereof may be arbitrarily changed. When the rear load ratio α of the seat 1 is used, the load sensor 10 may be provided on the rear end side and the front end side of the seating surface 1s.

  In the second embodiment, the ECU 11B determines that the maximum values Pr and Pf of the surface pressure P in the rear area Ar and the front area Af of the seating surface 1s are the corresponding first and second threshold values THr, It is determined whether it is greater than THf. Furthermore, the ECU 11B determines whether or not a position Ym in which the maximum value Py of the surface pressure P for each position Y in the front-rear direction is smaller than the third threshold value THm is detected in the intermediate area Am of the seating surface 1s. When both of these determination conditions are satisfied, it is determined that the first and second surface pressure concentration portions γ1 and γ2 are detected on the seating surface 1s. However, the present invention is not limited thereto, and the maximum value Pr of the surface pressure P in the rear region Ar exceeds the first threshold value THr, and the maximum value Pf of the surface pressure P in the front region Af exceeds the second threshold value THf. The first and second surface pressure concentration portions γ1 and γ2 may be determined to be detected.

  Further, the ECU 11B determines that the maximum value Pr of the surface pressure P in the rear region Ar exceeds the first threshold value THr, the maximum value Pf of the surface pressure P in the front region Af is equal to or less than the second threshold value THf, and intermediate In the area Am, it is determined whether or not a position Ym where the maximum value Py of the surface pressure P for each position Y in the front-rear direction is smaller than the third threshold value THm is not detected. When these determination conditions are satisfied, the driver DR detects that the driver DR is in a normal sitting posture with both feet 24a and 24b extended in front of the driver seat 21 corresponding to the driving posture or the driving monitoring posture. It was. However, the present invention is not limited to this, and the detection determination of the normal sitting posture is not necessarily performed.

  Further, among the maximum values Py of the surface pressure P detected for each position Y in the front-rear direction of the seating surface 1s in the intermediate area Am of the seating surface 1s, the smallest value (decrease peak) Py ′ is the third threshold value. It is determined whether it is smaller than THm (see FIG. 15). And it is good also as a structure determined with the 1st and 2nd surface pressure concentration part (gamma) 1, (gamma) 2 having been detected on the condition that the smallest value Py 'is smaller than 3rd threshold value THm.

  Further, when the maximum value Pr of the surface pressure P in the rear region Ar exceeds the first threshold value THr and the maximum value Pf of the surface pressure P in the front region Af is equal to or less than the second threshold value THf, the seating surface Of the maximum value Py of the surface pressure P detected for each longitudinal position Y of the seating surface 1s in the 1s intermediate region Am, the smallest value Py ′ is compared with the third threshold value THm. Then, when the smallest value Py ′ is equal to or greater than the third threshold value THm, it may be determined that the driver DR is in a sitting posture with both legs 24 a and 24 b extended in front of the driver seat 21.

  In the second embodiment, the ECU 11B detects the non-driving monitoring posture of the driver DR in the automatic driving state by detecting the surface pressure distribution β on the seating surface 1s of the seat 1B constituting the driver seat 21. It was decided to. However, the present invention is not limited to this, and the seat 1B other than the driver's seat 21 may similarly be embodied in a configuration that detects the seating posture of the occupant 20 based on the surface pressure distribution β of the seating surface 1s. And this seating detection determination may be used for uses other than automatic driving.

  Specifically, in this case as well, in the surface pressure distribution β of the seating surface 1s, the second surface independent of the first surface pressure concentration portion γ1 in front of the first surface pressure concentration portion γ1. It is determined whether or not the pressure concentration part γ2 is detected. And when these 1st and 2nd surface pressure concentration parts (gamma) 1, (gamma) 2 are detected, the passenger | crew 20 seated on the seat 1B will be in the seating posture which mounted both legs 24a, 24b on the front part of the seating surface 1s. It may be configured to determine that there is.

  In the second embodiment, the ECU 11B detects the maximum value Pr of the surface pressure P in the rear region Ar of the seating surface 1s when the vehicle is in the passenger operation state. Then, based on the detected maximum value Pr of the surface pressure P in the rear region Ar, determining the first to third thresholds THr, THf, THm used for the seating posture detection determination of the driver DR; did. However, the present invention is not limited to this, and the threshold values THr, THf, THm used when detecting the seating posture of the occupant 20 based on the surface pressure distribution β of the seating surface 1s may be predetermined predetermined values.

  In the second embodiment, the seat 1B has a surface pressure sensor 40 that can set a plurality of detection areas on the seating surface 1s and detect the surface pressure P of the seating surface 1s for each detection area. Is provided. Then, the ECU 11B detects the seating posture of the driver DR when the vehicle is in the automatic driving state based on the surface pressure distribution β of the seating surface 1s appearing in the surface pressure P for each detection region.

  However, the present invention is not limited to this, and if the surface pressure distribution β of the seating surface 1s necessary for detecting the seating posture of the occupant 20 that is characteristic in the arrangement of the leg portions L can be detected, the above-mentioned first is not necessarily required. It is not necessary to use a device capable of detecting the surface pressure P for each detection region, such as the surface pressure sensor 40 in the second embodiment. For example, pressure sensitive sensors such as membrane switches are arranged in the rear area Ar, the front area Af, and the intermediate area Am of the seating surface 1s. The surface pressure P at which each of these pressure sensitive sensors is turned on may be set with reference to the values of the first to third threshold values THr, THf, THm in the second embodiment. And it is good also as a structure which detects the surface pressure distribution (beta) of the seating surface 1s based on the on / off output of each of these pressure sensitive sensors.

  As shown in the flowchart of FIG. 20, the ECU 11B as the inter-surface pressure concentration portion distance calculation unit 50i performs the first and second surface pressure concentrations appearing on the seating surface 1s (surface pressure distribution β) of the seat 1B. The distance D between the parts γ1 and γ2 is calculated (step 901). And ECU11B as the physique detection part 50j may be actualized to the structure (step 902) which detects the physique of the sheet | seat 1B based on this distance D. FIG.

  That is, when the occupant 20 of the seat 1B places both feet 24a, 24b on the seating surface 1s, the first surface pressure concentration portion γ1 corresponding to the hip point HP of the occupant 20 and the both feet 24a placed on the seating surface 1s, The distance D between the second surface pressure concentrating portion γ2 formed by 24b increases as the physique of the occupant 20 increases. Therefore, according to the said structure, the physique of the passenger | crew who seats on the sheet | seat 1B can be detected accurately with a simple structure.

  As shown in FIG. 21, when the load sensor 10 and the surface pressure sensor 40 are provided on the seat 1C, etc., based on the seat load W of the driver's seat 21 as exemplified in the first embodiment. It may be configured to use both the detection determination of the sitting posture and the detection determination of the sitting posture based on the surface pressure distribution of the seating surface 1s as exemplified in the second embodiment. Further, when a camera 60 that reflects the driver DR is provided in the passenger compartment, a configuration in which the detection determination of the sitting posture based on the captured image Scm of the driver DR may be used together. Thus, the sitting posture of the driver DR when the vehicle is in the automatic driving state can be detected with higher accuracy.

  For example, as shown in the flowchart of FIG. 22, when the vehicle is in an automatic driving state (step 1001: YES), first, the ECU 11C executes the seating posture detection determination based on the seat load W of the driver seat 21. (Load sitting posture detection determination, step 1002). Furthermore, if the ECU 11C determines in this load seating posture detection determination that the driver DR is in the non-driving monitoring posture (step 1003: YES), then the seating based on the surface pressure distribution β of the seating surface 1s. Posture detection determination is executed (surface crimping seat posture detection determination, step 1004). If it is determined in the surface pressure seat position detection determination that the driver DR is in the non-driving monitoring position (step 1005: YES), a warning output via the alarm device 22 is executed (step 1006).

  Further, when it is not determined that the driver DR is in the non-driving monitoring posture in the load seating posture detection determination or the surface crimping seat posture detection determination (step 1003: NO or step 1005: NO), The detection determination of the sitting posture based on the photographed image Scm of the driver DR is executed (imaging sitting posture detection determination, step 1007). And in this imaging seating attitude | position detection determination, when it determines with driver | operator DR being in a non-driving monitoring attitude | position (step 1008: YES), the warning output via the alarm device 22 is performed (step 1006). It is good to.

  In the example shown in FIG. 22, both the load seating posture detection determination (step 1002) and the surface pressure seating posture detection detection (step 1004) both determine that the driver DR is in the non-driving monitoring posture. The warning output was executed. However, the present invention is not limited to this, and a warning output may be executed when it is determined that one of these is in the non-driving monitoring posture. Further, in the load seating posture detection determination, the surface crimping seat posture detection determination, and the imaging seating posture detection determination, a warning output may be executed when it is determined that the driver DR is in the non-driving monitoring posture. . And it is good also as a structure which detects that the driver | operator DR exists in a non-driving monitoring attitude | position by arbitrarily combining these load seating attitude | position detection determination, surface crimping seat attitude | position detection determination, and imaging seating attitude | position detection determination.

  As shown in the flowchart of FIG. 23, based on the captured image Scm of the driver DR projected by the camera 60, the seating position of the driver DR with respect to the driver seat 21, more specifically, the driver DR is seated on the seating surface 1s. It is detected whether the user is sitting on the front side (front sitting) or the rear side (rear sitting) (step 1101). Then, according to the seating position detected in step 1101, a driving monitoring posture based on a threshold used when detecting the seating posture of the driver DR based on the rear load of the seat 1, that is, a rear load ratio α of the seat load W. It is good also as a structure which correct | amends (step 1102) 1st and 2nd threshold value (alpha) 2 used when performing determination and non-driving monitoring attitude | position determination. Accordingly, the sitting posture of the driver DR when the vehicle is in the automatic driving state can be detected with higher accuracy.

  Further, the physique of the occupant 20 is detected based on the captured image Scm of the occupant 20 (including the driver DR) (step 1103). And it is good also as a structure which correct | amends each area | region (namely, rear area | region Ar, front part area | region Af, and intermediate | middle area | region Am) set to the seating surface 1s based on the physique of this passenger | crew 20 (step 1104). Thereby, a passenger | crew's sitting posture can be detected more accurately.

  In addition, about the physique detection of the passenger | crew 20 in the said step 1103, you may apply other detection methods, such as estimating from a seat slide position, for example. Then, based on the detection of the sitting position of the driver DR shown in steps 1101 and 1102 and the determination threshold correction based on the sitting position, the detection of the physique of the occupant 20 shown in steps 1103 and 1104, and the physique thereof. The area correction may be performed independently.

  In the first embodiment and the other example, the ECU 11 includes a seat load detection unit 30a, an automatic operation detection unit 30b, a seating posture detection unit 30c, a rear load detection unit 30d, an operation monitoring posture transition detection unit 30e, and The non-driving monitoring posture transition detection unit 30f is supposed to function. However, the configuration is not limited thereto, and a configuration in which these function control units are distributed among a plurality of information processing apparatuses may be employed.

  In the second embodiment, the ECU 11B includes the surface pressure distribution detection unit 50a, the automatic operation detection unit 50b, the seating posture detection unit 50c, the surface pressure concentration detection unit 50d, and the maximum surface pressure value detection unit for each position in the front-rear direction. 50e, an independent condition determination unit 50f, an occupant driving reference value detection unit 50g, and a threshold value determination unit 50h. And in the said other example, ECU11B decided to comprise further the surface pressure concentration part distance calculation part 50i and the physique detection part 50j. However, the configuration is not limited thereto, and a configuration in which these function control units are distributed among a plurality of information processing apparatuses may be employed.

  In addition, in the other example, the ECU 11C includes a load seating posture detection determination unit 70a, a surface crimping seat posture detection determination unit 70b, an imaging seating posture detection determination unit 70c, a warning output execution unit 70d, a seating position detection unit 70e, and an afterload. The threshold correction unit 70f, the physique detection unit 70g, and the seating surface region correction unit 70h are configured. However, the configuration is not limited thereto, and a configuration in which these function control units are distributed among a plurality of information processing apparatuses may be employed.

  In each of the above embodiments, when the non-driving monitoring posture of the driver DR is detected, a warning output via the alarm device 22 is executed. However, the present invention is not limited to this. For example, the control mode of automatic driving may be changed to one that places importance on safety on the vehicle side, such as increasing the inter-vehicle distance from the preceding vehicle.

Next, technical ideas that can be grasped from the above embodiments will be described together with effects.
(A) The sitting posture detection unit includes a driving monitoring posture transition detection unit that detects that the sitting posture has shifted to a driving monitoring posture in which both feet are placed on the floor of the vehicle, and the sitting posture is the driving monitoring posture. A non-driving monitoring posture transition detection unit that detects that the vehicle has shifted to a non-driving monitoring posture in which both feet are placed on the seating surface of the driver seat.

  (B) An occupant detection method comprising a step of detecting a sitting posture of the driver based on a photographed image of the driver. Thereby, the sitting posture of the driver when the vehicle is in the automatic driving state can be detected with higher accuracy.

  (C) a step of detecting the seating position of the driver based on a photographed image of the driver, and a threshold value used when detecting the seating posture based on an afterload of the driver seat according to the seating position of the driver And a step of correcting the occupant. Thereby, the sitting posture of the driver when the vehicle is in the automatic driving state can be detected with higher accuracy.

  (D) a step of detecting a surface pressure distribution acting on the seating surface of the driver seat, a step of detecting that the vehicle has shifted to the automatic driving state, and a surface pressure distribution of the seating surface. And a step of detecting a sitting posture of the driver who is seated in the automatic driving state.

  That is, the surface pressure distribution on the seating surface changes depending on the seating posture of the occupant seated on the seat, particularly the arrangement of the legs. Therefore, according to the above configuration, when the vehicle is in the automatic driving state, it is possible to detect the sitting posture of the driver, which is characterized by the arrangement of the legs. For example, when the seating posture is not in a state of monitoring the automatic driving of the vehicle, high safety can be ensured by executing a warning output to prompt correction.

  (E) The step of detecting the seating posture includes detecting a first surface pressure concentration portion where the surface pressure is concentrated on the seating surface, and detecting a front side of the first surface pressure concentration portion. The driver puts both feet on the seating surface when the second surface pressure concentration portion, which is a position where the surface pressure is independent from the first surface pressure concentration portion, is detected on the seating surface. And a step of determining that the vehicle is in a non-driving monitoring posture.

  That is, the surface pressure concentration portion appears on the seating surface of the seat at a position where the hip point of the occupant is formed. In addition, when the occupant places both feet on the seating surface, a load concentrating portion also appears at the position where both feet are placed. At this time, the leg portions of the occupant are separated from the seating surface at portions corresponding to the thigh back and knee back.

  In other words, when a driver takes a non-driving monitoring posture such as a so-called “foot holding posture” or “cross-legged posture” such that both feet are placed on the seating surface, the surface pressure distribution on the seating surface includes A second surface pressure concentration portion independent of the first surface pressure concentration portion appears on the front side of the first surface pressure concentration portion corresponding to the hip point. Therefore, according to the above configuration, when the vehicle is in the automatic driving state, it is possible to detect the non-driving monitoring posture of the driver, which is characterized by the arrangement of the legs.

  (F) A position where a hip point of an occupant seated on a seat is formed as a rear region of the seating surface, the seating surface being the rear region, a front region located on the front side of the seating surface, and the front A maximum of the surface pressure in the front region when the maximum value of the surface pressure in the rear region exceeds a first threshold when divided into three intermediate regions located between the front region and the rear region An occupant detection method comprising the step of determining that the first and second surface pressure concentration portions are detected on the condition that the value exceeds a second threshold value.

  In other words, when the driver is in the normal sitting posture with the legs extended forward, including the case where the driver is in the driving posture or the driving monitoring posture, the surface pressure of the portion where the legs contact the seating surface is The height gradually decreases from the rear side to the front side of the seating surface on which the hip point is formed so as to follow the leg portion of the occupant extending toward the front of the seat. Therefore, according to the above configuration, it is accurately detected that the second surface pressure concentration portion formed by both feet placed on the seating surface appears together with the first surface pressure concentration portion corresponding to the hip point. can do.

  (G) detecting the maximum value of the surface pressure for each position in the front-rear direction of the seating surface, and in the intermediate region of the seating surface, the maximum value of the surface pressure for each position in the front-rear direction is greater than a third threshold value. And a step of determining that the first and second surface pressure concentration portions have been detected on the condition that a position that becomes smaller is detected.

  That is, when the seat occupant puts both feet on the seating surface, the position corresponding to the thigh back and knee back of the leg is separated from the seating surface, so that the position in the front-rear direction in the intermediate region of the seating surface A position where the maximum value of the surface pressure for each time becomes extremely small (approaching “0”) is formed. Therefore, according to the said structure, the 1st and 2nd surface pressure concentration part which appeared in the surface pressure distribution of a seating surface can be detected accurately.

  (H) In the step of detecting the sitting posture, the maximum value of the surface pressure in the rear region exceeds the first threshold value, and the maximum value of the surface pressure in the front region is equal to or less than the second threshold value. And when the position where the maximum value of the surface pressure for each position in the front-rear direction is smaller than a third threshold is not detected in the intermediate region, the driver moves toward the front of the driver seat. It is preferable to include a step of determining that the seat is in the sitting posture with the legs extended.

According to the above configuration, it is possible to accurately detect that the driver is in a normal sitting posture with legs extended toward the front of the driver seat corresponding to the driving posture or the driving monitoring posture.
(L) based on the step of detecting the maximum value of the surface pressure in the rear region when the vehicle is in the occupant driving state, and the maximum value of the surface pressure in the rear region detected in the occupant driving state, And a step of determining a threshold value used when detecting the seating posture based on the surface pressure distribution of the seating surface.

  In other words, the surface pressure of the portion where the occupant's leg abuts against the seating surface and the change in the surface pressure distribution according to the seating posture of the occupant are the maximum value of the surface pressure in the rear region where the hip point of the occupant is formed. Can be considered as a standard. When the vehicle is in an occupant driving state, the driver can estimate that the driver is in a driving posture with both feet extended in front of the driver's seat. Therefore, according to the above configuration, the sitting posture of the driver in the automatic driving state can be detected more accurately based on the surface pressure distribution of the seating surface.

  (Nu) A method for detecting an occupant comprising: a step of detecting the physique of the occupant; and a step of setting each region of the seating surface based on the physique of the occupant. Accordingly, it can be accurately detected that the occupant is in a sitting posture with both feet placed on the seating surface.

  (L) Detecting the physique of the occupant seated on the seat based on the step of calculating the distance between the first and second surface pressure concentration portions and the distance between the first and second surface pressure concentration portions An occupant detection method comprising: a step of: Thereby, it is possible to detect the physique of the occupant seated on the seat with a simple configuration.

  DESCRIPTION OF SYMBOLS 1,1B, 1C ... Seat, 1s ... Seating surface, 2 ... Seat cushion, 3 ... Seat back, 4 ... Headrest, 5 ... Floor part, 10 (10a-10d) ... 4th load sensor, 11, 11B, 11C ... ECU, 11a ... Memory area, 20 ... Crew, DR ... Driver, HP ... Hip point, 21 ... Driver's seat, 22 ... Alarm device, 23 ... Handle, 24a, 24b ... Leg, L ... Leg, La ... Butt Part, Lb ... thigh back part, Lc ... knee back part, 25 ... foot lever, 25a ... accelerator pedal, 25b ... brake pedal, 26 ... hand, 30a ... seat load detection part, 30b ... automatic driving detection part, 30c ... seating Posture detection unit, 30d: post-load detection unit, 30e: operation monitoring posture transition detection unit, 30f: non-operation monitoring posture transition detection unit, 40 ... surface pressure sensor, 50a ... surface pressure distribution detection unit, 50b ... automatic operation detection unit , DESCRIPTION OF SYMBOLS 0c ... Seating attitude | position detection part, 50d ... Surface pressure concentration detection part, 50e ... Maximum surface pressure value detection part for every front-back direction position, 50f ... Independent condition determination part, 50g ... Passenger driving | operation reference value detection part, 50h ... Threshold determination part 50i: Distance calculation section between surface pressure concentration sections, 50j: physique detection section, 60 ... Camera, 70a ... Load seating posture detection determination section, 70b ... Surface compression seat posture detection determination section, 70c ... Image pickup seat posture detection determination section, 70d: Warning output execution unit, 70e: Seating position detection unit, 70f: Post load threshold correction unit, 70g ... Body size detection unit, 70h ... Seating surface area correction unit, Sad ... Automatic operation transition signal, Wa to Wd ... Sensor load detection W, seat load, W0: occupant driving reference value, ΔW: fluctuation value, W1, W2 ... threshold, α ... afterload ratio, α0 ... occupant driving reference value, Δα ... fluctuation value, α1, α2 ... threshold , P ... surface pressure, X ... width direction position, Y: longitudinal position, β, β1-β4 ... surface pressure distribution, γ ... surface pressure concentrated portion, γ1 ... first surface pressure concentrated portion, γ2 ... second surface pressure concentrated portion, Ar ... rear region, Af ... Front region, Am ... intermediate region, Ym ... position, Pf, Pr, Py (Py ') ... maximum value, THr ... first threshold, THf ... second threshold, THm ... third threshold, D ... distance .

Claims (9)

Detecting the seat load acting on the driver's seat;
Detecting that the vehicle has shifted to an automatic driving state;
An occupant detection method comprising: detecting a seating posture of the driver sitting in the driver seat in the automatic driving state based on the transition of the seat load. The occupant detection method according to claim 1,
The step of detecting the seating posture includes the step of seating the driver's seat when the seat load is in an increased state after shifting to the automatic driving state than before shifting to the automatic driving state. Including a step of determining that the vehicle is in a non-driving monitoring posture with both feet on the surface;
An occupant detection method characterized by In the occupant detection method according to claim 1 or 2,
The step of detecting the seat load includes a step of detecting a rear load acting on the rear side of the driver seat,
The step of detecting the seating posture is the step where the driver is seated on the driver seat when the after-load is in a state of being smaller than before the transition to the automatic driving state after the transition to the automatic driving state. Including a step of determining that the vehicle is in a non-driving monitoring posture with both feet on the surface;
An occupant detection method characterized by In the passenger | crew detection method as described in any one of Claims 1-3,
In the step of detecting the seating posture, after the transition to the automatic driving state, when the seat load is in a state that is less than before the transition to the automatic driving state, the driver Including a step of determining that the driver is in a driving monitoring posture with both feet on
An occupant detection method characterized by In the passenger | crew detection method as described in any one of Claims 1-4,
The step of detecting the seat load includes a step of detecting a rear load acting on the rear side of the driver seat,
In the step of detecting the seating posture, after the transition to the automatic driving state, when the afterload is in a state of being increased from before the transition to the automatic driving state, the driver Including a step of determining that the driver is in a driving monitoring posture with both feet on
An occupant detection method characterized by In the occupant detection method as described in any one of Claims 1-5,
The step of detecting the sitting posture includes:
Detecting that the sitting posture has shifted to a driving monitoring posture in which both feet are placed on the floor of the vehicle;
And detecting that the seating posture has shifted from the driving monitoring posture to a non-driving monitoring posture in which both feet are placed on the seating surface of the driver seat. A seat load detector for detecting a seat load acting on the driver's seat;
An automatic driving detector for detecting that the vehicle has shifted to the automatic driving state;
An occupant detection device comprising: a seating posture detection unit that detects a seating posture of the driver sitting in the driver seat in the automatic driving state based on the transition of the seat load. The occupant detection device according to claim 7,
When the seat load is in a state in which the seat load is increased after shifting to the automatic driving state after shifting to the automatic driving state, the driver is placed on the seating surface of the driver seat. It is determined that the vehicle is in a non-driving monitoring posture on which both feet are placed. In the occupant detection device according to claim 7 or 8,
The seat load detection unit includes a rear load detection unit that detects a rear load acting on the rear side of the driver seat,
The seating posture detection unit is configured such that after the transition to the automatic driving state, the driver is placed on the seating surface of the driver seat when the afterload is in a state of being smaller than before the transition to the automatic driving state. It is determined that the vehicle is in a non-driving monitoring posture on which both feet are placed.