JP3891173B2 - Crew protection device - Google Patents

Description

  The present invention relates to an occupant protection device that uses a motor to wind up a webbing of a seat belt, and in particular, when the possibility of an emergency brake operation is high, the webbing winding timing is advanced so as to restrain the occupant. And occupant protection devices that balance comfort.

As a conventional technique, for example, there is a “seat belt system” disclosed in Japanese Patent Application Laid-Open No. 2000-190815. This conventional example includes a belt control device that controls the belt tension of the seat belt according to the driving state of the vehicle, detects the state of the belt wearer by the belt wearer state detection means, and based on the detected information, the belt Although tension control is performed, when the belt wearer is a vehicle driver, the vehicle driving operation (brake pedal depression speed, brake pedal depression force, steering operation angle, etc.) is used as state detection information to represent the vehicle driving operation. Control is performed so that the belt tension increases as the amount increases. In other words, it uses brake depression information (pedal movement, brake hydraulic pressure, etc.) that is operated while the occupant is driving to determine emergency situations that may cause abnormal approach to obstacles and to control the tension of the seat belt. is there.
JP 2000-190815 A

  However, in the technique disclosed in Patent Document 1 described above, the configuration is such that the emergency brake operation of the occupant is detected, the deflection of the seat belt is wound with a motor, and the occupant is restrained before abnormal approach. If the timing of determining the degree of urgency is simply advanced in order to enhance the performance, the restraint at the time of braking is improved in terms of occupant protection, but the occupant feels annoyed and lacks the comfort of the occupant. It was.

  The present invention has been made to solve such a conventional problem, and its purpose is to advance the winding timing of the webbing only when an emergency brake operation is highly likely to be performed. An object of the present invention is to provide an occupant protection device that ensures high restraint and does not impair occupant comfort.

  In order to solve the above-mentioned object, the present invention relates to a control means for operating a motor to wind up a webbing and restraining an occupant when a detected value based on a vehicle driving operation exceeds a motor operation threshold, and a movement of an accelerator pedal. An accelerator pedal sensor for detecting information; and a brake pedal sensor for detecting information related to movement of the brake pedal, wherein the control means controls the accelerator pedal based on detection information of the accelerator pedal sensor and the brake pedal sensor. The motor operation threshold value is corrected according to the timing to start returning and the timing to start depressing the brake pedal.

  In the occupant protection device according to the present invention, the control means corrects the motor operation threshold based on the detection information of the accelerator pedal sensor and the brake pedal sensor according to the timing to start returning the accelerator pedal and the timing to start pressing the brake pedal. By combining the information from the accelerator pedal with the information from the brake pedal, it is possible to detect the emergency brake operation more quickly and accurately according to the driving situation, and correct the motor operation threshold to correct the seat belt webbing. It is possible to reduce the occupant's forward movement in the event of a collision by advancing the winding timing. Also, unlike the conventional case where the timing of determining the degree of urgency is simply advanced in order to increase the restraint, the detection sensitivity of the emergency brake operation is increased only when the possibility of the emergency brake operation is high, and the webbing winding timing is increased. As the vehicle is advanced, high occupant protection is ensured, and the comfort of the occupant is not impaired by reducing the annoyance during emergency braking.

  Embodiments of the occupant protection device of the present invention will be described below in detail with reference to the drawings.

〔Example〕
FIG. 1 is an explanatory view showing the arrangement of an occupant protection device according to an embodiment of the present invention, and FIG. 2 is a configuration diagram of the occupant protection device of the embodiment.

  In FIG. 1, the occupant protection device of the present embodiment includes a webbing 2 that restrains an occupant J seated on a seat S, a motor 4 that winds one end of the webbing 2, and a retractor 3. Is fixed to the vehicle body via a shoulder anchor 1 disposed on the door side of the seat S. Here, the retractor 3 winds the webbing 2 and prevents the webbing 2 from being pulled out when a predetermined deceleration is applied to the vehicle body.

  Further, a tongue that is movably inserted in the intermediate portion of the webbing 2 is detachably engaged with an inner buckle 5 fixed to the vehicle body at the vehicle body center side of the seat S, and the webbing is performed between the inner buckle 5 and the retractor 3. 2 is movably supported via a shoulder anchor 1 provided on the upper part of the center pillar.

  Further, a brake pedal sensor that detects the brake pedal 6 and the movement of the brake pedal 6 (information relating to the movement of the brake pedal 6 such as the timing to start the pedal, the amount of depression, and the depression speed of the pedal) is provided below the passenger J. 7 and an accelerator pedal sensor 9 for detecting the movement of the accelerator pedal 8 and the movement of the accelerator pedal 8 (information relating to the movement of the accelerator pedal 8, such as the amount of depression, the timing to start returning the pedal, and the return speed of the pedal). Yes.

  As shown in FIG. 2, the occupant protection device 100 of this embodiment includes an ECU (Electronic Control Unit) 11 that controls the motor 4 for driving the webbing 2. The ECU 11 corresponds to control means in the claims, and a tongue is inserted into the ECU 11, a brake signal obtained from the brake pedal sensor 7, an accelerator signal obtained from the accelerator pedal sensor 9, and the inner buckle 5. A detection signal of the buckle switch 12 for detecting this is given. Further, a vehicle speed signal is given from a vehicle speed detection device (not shown) mounted on the vehicle.

  The ECU 11 determines that an emergency brake operation has been performed when the detection value (in this embodiment, the depression amount or the depression speed of the brake pedal 6) based on the vehicle driving operation exceeds a predetermined motor operation threshold, and the motor 4 is turned on. The webbing 2 is wound up and the occupant J is restrained.

  In addition, the ECU 11 corrects the motor operation threshold based on the detection information of the accelerator pedal sensor 9 and the brake pedal sensor 7 according to the timing at which the accelerator pedal 8 is started to return and the timing at which the brake pedal 6 is started. More specifically, the motor operation threshold is corrected so as to be shorter as the changeover time, which is the time difference between the start of depressing the accelerator pedal 8 and the start of depressing the brake pedal 6, is shorter. Moreover, based on the detection information of the accelerator pedal sensor 9, it correct | amends so that a motor operation | movement threshold value may become low, so that the return speed of the accelerator pedal 8 is quick. The motor operation threshold value is set as a linear function or a multi-order function of the return speed of the accelerator pedal 8 or the changeover time from the accelerator pedal 8 to the brake pedal 6.

  That is, if the time for switching from the accelerator pedal 8 to the brake pedal 6 is short, or if the return speed of the accelerator pedal 8 is fast, it is highly likely that the subsequent depression of the brake pedal 8 is an emergency brake operation. As a result, the detection threshold value of the emergency brake operation is increased by setting the motor operation threshold lower, and it is determined that the emergency brake operation has been performed even with a smaller amount of depression of the brake pedal 6 or a slower depression speed. Is actuated to wind up the webbing 2 to restrain the occupant J.

  Next, the operation of the occupant protection device 100 of the present embodiment having the above configuration will be described with reference to the flowcharts shown in FIGS. 3 and 4 and the explanatory diagrams shown in FIGS.

  FIG. 3 is a flowchart for explaining the first correction process of the motor operation threshold in the occupant protection device 100 of the present embodiment. In the figure, first, in step S1, an on / off state is detected based on a detection signal from the buckle switch 12 in order to detect the belt wearing state, and whether or not a tongue is inserted into the inner buckle 5 and the belt is worn. Determine whether. When the belt is not worn, the determination at step S1 is repeated, and when the belt is worn, the process proceeds to step S2.

  Next, in step S2, based on the detection information of the accelerator pedal sensor 9 and the brake pedal sensor 7, it is determined whether or not an operation for returning the accelerator pedal 8 and starting to step on the brake pedal 6 has been performed. If the corresponding operation is not performed, the process returns to step S1, and if the corresponding operation is performed, the pedal change is a time difference between the timing at which the accelerator pedal 8 is started and the brake pedal 6 is started. The time is read and the process proceeds to step S3.

  Next, in step S3, it is determined whether or not the read pedal change time is within a predetermined time. If the pedal change time is equal to or longer than the predetermined time, it is determined that no emergency brake operation has been detected. Return to. If the pedal depressing time is within the predetermined time, it is determined that an emergency brake operation has been detected, and the process proceeds to step S4.

  Further, in step S4, the motor operation threshold is corrected to a lower value so that the motor 4 is operated at an earlier timing as the pedal change time from the accelerator pedal 8 to the brake pedal 6 is shorter.

  FIG. 4 is a flowchart for explaining a second correction process of the motor operation threshold in the occupant protection device 100 of the present embodiment. In the figure, first, in step S11, an on / off state is detected based on a detection signal from the buckle switch 12 in order to detect the belt wearing state, and whether or not a tongue is inserted into the inner buckle 5 and the belt is worn. Determine whether. When the belt is not worn, the determination at step S11 is repeated, and when the belt is worn, the process proceeds to step S12.

  Next, in step S12, based on the detection information of the accelerator pedal sensor 9, it is determined whether or not the return operation of the accelerator pedal 8 has been performed most recently. If the corresponding operation is not performed, the process returns to step S11. If the corresponding operation is performed, the return speed and the return amount of the accelerator pedal 8 are read, and the process proceeds to step S13.

  Next, in step S13, it is determined whether or not the read back speed and return amount of the accelerator pedal 8 are equal to or greater than a predetermined value. If the return speed and return amount of the accelerator pedal 8 are within the predetermined value, an emergency It returns to step S11 noting that brake operation was detected. On the other hand, if the return speed and the return amount of the accelerator pedal 8 are equal to or greater than the predetermined value, it is determined that an emergency brake operation has been detected, and the process proceeds to step S14.

  Further, in step S14, the motor operation threshold is corrected to a lower value so that the motor 4 is operated at an earlier timing as the return speed of the accelerator pedal 8 is faster.

  Next, a specific method for setting the motor operation threshold value performed in step S4 of FIG. 3 or step S14 of FIG. 4 will be described with reference to FIGS.

  FIG. 5 is an explanatory diagram for explaining a first setting method for setting the motor operation threshold value by a linear function of the time for changing the pedal from the accelerator pedal 8 to the brake pedal 6 or the return speed of the accelerator pedal 8.

  The upper side of FIG. 5 shows motor operation thresholds A, B, C, and D, with the vertical axis representing the depression speed of the brake pedal 6 and the horizontal axis representing the depression amount of the brake pedal 6. That is, when the depression speed of the brake pedal 6 is faster than the motor operation thresholds A, B, C, D, or the depression amount of the brake pedal 6 exceeds the motor operation thresholds A, B, C, D If the amount is larger, the ECU 11 determines that an emergency braking operation has been performed, and operates the motor 4 to wind up the webbing 2 to restrain the occupant J. That is, the motor operation threshold value is set lower in the order of A → B → C → D, and the motor 4 operates at a relatively slower brake pedal 6 depression speed or a relatively smaller brake pedal 6 depression amount. Thus, the winding timing of the webbing 2 of the seat belt is advanced.

  In the lower side of FIG. 5, the vertical axis represents the pedal change time or the return speed of the accelerator pedal 8 from the accelerator pedal 8 to the brake pedal 6, and the horizontal axis represents the amount of depression of the brake pedal 6. It is shown that the linear function is set by a linear function). That is, the motor operation threshold is set to be linearly lower as the pedal change time is shorter or as the return speed of the accelerator pedal 8 is faster, according to the pedal change time or the accelerator return speed. The correction process is a digital process performed by the ECU 11. To be precise, the lower right straight line in FIG. 5 should be represented by a stepped graph, but the motor operation thresholds A, B, C, and D are more expressed. It is also possible to approximate a continuous straight line by finely carving.

  Next, FIG. 6 is an explanatory diagram for explaining a second setting method for setting the motor operation threshold value by a multi-order function of the time for changing the pedal from the accelerator pedal 8 to the brake pedal 6 or the return speed of the accelerator pedal 8. .

  The upper side of FIG. 6 is the same as the upper side of FIG. In the lower side of FIG. 6, the vertical axis represents the pedal change time or the return speed of the accelerator pedal 8 from the accelerator pedal 8 to the brake pedal 6, and the horizontal axis represents the depression amount of the brake pedal 6. It is shown that it is set as a curve with a multi-order function of pedal change time or accelerator return speed. In other words, depending on the pedal change time or accelerator return speed, the change in lowering the motor operating threshold is moderated where the pedal change time or accelerator return speed is relatively slow. The motor operation threshold value is set in a curve so that the change that lowers the motor operation threshold value becomes abrupt when the return speed is relatively high. The correction process is a digital process performed by the ECU 11. To be precise, the lower right curve in FIG. 6 should be represented by a stepped graph, but the motor operation thresholds A, B, C, and D are more expressed. It is also possible to approximate a continuous curve by finely carving.

  In FIGS. 5 and 6, the correction of the motor operation threshold is performed according to the pedal change time or the accelerator return speed, and no explanation is given in consideration of the return amount of the accelerator pedal 8. It goes without saying that the motor operation threshold value can be corrected according to the accelerator return speed and the return amount.

  As described above, in the occupant protection device according to the present embodiment, when the detected value based on the vehicle driving operation exceeds the motor operation threshold, the motor 4 is operated to wind up the webbing 2 of the seat belt and restrain the occupant. In the occupant protection device, the ECU (control means) 11 controls the motor operation threshold based on the detection information of the accelerator pedal sensor 9 and the brake pedal sensor 7 in accordance with the timing to start returning the accelerator pedal 8 and the timing to start pressing the brake pedal 6. By combining the information from the accelerator pedal 8 with the information from the brake pedal 6, the emergency brake operation can be detected more quickly and accurately according to the driving situation, and the motor operation threshold value is corrected low. And the collision of the seat belt webbing 2 by accelerating the winding timing It is possible to reduce the forward movement occupant when the.

  In the occupant protection device according to this embodiment, the ECU 11 determines the pedal depression, which is the time difference between the timing at which the accelerator pedal 8 starts to be depressed and the timing at which the brake pedal 6 begins to be depressed, based on the detection information of the accelerator pedal sensor 9 and the brake pedal sensor 7. The shorter the change time, the lower the motor operation threshold is corrected, and the lower the motor operation threshold is corrected based on the detection information of the accelerator pedal sensor 9, the higher the return speed of the accelerator pedal 8. In this way, unlike the conventional case where the timing for determining the degree of urgency is simply advanced in order to further improve the occupant protection, the detection sensitivity of the emergency brake operation is increased only when the possibility of the emergency brake operation is high, and the webbing is wound. Since the timing is quicker, it ensures high occupant protection and reduces the annoyance during emergency braking and does not impair passenger comfort.

  Further, in the occupant protection device according to the present embodiment, the motor operation threshold is set as a linear function or a multi-order function of the return speed of the accelerator pedal 8 or the switching time from the accelerator pedal 8 to the brake pedal 6. It is also possible to change the function used for correcting the motor operation threshold according to the road condition and the driving condition, and it is possible to detect the emergency brake operation more quickly and accurately according to the driving condition.

  In the embodiment described above, the depression amount and the depression speed of the brake pedal 6 are used as detection values based on the vehicle driving operation for determining that the ECU 11 operates the motor 4 and winds the webbing 2 to restrain the occupant. Although used, the present invention is not limited to these, and a combination thereof including detection information from the accelerator pedal sensor 9, operation angle and vehicle speed information of the steering wheel 10, or detection information from the brake pedal sensor 7 may be used. good.

  It is extremely useful for winding up the webbing in conjunction with the brake operation and restraining the occupant.

It is explanatory drawing which shows arrangement | positioning of the passenger | crew protection apparatus which concerns on one Example of this invention. It is a block diagram of the passenger | crew protection apparatus of an Example. It is a flowchart explaining the 1st correction process of the motor operation threshold value in the passenger | crew protection apparatus 100 of an Example. It is a flowchart explaining the 2nd correction process of the motor operation threshold value in the passenger | crew protection apparatus 100 of an Example. It is explanatory drawing explaining the 1st setting method which sets a motor operation threshold value with a linear function of pedal change time or the return speed of the accelerator pedal. It is explanatory drawing explaining the 2nd setting method which sets a motor operation threshold value with the multistep function of the pedal switching time or the return speed of the accelerator pedal.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Shoulder anchor 2 Webbing 3 Retractor 4 Motor 5 Inner buckle 6 Brake pedal 7 Brake pedal sensor 8 Accelerator pedal 9 Accelerator pedal sensor 10 Steering wheel 11 ECU (control means)
12 Buckle switch 100 Crew protection device S Seat J Crew

Claims (7)

Control means for operating the motor and winding the webbing to restrain the occupant when the detected value based on the vehicle driving operation exceeds the motor operation threshold;
An accelerator pedal sensor for detecting information related to the movement of the accelerator pedal;
A brake pedal sensor for detecting information related to the movement of the brake pedal,
The control means corrects the motor operation threshold based on detection information of the accelerator pedal sensor and the brake pedal sensor in accordance with a timing to start returning the accelerator pedal and a timing to start pressing the brake pedal. Occupant protection device.   The occupant protection device according to claim 1, wherein the detection information of the accelerator pedal is a return speed of the accelerator pedal, and the control unit corrects the motor operation threshold according to the return speed.   The occupant protection device according to claim 2, wherein the control means corrects the motor operation threshold to be lower as the return speed of the accelerator pedal is higher.   The detection information of the accelerator pedal sensor and the brake pedal sensor is a changeover time from the accelerator pedal to the brake pedal, and the control means corrects the motor operation threshold according to the changeover time. The occupant protection device according to claim 1.   The occupant protection device according to claim 4, wherein the control means corrects the motor operation threshold to be lower as the stepping time is shorter.   The said control means sets the said motor operation threshold value as a linear function or a multi-order function of the return speed of the said accelerator pedal, or the switching time from the said accelerator pedal to the said brake pedal. The occupant protection device according to any one of claims 5.   The occupant protection device according to any one of claims 1 to 6, wherein the detected value based on the vehicle driving operation is a depression amount or a depression speed of the brake pedal.

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