JP4158414B2 - Vehicle occupant restraint system - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle occupant restraint device that protects an occupant during a vehicle collision, in particular, a side collision or a diagonal collision including a lateral acceleration component.
[0002]
[Prior art]
For example, Japanese Patent Application Laid-Open No. 2001-206176 discloses an apparatus that protects an occupant when a vehicle side impact occurs. This device defines a vehicle interior space when a vehicle side impact is predicted. The movable panel moves toward the central portion of the vehicle interior space, so that the occupant moves away from the door that defines the vehicle interior space.
[0003]
[Problems to be solved by the invention]
However, in such a conventional occupant protection device, when the occupant's chest is pressed by the movable panel in a side collision, the head causes a rotational motion around the neck portion due to the inertial force acting on this, so the behavior of the head is It becomes impossible to control, and a relative displacement occurs between the head and the chest.
[0004]
In view of this, the present invention provides a vehicle occupant restraint that more reliably protects the occupant by controlling the behavior of the occupant's chest and head to be substantially the same during a side or oblique collision that includes a lateral acceleration component. A device is provided.
[0005]
[Means for Solving the Problems]
In the present invention, there are provided a chest behavior control means for controlling the lateral movement of the occupant's chest and a head behavior control means for controlling the lateral movement of the head. When detecting the behavior of at least the chest and head of the occupant by the behavior detection means, When the control means determines from the detection result of the behavior detection means that there is a difference in the angular velocity of the chest and the head centering around the occupant's waist or the lateral movement speed of the chest and the head, these chest and head Angular speed or lateral movement speed The control signal for suppressing the lateral movement amount of the head within the permissible dimension to the side wall is output to the chest behavior control means and the head behavior control means. .
[0006]
【The invention's effect】
According to the present invention, when a side collision or oblique collision of a vehicle is detected, the chest behavior control means and the head behavior control means are activated by the control signal output from the control means, and the behavior of the chest and head of the occupant is determined. Control each one.
[0007]
At this time, the behavior of the chest and head is controlled by the chest and head. Angular speed or lateral movement speed The amount of lateral movement of the head is suppressed within the allowable dimensions to the side wall, so that the head moves laterally while suppressing rotational movement of the head relative to the chest with the neck at the center of rotation. Interference with the wall, that is, the door trim, side window, pillar, or the like can be suppressed, and further, the behavior of the head being released from the vehicle can also be suppressed.
[0008]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[0009]
Here, in describing the embodiment of the present invention, in the collision mode in which the acceleration (G) in the lateral direction of the vehicle represented by the side collision and the diagonal collision occurs, the behavior of the occupant is roughly divided into the following two patterns. Conceivable.
[0010]
The first pattern is a behavior in which the occupant is fixed to the seat by a lap belt attached to the main part, so that the upper body of the occupant rotates in the lateral direction around the waist, and this behavior is targeted. The occupant restraint apparatus will be described with reference to the first and second embodiments. In the first pattern, it is assumed that the shoulder belt hung from the occupant's shoulder to the waist does not have the restraining force in the lateral direction of the occupant.
[0011]
The second pattern uses a shoulder belt or a lap belt to increase the lateral restraint force of the occupant and restrains the occupant to translate in the lateral direction along with the seat. The occupant restraint device intended for this behavior will be described with reference to the second and third embodiments.
[0012]
1 to 13 show a first embodiment of a vehicle occupant restraint device 10 according to the present invention. FIG. 1 is a plan view of a vehicle equipped with the occupant restraint device. FIG. FIG. 3A is an explanatory view showing the occupant posture at the time of non-collision, FIG. 4B is an explanatory view showing the occupant posture at the time of collision, and FIG. FIG. 5, FIG. 5 is a sectional front view of the principal part showing the operating state of the chest behavior control means, FIG. 6 is a sectional perspective view of the principal part of the head behavior control means provided in the occupant restraint device, and FIG. FIG. 8 is a perspective view of the head behavior control means, FIG. 9 is a characteristic diagram of reaction force against lateral displacement of the chest controlled by the chest behavior control means, and FIG. 10 (a) is chest behavior control means. The characteristic figure which shows the relationship between the internal pressure and reaction force of the air bag controlled by (b) FIG. 11 is an explanatory diagram showing a main routine of control executed by the control means provided in the occupant restraining device, and FIGS. 12, 13, and 14 are diagrams. FIG. 15 is an explanatory view showing the rotational movement of the occupant.
[0013]
As shown in FIGS. 1 and 2, a vehicle occupant restraint device (hereinafter referred to as an occupant restraint device) 10 according to this embodiment includes a longitudinal acceleration sensor (hereinafter referred to as a vehicle collision detection unit) that detects a collision of the vehicle 1. A front and rear G sensor) 11 and a lateral acceleration sensor (hereinafter referred to as a lateral G sensor) 12, a chest airbag device 13 as chest behavior control means for controlling the lateral movement of the chest Pb of the passenger P, A head airbag device 14 as a head behavior control means for controlling the lateral movement of the head Ph, a camera 15 as a behavior detection means for detecting the behavior of the chest Pb and the head Ph of the occupant P, and a vehicle collision And a control unit 17 as a control means for outputting a control signal to the chest airbag device 13 and the head airbag device 14.
[0014]
The lateral G sensor 12 is disposed at a side portion of the vehicle, detects a side collision and detects the completion of the collision, and the front and rear G sensor 11 is disposed at the center of the vehicle body floor. From the value and the output value of the front / rear G sensor 11, the control unit 17 determines whether the collision is an oblique collision.
[0015]
The camera 15 is a non-contact detection means for detecting the behavior of the chest and head moving in the lateral direction of the vehicle in a non-contact state with the occupant P. The camera 15 is installed on the instrument panel portion in front of the occupant, An image of the obtained passenger P is analyzed by the control unit 17.
[0016]
As shown in FIG. 3A, the control unit 17 discriminates the gravity center positions Gh, Gb, Gw of the head Ph, the chest Pb, and the waist Pw of the occupant P from the captured image of the camera 15, as shown in FIG. As shown in b), the velocity V of the center of gravity Gh, Gb of the head Ph and the chest Pb. ₂ , V ₁ Is also calculated by the control unit 17 by image analysis.
[0017]
The control unit 17 also determines the distance r from the center of gravity position Gw of the waist Pw to the center of gravity position Gb of the chest Pb. ₁ And the distance r from the center of gravity position Gw of the waist Pw to the center of gravity position Gh of the head Ph ₂ Is supposed to calculate.
[0018]
Further, the control unit 17 detects the front position of the seat back 19a as shown in FIG. 1 by a seat position detection device 18 (see FIG. 2) disposed on the seat rail, and is fixed to the instrument panel. Distance up to 16 ₂ And a distance l from the millimeter wave radar 16 to the front surface of the occupant P ₁ (L ₂ -L ₁ ) Is calculated.
[0019]
Furthermore, the control unit 17 can ₂ -L ₁ ) And the area of the front surface of the occupant P obtained by the image analysis of the camera 15, the volumes of the head Ph and the chest Pb are calculated, and the calculated human volume is multiplied by the average density of the head Ph and the chest Pb. Each effective square m ₂ , M ₁ Calculate
[0020]
Further, by image analysis of the camera 15, as shown in FIG. 3B, a line segment L connecting the center of gravity positions Gw and Gh of the waist part Pw and the chest part Pb. ₁ And a straight line L in the vehicle vertical direction passing through the center of gravity Gw of the waist Pw ₀ , And these line portions L ₁ And straight line L ₀ The angle θ formed by is calculated.
[0021]
The camera 15 and the millimeter wave radar 16 may be disposed at a site where the front surface of the passenger P can be recognized, for example, at the front end of the roof.
[0022]
Then, the control executed by the control unit 17 makes the lateral movement amount of the head Ph as shown in FIG. 3B while substantially matching the behavior of the chest Pb and the head Ph of the occupant P at the time of a vehicle collision. A control signal to be suppressed within an allowable dimension up to the side wall portion W is calculated, and this control signal is output to the chest airbag device 13 and the head airbag device 14.
[0023]
Here, the said side wall part W means the member which comprises vehicle interior side parts, such as a door trim, a side window, or a pillar located in the vehicle width direction outer side with respect to the passenger | crew P.
[0024]
Specifically, the control by the control unit 17 is performed when the occupant P rotates about the waist Pw and θ ≠ 0, and the angular velocities of the chest Pb and the head Ph (V ₁ / R ₁ , V ₂ / R ₂ ) And each angular velocity is V ₁ / R ₁ ≒ V ₂ / R ₂ Velocity V of chest Pb and head Ph so that ₁ , V ₂ (V ₁ , V ₂ And the lateral movement amount r of the head Ph. ₂ sinθ is r ₂ The head center-of-gravity position Gh and the chest center-of-gravity position Gb are corrected to predetermined ranges so that sin θ <L (L is the distance from the seat center to the side wall W).
[0025]
As shown in FIGS. 4 and 5, the chest airbag device 13 includes a first airbag body 20, a first inflator 21 for deploying the first airbag body 20, and the interior of the first airbag body 20. A first internal pressure gauge 22 for measuring the internal pressure of the first airbag main body 20 and a first electromagnetic valve 23 for adjusting the internal pressure of the first airbag main body 20 are provided.
[0026]
The first airbag body 20 is formed in a substantially cylindrical shape, and is housed in a bellows-like folded state between the movable trim 2a from which a part of the door trim 2 is separated and the door inner panel 3, and the first airbag. One end of the main body 20 is airtightly coupled to the movable trim 20a, and the other end of the first airbag main body 20 is airtightly coupled to the door inner panel 3, and the door inner panel 3 includes the first inflator 21. The first internal pressure gauge 22 is attached.
[0027]
In addition, an outer panel 3a is provided on the outer periphery of the first airbag body 20 to support the door inner panel 3 with a peripheral edge of the door trim 2 that separates the movable trim 2a, and the door trim of the outer panel 3a is provided. A part of the other end of the first airbag main body 20 is joined to the two side end portions, and the first electromagnetic valve 23 is attached to a portion where the surrounding panel 3a communicates with the inside of the first airbag main body 20. .
[0028]
Then, the measurement value of the first internal pressure gauge 22 is output to the control unit 17, and the first inflator 21 and the first electromagnetic valve 23 are operated by a command signal output from the control unit 17.
[0029]
The first airbag body 20 is expanded by high-pressure gas generated by the operation (explosion) of the first inflator 21, and is deployed to the side of the chest Pb of the occupant P while pushing the movable trim 2a toward the interior of the vehicle. When the chest Pb of the occupant P rotating around the Pw interferes with the movable trim 2a, the first airbag body 20 can absorb the movement energy of the chest Pb. 1 energy absorption mechanism is constituted.
[0030]
The chest airbag device 13 controls the internal pressure by the first electromagnetic valve 23 in order to obtain an optimum energy absorption amount in a state where the first airbag body 20 interferes with the occupant P. The reaction force F against the lateral displacement of the occupant chest Pb as shown in FIG. ₁ Is to decide.
[0031]
FIG. 10A shows the reaction force F when the internal pressure of the first airbag body 20 and the chest Pb interfere with the first airbag body 20. ₁ From the value measured by the first internal pressure gauge 22 by the control unit 17, the reaction force F at that time ₁ Is calculated.
[0032]
As shown in FIGS. 6 to 8, the head airbag device 14 includes a second airbag body 30 and a second inflator for deploying the second airbag body 30 in the same manner as the chest airbag device 13. 31, a second internal pressure gauge 32 for measuring the internal pressure in the second airbag body 30, and a second electromagnetic valve 33 for adjusting the internal pressure of the second airbag body 30.
[0033]
The second airbag body 30 is formed in a substantially bag shape, and is housed in a wound state in a roof trim 4 positioned on the outer side in the vehicle width direction of the occupant P. The gas supply chamber 34 arranged in the front-rear direction communicates in an airtight state.
[0034]
As shown in FIG. 8, the gas supply chamber 34 is formed in a cylindrical shape closed at both ends, and the second inflator 31 is attached to one end side closing plate 34a, and the other end side closing plate 34b is connected to the gas supply chamber 34. A second internal pressure gauge 32 and the second electromagnetic valve 33 are attached.
[0035]
Then, the measurement value of the second internal pressure gauge 32 is output to the control unit 17, and the second inflator 31 and the second electromagnetic valve 33 are operated by a command signal output from the control unit 17.
[0036]
The second airbag main body 30 is inflated by high-pressure gas generated by the operation (explosion) of the second inflator 31, breaks the roof trim 4 and is deployed to the side of the head Ph of the occupant P, and centers on the waist Pw. When the head Ph of the occupant P that rotates and interferes, the second airbag main body 30 can absorb the movement energy of the head Ph, and the second airbag main body 30 allows the second energy absorbing mechanism to It is configured.
[0037]
6 and 7, 5 is a roof, and 6 is a roof side rail disposed along the side edge of the roof 5.
[0038]
FIG. 10B shows the reaction force F when the internal pressure of the second airbag body 30 and the head Ph interfere with the first airbag body 20. ₁ From the value measured by the second internal pressure gauge 32 by the control unit 17, the reaction force F at that time ₂ Is calculated.
[0039]
Next, with reference to the flowcharts shown in FIGS. 11 and 12, the control of the passenger restraint apparatus 10 in the first embodiment will be described in detail.
[0040]
The flowcharts of FIGS. 11 to 14 are repeatedly executed by the control unit 17 every predetermined short time. First, in the main routine shown in FIG. 11, the vehicle is detected by the G waveform detected by the front and rear G sensor 11 and the lateral G sensor 12 in step S10. It is determined whether or not 1 collides, and this collision determination is repeatedly executed until a collision occurs.
[0041]
If it is determined in step S10 that the vehicle has collided (YES), the process proceeds to step S20 to determine whether the collision mode is a side collision, an oblique collision, or a frontal collision by the G waveform obtained from the front and rear G sensor 11 and the lateral G sensor 12. If it is determined that a frontal collision has occurred (NO), the process proceeds to step S30, the frontal collision airbag deployed in front of the occupant is deployed, and this routine ends.
[0042]
On the other hand, if it is determined that the collision is a side collision or a diagonal collision (YES), the process proceeds to step S40, and the center of gravity position and effective mass of the occupant P are measured by the camera 15, the millimeter wave radar 16, and the seat position detection means 18. In step S50, control signals are output to the chest airbag device 13 and the head airbag device 14, and the angular velocities of the chest Pb and the head Ph are V. ₁ / R ₁ = V ₂ / R ₂ The main routine is terminated by controlling so that
[0043]
The control in step S40 is shown in detail by a subroutine (steps S60 to S180) shown in FIGS. 12 and 13, and the control in step S50 is made in detail by a subroutine (steps S190 to S320) shown in FIG. Show.
[0044]
Steps S60 to S120 shown in FIG. 12 are the effective masses m of the head Ph and the chest Pb of the occupant P. ₂ , M ₁ Is a routine for calculating
[0045]
First, in step S60, the upper half of the front surface of the occupant P imaged by the camera 15 is subjected to image processing, thereby calculating the projected areas of the front surface of the head Ph and the chest Pb.
[0046]
In step S70, the distance l from the front of the occupant P's head Ph and chest Pb to the millimeter wave radar 16 is measured by the millimeter wave radar 16. ₁ In the next step S80, the sheet position detecting device 18 grasps the current sheet 19 position.
[0047]
At this time, since the geometric relative distance between the seat 19 position and the surface position of the seat back 19a does not change, the surface position of the seat back 19a can be automatically grasped.
[0048]
In step S90, the distance l from the surface of the seat back 19a to the millimeter wave radar 16 where the geometric position does not change. ₂ In the next step S100, the result of step S80 and step S90 is used to calculate l. ₂ -L ₁ By calculating the thickness of the head Ph and the chest Pb of the occupant P in the vehicle front-rear direction.
[0049]
In step S110, the volume of the head Ph and chest Pb is calculated from the projected areas of the head Ph and chest Pb detected in step S60 and the thickness of the head Ph and chest Pb calculated in step S100 in the vehicle front-rear direction. In the next step S120, the volume of the head Ph and the chest Pb calculated in step S110 is multiplied by the average density of the human head and chest, respectively, to obtain an effective mass m of the head Ph. ₂ And effective mass m of chest Pb ₁ And calculate.
[0050]
Steps S130 to S160 shown in FIG. 13 are routines for calculating the center-of-gravity positions Gh, Gb, and Gw of the occupant P's head Ph, chest Pb, and waist Pw.
[0051]
First, in step S130, the upper body shape of the front surface of the occupant P is image-processed from the imaging data of the camera 15 arranged on the instrument panel, and the shapes of the head Ph, the chest Pb, and the waist Pw of the occupant P are obtained. In step S140, the approximate center of the full width of the occupant P's head Ph, chest Pb, and waist Pw is obtained from the obtained shape by image analysis.
[0052]
In step S150, using the average center-of-gravity position data of the human body shape stored in advance in the control unit 17, each shape in the vertical direction is determined from the shape of each part of the head Ph, chest Pb, and waist Pw obtained in step S130. Find the center of gravity of the part.
[0053]
In step S160, the center-of-gravity positions Gh, Gb, and Gw of the head Ph, the chest Pb, and the waist Pw are determined from the center in the width direction obtained in step S140 and the vertical center-of-gravity position obtained in step S150.
[0054]
Steps S170 and S180 are routines for obtaining the distances between the head Ph, the chest Pb, and the waist Pw. In step S170, the distance r between the center of gravity position Gw of the waist Pw and the center of gravity Gb of the chest Pb. ₁ In step S180, the distance r between the center of gravity position Gw of the waist Pw and the center of gravity Gh of the head Ph. ₂ Is calculated.
[0055]
Steps S190 to S320 shown in FIG. 14 are subroutines for controlling the operation of the chest airbag device 13 and the head airbag device 14.
[0056]
In step S190, the deployment timing of the chest airbag device 13 and the head airbag device 14 is determined according to the collision mode determined in step S20 of the main routine, and it is repeatedly determined until this deployment timing arrives. Proceeds to step S200.
[0057]
In step S200, an operation signal is output to the chest airbag device 13 and the head airbag device 14, thereby causing the first and second inflators 21 and 31 to explode and the first and second airbag bodies 20 and 30 to be exploded. Is expanded to the side of the chest Pb and the head Ph of the occupant P.
[0058]
In step S210, the distance by which the gravity center positions Gh and Gb of the head Ph and chest Pb obtained in step S160 have moved in the lateral direction of the vehicle per unit time is calculated, and from this, the velocity V of each gravity center position Gh and Gb is calculated. ₂ , V ₁ Is calculated.
[0059]
Here, since the occupant P is fixed to the seat 19 by a lap belt disposed around the waist Pw, the upper body of the occupant P rotates around the waist Pw in the lateral direction of the vehicle. At that time, the chest Pb and the head Ph moving in the lateral direction interfere with the first and second airbag bodies 20 and 30 to absorb energy.
[0060]
In step S220, V obtained in step S190. ₁ , V ₂ And r obtained in step S170 and step S180. ₁ , R ₂ And each angular velocity is V ₁ / R ₁ ≠ V ₂ / R ₂ In the case of negative determination (NO), step S220 is looped again for determination, and when an affirmative determination is made (YES), the process proceeds to step S230.
[0061]
In step S230, the internal pressure P measured by the first and second internal pressure gauges 22 and 32 of the first and second airbag bodies 20 and 30 is obtained. ₁ , P ₂ In step S240, the internal pressure P in FIG. ₁ And reaction force F ₁ Reaction force F received from the chest Pb of the passenger P ₁ Is calculated.
[0062]
In step S250, m obtained in step S120. ₁ , M ₂ R obtained in step S170 and step S180. ₁ , R ₂ And the reaction force F obtained in step S240. ₁ Based on F ₂ = (M ₂ / M ₁ ) X (r ₂ / R ₁ ) × F ₁ Reaction force F becomes ₂ Is calculated.
[0063]
Where F ₂ F which is the calculation standard of ₁ = (M ₂ / M ₁ ) X (r ₂ / R ₁ ) × F ₁ The basis of this will be described based on the explanatory diagram shown in FIG.
[0064]
If the angular velocities at the respective time points before and during the rotation of the chest Pb and the head Ph of the occupant P are equal,
V before rotation ₁ / R ₁ = V ₂ / R ₂ ... (1)
V during rotation ₁ '/ R ₁ = V ₂ '/ R ₂ ... (2) is obtained.
[0065]
Here, the change heights of the momentum (m · V) before and during the rotation of the chest Pb and the head Ph are equal to the impulse (F · Δt).
V for head Ph ₂ '-V ₂ = F ₂ × t / m ₂ ... (3)
V for chest Pb ₁ '-V ₁ = F ₁ × t / m ₁ ... (4)
[0066]
When t is deleted from the equations (3) and (4),
m ₂ × (V ₂ '-V ₂ ) / F ₂ = M ₁ × (V ₁ '-V ₁ ) / F ₁ ... (5)
Is obtained,
By substituting Equations (1) and (2) into Equation (5),
F ₂ = (M ₂ / M ₁ ) X (r ₂ / R ₁ ) × F ₁ (6)
From this equation (6), the reaction force F of the chest Pb is obtained. ₁ Reaction force F of head Ph against ₂ Can be determined.
[0067]
Next, in step S260, F obtained in step S250 is obtained. ₂ From the internal pressure Ph and reaction force F shown in FIG. ₂ The internal pressure value Ph of the second airbag body 30 of the head airbag device 14 is calculated from the relational characteristics of the head airbag device 14, and the control signal is output to the second electromagnetic valve 33 for opening / closing control.
[0068]
In step S270, a line segment connecting the waist part Pw and the chest part Pb is calculated from the center of gravity position Gw, Gb of the waist part Pw and the chest part Pb of the occupant P obtained in step S160, and the upper body of the occupant P is centered on the waist part Pw. A rotation angle θ (see FIG. 3B) is calculated.
[0069]
In step S280, the relationship between the rotation angle θ obtained in step S270 and the distance L ′ from the center position of the seat 19 to the outside in the lateral direction of the vehicle is r ₂ It is determined whether sin θ = L ′.
[0070]
Accordingly, it is possible to determine the rotation angle of the head Ph where the head Ph of the occupant P interferes with the side wall portion W or the head Ph is not released to the outside of the vehicle. If the determination is affirmative (YES), the process proceeds to step S290.
[0071]
Note that L ′ is in a relationship of L ′ <L with respect to the distance L to the side wall portion W, and L ′ is determined by a limit deceleration that can be compensated by the occupant P.
[0072]
In step S290, the speed V at which the gravity center positions Gh and Gb of the head Ph and chest Pb determined in step S160 move in the lateral direction of the vehicle. ₂ , V ₁ Is calculated by performing image processing on the imaging data of the camera 15.
[0073]
In step S300, the velocity of the head Ph and the chest Pb calculated in step S290 is V ₂ = 0, V ₁ If YES, the process proceeds to step S320. If the determination is NO (NO), the process proceeds to step S310. In step S310, a signal for fully closing the first and second electromagnetic valves 23 and 33 of the chest airbag device 13 and the head airbag device 14 is output, whereby the first and second airbag bodies 20 and 30 are output. After suppressing the lowering of the internal pressure and suppressing the movement of the chest Pb and the head Ph to the outside of the vehicle, the process returns to step S290.
[0074]
In step S320, it is determined whether or not the G level of the lateral G sensor 12 is high. If the determination is affirmative (YES), it is determined that the collision phenomenon continues and the process returns to step S130, and in the case of a negative determination ( NO) determines that the collision phenomenon has ended, and ends the above routine.
[0075]
Therefore, in the occupant restraint device 10 of the first embodiment, when a side collision or an oblique collision in which a lateral acceleration component exists is detected, the occupant P rotates when the upper body rotates around the waist Pw. First, by controlling the opening and closing of the first and second electromagnetic valves 23 and 33 by operating the chest airbag device 13 and the head airbag device 14 according to the control signal output from the controller 17. The behavior of the chest Pb and the head Ph of the occupant P is controlled.
[0076]
At this time, the behavior control of the chest Pb and the head Ph is performed with the equal angular velocities (V ₁ / R ₁ = V ₂ / R ₂ Therefore, the rotational movement of the head Ph relative to the chest Pb with the neck of the occupant P as the center of rotation can be suppressed.
[0077]
R ₂ The amount of lateral movement of the head Ph (r ₂ sinθ) is suppressed within an allowable dimension (L) up to the side wall portion W, so that the head Ph has the side wall portion while suppressing the rotational movement of the head Ph relative to the chest Pb with the neck at the center of rotation. Interference with W, that is, a door trim, a side window, a pillar, or the like can be suppressed, and further, the behavior of the head Ph being released outside the vehicle can also be suppressed.
[0078]
Further, when the occupant P rotates in the lateral direction of the vehicle around the waist Pw due to a vehicle collision as in the first embodiment, the behavior of the chest Pb and the head Ph of the occupant P is as described above. Angular velocity V of the chest Pb and the head Ph around the waist Pw ₁ / R ₁ , V ₂ / R ₂ Therefore, the movement of the occupant P can be accurately grasped, and as a result, the restraint of the occupant P can be enhanced by accurately controlling the behavior of the chest Pb and the head Ph.
[0079]
Further, the reaction force value F of the chest Pb acting on the chest airbag device 13 ₁ And the reaction force value F of the head Ph acting on the head airbag device 14 ₂ That is obtained from the change in angular velocity and momentum.
F ₂ = (M ₂ / M ₁ ) X (r ₂ / R ₁ ) × F ₁ (6)
Therefore, the reaction force balance generated in the chest airbag device 13 and the head airbag device 14 can be controlled in an appropriate state, and the moment force generated in the neck portion can be suppressed. it can.
[0080]
Further, since the camera 15 and the millimeter wave radar 16 are used as the behavior detection means, the speed V at which the chest Pb and the head Ph move in the lateral direction of the vehicle while not in contact with the occupant P. ₁ , V ₂ Can be detected. Of course, the behavior detecting means is in contact with the occupant P and V ₁ , V ₂ It is also possible to use means (apparatus) for detecting.
[0081]
Furthermore, the chest airbag device 13 supports the chest Pb of the occupant P by deploying the airbag body 20 incorporated therein, and the airbag body 20 has a function of an air cushion and has a first energy absorbing mechanism. Since it comprises, the impact which passenger | crew P receives can be relieve | moderated.
[0082]
Further, even in the neck airbag device 14, the airbag body 30 incorporated therein supports the head Ph of the occupant P. Therefore, the airbag body 30 has a function of an air cushion and has a second energy absorbing mechanism. Therefore, the impact received by the occupant P can be reduced, and the moment generated at the neck can be effectively suppressed.
[0083]
FIG. 16 shows a second embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted.
[0084]
FIG. 16 shows a subroutine corresponding to FIG. 14 of the first embodiment, and steps S10 to S180 shown in FIGS. 11, 12, and 13 are common to the second embodiment.
[0085]
That is, in the occupant restraint device 10 of the second embodiment, the upper body of the occupant P rotationally moves in the lateral direction of the vehicle around the waist Pb as in the case of control in the first embodiment. In the first embodiment, the velocity V of the chest Pb and the head Ph is determined. ₁ , V ₂ In this second embodiment, the first and second airbag bodies 20 and 30 of the chest airbag device 13 and the head airbag device 14 are used as contact detection means of the behavior detection means. , Each internal pressure P ₁ , P ₂ Thus, the behaviors of the chest Pb and the head Ph are determined.
[0086]
The flowchart shown in FIG. 16 is configured such that steps S210 to S240 are replaced with steps S400 to S420 in the flowchart shown in FIG.
[0087]
In step S400, in response to the deployment timing of the chest airbag device 13 and the head airbag device 14 in step S190, processing is performed after deployment in step S200. Internal pressure P measured by the first and second internal pressure gauges 22 and 32 of the bag device 14 ₁ , P ₂ Is transferred to the control unit 17, and the process proceeds to the next step S410.
[0088]
In step S410, the internal pressure P acquired in step S400. ₁ , P ₂ From Fig. 10 (a) and 10 (b), the reaction force F ₁ , F ₂ And proceeds to the next step S420.
[0089]
In step S420, it is determined whether or not the reaction force balance obtained by the equation (6) of the first embodiment is lost, and it is repeatedly determined until it is determined that the reaction force balance is lost. Advance, F ₂ = (M ₂ / M ₁ ) X (r ₂ / R ₁ ) × F ₁ F to satisfy ₂ To correct the balance of the reaction force, and the subsequent processing is the same as in the first embodiment.
[0090]
Therefore, in the second embodiment, the reaction force (F) of the chest Pb and the head Ph acting on the chest airbag device 13 and the head airbag device 14. ₁ , F ₂ ) The internal pressure P of the airbag bodies 20 and 30 using the balance as a contact detection means ₁ , P ₂ Since the direct measurement is made and judged, the control accuracy can be improved.
[0091]
17 to 19 show a third embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted.
[0092]
FIG. 17 is an explanatory diagram showing a subroutine corresponding to FIG. 14 of the first embodiment, FIG. 18 (a) is an occupant posture at the time of non-collision, (b) is an explanatory diagram showing an occupant posture at the time of collision, and FIG. These are explanatory drawings which show a passenger's translational motion.
[0093]
The occupant restraint device 10 according to the third embodiment controls the second pattern in which the upper body of the occupant P translates in the lateral direction of the vehicle as shown in FIG. 18B. The flowchart that is the same as that of the first embodiment and is controlled by the controller 17 includes step S500 instead of step S220, step S510 instead of step S250, step S520 instead of step S270, and step S530 instead of step S280. It is designed to be replaced.
[0094]
Note that steps S10 to S180 shown in FIGS. 11, 12, and 13 of the first embodiment are common to the third embodiment.
[0095]
As shown in FIG. 17, in step S500, the lateral velocity V of the chest Pb and the head Ph in step S210. ₁ , V ₂ These speeds are V ₁ ≠ V ₂ Is determined, that is, there is a speed difference between the chest Pb and the head Ph. If the determination is negative (NO), the relative speed between the chest Pb and the head Ph is 0, and the head is centered on the neck. Since the part Ph does not rotate, the process returns to step S210. If the determination is affirmative (YES), the process proceeds to step S230 and subsequent steps, and the internal pressures of the chest airbag device 13 and the head airbag device 14 are controlled.
[0096]
In step S510, the effective mass m obtained in step S120. ₁ , M ₂ , Distance r from the waist Pw obtained in step S170 and step S180 ₁ , R ₂ And the chest reaction force F obtained in step S240. ₁ Based on F ₂ = (M ₂ / M ₁ ) × F ₁ Head reaction force F ₂ Is calculated.
[0097]
Where F ₂ F which is the calculation standard of ₁ = (M ₂ / M ₁ ) × F ₁ The basis of this will be described based on the explanatory diagram shown in FIG.
[0098]
If the lateral movement speeds at the respective time points before the movement of the chest Pb and the head Ph of the occupant P and during the translational movement are equal,
V before moving ₁ = V ₂ (10)
V during translation ₁ '= V ₂ ′ (11) is obtained.
[0099]
Here, the change amount of the momentum (m · V) before and during the translation of the chest Pb and the head Ph is equal to the impulse (F · Δt).
V for head Ph ₂ '-V ₂ = F ₂ × t / m ₂ (12)
V for chest Pb ₁ '-V ₁ = F ₁ × t / m ₁ (13)
[0100]
If t is deleted from the equations (12) and (13),
m ₂ × (V ₂ '-V ₂ ) / F ₂ = M ₁ × (V ₁ '-V ₁ ) / F ₁ ... (14) is obtained,
By substituting Equations (10) and (11) into Equation (14),
F ₂ = (M ₂ / M ₁ ) × F ₁ ... (15)
From this equation (15), the chest reaction force F ₁ Reaction force F against the head ₂ Can be determined.
[0101]
In step S520, the velocity V of the head Ph obtained by image analysis of the imaging of the camera 15 as the non-contact detection means. ₂ Is integrated from the collision start time to the current time to obtain ∫V ₂ The lateral movement amount of the head Ph is obtained by calculating dt.
[0102]
In step S530, the movement amount ∫V obtained in step S520. ₂ The relationship between dt and the distance L ′ from the center position of the seat 19 to the vehicle lateral direction outside is ∫V ₂ It is determined whether or not dt = L ′.
[0103]
As a result, similarly to step S280 of the first embodiment, the head Ph of the occupant P interferes with the side wall portion W, or the lateral movement amount of the head Ph where the head Ph is not released outside the vehicle can be determined. In the case of negative determination (NO), the process proceeds to step S320, and in the case of positive determination (YES), the process proceeds to step S290.
[0104]
Note that L ′ is in a relationship of L ′> L with respect to the distance L to the side wall portion W as in the first embodiment, and L ′ is determined by a limit deceleration that can be compensated by the occupant P. .
[0105]
Therefore, in the third embodiment, when the side collision or the oblique collision is detected, the posture control is performed when the upper body of the occupant P translates, and the control output from the controller 17 is the same as in the first embodiment. The behavior of the chest Pb and the head Ph of the occupant P is controlled by operating the chest airbag device 13 and the head airbag device 14 and controlling the opening and closing of the first and second electromagnetic valves 23 and 33 according to the signal. To do.
[0106]
The behavior control of the chest Pb and the head Ph at this time is equal to each lateral movement speed (V ₁ = V ₂ Therefore, the rotational movement of the head Ph relative to the chest Pb with the neck of the occupant P as the center of rotation can be suppressed.
[0107]
Also, ∫V ₂ Since the amount of lateral movement of the head Ph is suppressed within an allowable dimension (L) to the side wall W so that dt <L, the rotational movement of the head Ph with respect to the chest Pb with the neck as the rotation center It is possible to suppress the head Ph from interfering with the side wall portion W, that is, the door trim, the side window, the pillar, or the like, and further to suppress the behavior of the head Ph released from the vehicle.
[0108]
In particular, in the third embodiment, since the lap belt that restrains the waist portion Pw of the occupant P to the seat 19 can be controlled at the same time, the control accuracy can be improved.
[0109]
Further, when the upper body of the occupant P translates in the lateral direction of the vehicle, the behavior of the chest Pb and the head Ph is represented by the lateral movement speed V of the chest Pb and the head Ph. ₁ , V ₂ Therefore, the movement of the occupant P can be accurately grasped, and as a result, the restraint of the occupant P can be enhanced by accurately controlling the behavior of the chest Pb and the head Ph.
[0110]
Further, the reaction force value F of the chest Pb acting on the chest airbag device 13 ₁ And the reaction force value F of the head Ph acting on the head airbag device 14 ₂ That is obtained from the change in lateral movement speed and momentum.
F ₂ = (M ₂ / M ₁ ) × F ₁ ... (15)
Therefore, the reaction force balance generated in the chest airbag device 13 and the head airbag device 14 can be controlled in an appropriate state, and the moment force generated in the neck portion can be suppressed. it can.
[0111]
FIG. 20 shows a fourth embodiment of the present invention, in which the same components as those in the third embodiment are denoted by the same reference numerals and redundant description is omitted.
[0112]
FIG. 20 shows a subroutine corresponding to FIG. 17 of the third embodiment, and steps S10 to S180 shown in FIGS. 11, 12, and 13 of the first embodiment are common to the fourth embodiment. Yes.
[0113]
That is, the occupant restraint device 10 of the fourth embodiment controls the second pattern in which the upper body of the occupant P translates in the lateral direction of the vehicle, basically as in the case of the control in the third embodiment. In the third embodiment, the velocity V of the chest Pb and the head Ph ₁ , V ₂ In the fourth embodiment, as in the second embodiment, the first and second airbag bodies 20 and 30 are used as contact detection means of the behavior detection means, and the respective internal pressures P are used in this fourth embodiment. ₁ , P ₂ Thus, the behavior of the passenger P is determined.
[0114]
The flowchart shown in FIG. 20 is processed by replacing Step S210, Step S500, Step S230, and Step S240 with Step S400, Step S410, and Step S600 in the flowchart shown in FIG.
[0115]
In step S400, in response to the deployment timing of the chest airbag device 13 and the head airbag device 14 in step S190, processing is performed after deployment in step S200. Internal pressure P measured by the first and second internal pressure gauges 22 and 32 of the device 14 ₁ , P ₂ Is transferred to the control unit 17, and the process proceeds to the next step S410.
[0116]
In step S410, the internal pressure P acquired in step S400. ₁ , P ₂ From Fig. 10 (a) and 10 (b), the reaction force F ₁ , F ₂ And proceeds to the next step S600.
[0117]
In step S600, it is determined whether or not the reaction force balance obtained by the expression (15) of the third embodiment is lost, and it is repeatedly determined until it is determined that the reaction force balance is lost. Advance, F ₂ = (M ₂ / M ₁ ) × F ₁ F to satisfy ₂ To correct the balance of the reaction force, and the subsequent processing is the same as in the third embodiment.
[0118]
Therefore, in the fourth embodiment, the reaction force (F of the chest Pb and the head Ph acting on the chest airbag device 13 and the head airbag device 14). ₁ , F ₂ ) The internal pressure P of the airbag bodies 20 and 30 using the balance as a contact detection means ₁ , P ₂ Since the direct measurement is made and judged, the control accuracy can be improved.
[0119]
By the way, although the passenger | crew restraint apparatus 10 of this invention demonstrated taking the example in the said 1st-4th embodiment, various embodiment can be employ | adopted in the range which does not deviate from the summary of this invention, without restricting to this. .
[Brief description of the drawings]
FIG. 1 is a plan view of a vehicle equipped with an occupant restraint device according to a first embodiment of the present invention.
FIG. 2 is a front view of an essential part of a vehicle equipped with an occupant restraint device according to the first embodiment of the present invention.
3A is an explanatory diagram showing an occupant posture at the time of non-collision in the first embodiment of the present invention, and FIG. 3B is an explanatory diagram showing an occupant posture at the time of collision.
FIG. 4 is a cross-sectional front view of an essential part of chest behavior control means in the first embodiment of the present invention.
FIG. 5 is a cross-sectional front view of the main part of the chest behavior control means in the first embodiment of the present invention.
FIG. 6 is a cross-sectional perspective view of the main part of the head behavior control means in the first embodiment of the present invention.
FIG. 7 is a cross-sectional front view of the main part of the head behavior control means in the first embodiment of the present invention.
FIG. 8 is a perspective view of a head behavior control unit according to the first embodiment of the present invention.
FIG. 9 is a characteristic diagram of reaction force against lateral displacement in the chest according to the first embodiment of the present invention.
FIG. 10A is a characteristic diagram showing the relationship between internal pressure and reaction force of the chest behavior control means in the first embodiment of the present invention, and FIG. 10B shows the relationship between internal pressure and reaction force of the head behavior control means. Characteristic diagram.
FIG. 11 is an explanatory diagram showing a main routine of control executed by control means in the first embodiment of the present invention.
12 is an explanatory diagram showing a subroutine of the main routine of FIG. 11 in the first embodiment of the present invention.
13 is an explanatory diagram showing a subroutine of the main routine of FIG. 11 in the first embodiment of the present invention.
14 is an explanatory diagram showing a subroutine of the main routine of FIG. 11 in the first embodiment of the present invention.
FIG. 15 is an explanatory view showing the rotational movement of the occupant in the first embodiment of the present invention.
FIG. 16 is an explanatory diagram showing a subroutine corresponding to FIG. 14 in the second embodiment of the invention.
FIG. 17 is an explanatory diagram showing a subroutine corresponding to FIG. 14 in the third embodiment of the present invention.
18A is an explanatory diagram showing an occupant posture at the time of non-collision in the third embodiment of the present invention, and FIG. 18B is an explanatory diagram showing an occupant posture at the time of collision.
FIG. 19 is an explanatory view showing translation motion of an occupant in a third embodiment of the present invention.
FIG. 20 is an explanatory diagram showing a subroutine corresponding to FIG. 17 in the fourth embodiment of the invention.
[Explanation of symbols]
10 Vehicle occupant restraint system
11 Front-rear G sensor (front-rear acceleration sensor)
12 Lateral G sensor (lateral acceleration sensor)
13 Chest airbag device (chest behavior control means)
14 Head airbag device (head behavior control means)
15 Camera (behavior detection means)
17 Control unit (control means)
20 First airbag body (first energy absorption mechanism)
30 Second airbag body (second energy absorption mechanism)
P Crew
Ph head
Pb chest
Pw waist

Claims (5)

Vehicle collision detection means for detecting a side or oblique collision of the vehicle;
Behavior detecting means for detecting the behavior of the chest and head of the occupant,
Chest behavior control means that operates in response to detection of a side collision or oblique collision of the vehicle by the vehicle collision detection means, and controls lateral movement of the chest of the occupant;
Head behavior control means that operates in response to detection of a side collision or oblique collision of the vehicle by the vehicle collision detection means, and controls lateral movement of the occupant's head;
Control means for controlling the operation of the chest behavior control means and the action of the head behavior control means,
When the control means determines that there is a difference in the angular velocity of the chest and the head centered on the occupant's waist or the lateral movement speed of the chest and the head based on the detection result of the behavior detection means, Control signals for suppressing the lateral movement amount of the head within an allowable dimension up to the side wall portion while substantially matching the angular velocity or the lateral movement speed of the head with the chest movement control means and the head behavior An occupant restraint device for a vehicle, wherein the vehicle occupant restraint device outputs the control means. The behavior detecting means is a camera for taking an image of an occupant;
2. The vehicle occupant restraint according to claim 1, wherein the control means obtains a center of gravity position of an occupant's head, chest, and waist and a speed of a center of gravity position of the head and chest from the image of the camera. apparatus. 2. The vehicle occupant protection device according to claim 1, wherein the behavior detection unit is a contact detection unit that detects a behavior in which a chest and a head move in a lateral direction of the vehicle while being in contact with the occupant. The occupant restraint device for a vehicle according to any one of claims 1 to 3, wherein the chest behavior control means incorporates a first energy absorption mechanism that absorbs movement energy of the chest. The occupant restraint device for a vehicle according to any one of claims 1 to 3, wherein the head behavior control means incorporates a second energy absorption mechanism that absorbs movement energy of the head.

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