JP4726099B2 - Motorized seat belt retractor - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a retractor including an EA mechanism and a pretensioner mechanism, and more particularly to a motor-type seat belt retractor including an EA mechanism and a pretensioner mechanism using a motor.
[0002]
[Prior art]
Conventionally, a seat belt retractor provided with a mechanical EA mechanism and an explosive pretensioner mechanism has been used.
[0003]
[Problems to be solved by the invention]
The emergence of a seat belt retractor capable of performing the EA mechanism and the pretensioner mechanism by a method other than the mechanical EA mechanism and the explosive pretensioner mechanism is desired.
[0004]
In addition, the appearance of a seat belt retractor provided with a control system for coping with repeated collisions using this type of seat belt retractor is desired.
[0005]
[Means for Solving the Problems]
Furthermore, motorized seat belt retractor according to the present invention, a motor seat having a winding means for restraining a winding occupant to the webbing before collision receiving a signal telling the hazardous condition from hazardous conditions detection means the belt retractor, the take-up means, as well as a repeated whenever receiving a signal telling the hazardous condition from hazardous conditions detection means operable, when a signal telling the hazardous condition is not a predetermined time outputted from the hazardous condition detector It is characterized by releasing the restraint of the passenger .
[0006]
With this configuration, the webbing take-up operation can be repeated many times each time a dangerous state is encountered, so that the occupant can be surely restrained against subsequent collisions. .
[0007]
In carrying out the present invention, it is preferable that the winding means release the restraint of the occupant when the dangerous state is avoided.
[0008]
If comprised in this way, when a dangerous state is avoided, the passenger | crew's restraint which became unnecessary can be cancelled | released rapidly.
[0010]
The dangerous state detection means may include at least a collision prediction device.
[0011]
If comprised in this way, it will become possible to operate a winding means before a collision, and a passenger | crew's initial restraint will become more reliable.
The dangerous state detection means preferably includes at least a vehicle behavior detection device.
[0012]
If comprised in this way, it will become possible to operate a winding means before a collision, and a passenger | crew's initial restraint will become more reliable.
[0013]
Moreover, it is preferable that the dangerous state detection means includes at least a slip detection device.
[0014]
If comprised in this way, since it will be possible to detect that the vehicle is in a slip state, the winding means is actuated before the collision to make the initial restraint of the occupant more reliable.
[0015]
The dangerous state detection means preferably includes at least an acceleration / deceleration detection device.
[0016]
If comprised in this way, it will become possible to carry out initial restraint reliably at the time of sudden deceleration of a vehicle, and sudden acceleration.
Further, it is good that the dangerous state detection means includes at least a sitting state detection device.
If comprised in this way, since it turns out that a passenger is not in a regular seating position, it becomes possible to restrain a passenger in a regular seating position.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings. In the drawings, the size, shape, and arrangement relationship of each component are shown only schematically to the extent that the present invention can be understood, and the numerical conditions described below are merely examples. Please understand that.
[0018]
An embodiment of the retractor according to the first invention will be described.
FIG. 1 is an exploded perspective view showing an embodiment of a retractor according to the first invention.
FIG. 2 is a diagram showing the engagement relationship of the gear of the retractor of the present embodiment. In FIG. 1, the explosive pretensioner mechanism is omitted from the drawing.
[0019]
Hereinafter, the configuration of the retractor according to the present embodiment will be described with reference to FIGS. This retractor 200 is comprised from the component as shown below.
(1) Retainer 20
(2) DC motor 21 mounted integrally with retainer 20
(3) Motor gear 22 provided integrally with the motor shaft of DC motor 21
(4) A first gear 23 supported by a projecting piece provided on the retainer 20 and engaged with the motor gear 22 (specifically, the first gear 23 is an integral two-stage gear (a large gear 23a and a small gear). 23b), the motor gear 22 engages with the large gear 23a)
(5) A second gear 24 (specifically, the second gear 24, specifically, which is pivotally supported by a projecting piece provided on the retainer 20 and engages with the first gear 23 (specifically, the small gear 23b). Step gear (consisting of a large gear 24a and a small gear 24b), and the small gear 23b engages with the large gear 24a)
(6) A third gear 25 (specifically, the third gear 25, which is engaged with the second gear 24 (specifically, the small gear 24b) is composed of an integral two-stage gear (a large gear 25a and a small gear 25b). The small gear 24b engages with the large gear 25a)
(7) Three planetary gears 26 that engage with the third gear 25 (specifically, the small gear 25b)
(8) An internal gear 27 that engages with the three planetary gears 26 on the inner teeth 27a formed inside.
(9) External teeth 27b formed on the outer peripheral surface of the internal gear 27
(10) A locking piece 30 that engages with the external tooth 27b and locks the clockwise rotation of the internal gear 27.
(11) Lever 31 formed of a spring that supports the locking piece 30 at one end
(12) Ring member 32 having the other end of lever 31 formed in a curl shape
(13) A convex annular member 33 around which the ring member 32 is wound (the annular member 33 is formed integrally with the first gear 23 at the same rotation center).
(14) A friction piece 34 that is provided on the peripheral edge of the top surface of the annular member 33 and presses the ring member 32 to give a frictional force.
(15) Carrier 35 for placing three planetary gears 26
(16) Three pins 36 fixed to the carrier 35 by rotatably supporting the three planetary gears 26 on the carrier 35
(17) Deceleration plate 37 inserted between three pins 36 and three planetary gears 26 in a swingable manner
(18) The tip end portion 38a is passed through the rotation center hole of the carrier 35 and is integrally fitted at the root portion of the tip end portion 38a, and the tip end portion 38a is slidably inserted into the rotation center hole of the third gear. Spool 38
(19) Webbing W for constraining the body, one end of which is fixed to spool 38 (arrow A is the pulling direction of webbing W, arrow B is the pulling direction of webbing W)
(20) Cover 39 covering the entire gear group
(21) A plurality of screws 40 for attaching the cover 39 to the retainer 20
(22) A control circuit (not shown) that controls connection of the DC motor 21 to a short circuit or a non-short circuit and controls the rotation of the rotating shaft of the DC motor 21 in the clockwise or counterclockwise direction.
Hereinafter, the operation of the retainer of the present invention will be described using the above-described components.
3A and 3B are diagrams showing the operation of this embodiment, where FIG. 3A shows a state where the motor rotates in the clockwise direction (CW direction), and FIG. 3B shows the state where the motor rotates counterclockwise ( It is a figure which shows the state in the case of rotating in a (CCW direction).
In the retractor 200, the locking piece 30 is separated from the external teeth 27b as shown in FIG. 2 and FIG. 3 (B) during normal times (other than emergency such as sudden braking or collision). Since the null gear 27 is not restrained, the rotational force of the carrier 35 is not transmitted to the third gear due to the characteristics of the planetary gear. Therefore, the rotational force of the spool 38 that is integrally fitted to the carrier 35 is not transmitted to the rotational shaft of the DC motor 21 that engages with the third gear.
[0020]
Next, in case of emergency such as sudden braking or collision, the webbing W is wound up prior to the pretensioner mechanism (explosive pretensioner mechanism) by an output signal from an ASB (anti-skid brake) mechanism (not shown) or a collision prediction device (not shown). Then, the mechanism for increasing the tension is actuated to rotate the rotating shaft of the DC motor 21 in the clockwise direction (arrow direction) as shown in FIG. Then, the clockwise rotational force of the motor gear 22 is transmitted to the first gear 23 as the counterclockwise (arrow direction) rotational force, and the locking piece 30 engages with the external teeth 27b of the internal gear 27 to internalize. The rotation of the gear 27 in the clockwise direction (arrow direction) is locked. As a result, the rotational force of the third gear 25 can be transmitted to the carrier 35 with which the spool 38 is integrally fitted. Further, the rotational force of the first gear 23 is transmitted to the second gear 24 as a rotational force in the clockwise direction (arrow direction), and the rotational force in the counterclockwise direction (arrow direction) is transmitted to the third gear 25. Accordingly, the counterclockwise rotation of the third gear 25 causes the small gear 25b integrated with the third gear 25 to rotate counterclockwise, and the rotational force in the clockwise direction (arrow direction) is applied to each of the three planetary gears 26. To communicate. The three planetary gears 26 rotate counterclockwise (arrow direction) like a planet around the small gear 25b while engaging with the internal teeth 27a of the internal gear 27 whose rotation is restricted by the locking piece 30. The carrier 35 supporting the three planetary gears 26 is rotated counterclockwise (arrow direction). Therefore, the spool 38 fitted to the carrier 35 rotates counterclockwise and winds the webbing W (in the direction of arrow B). Therefore, the clockwise rotational force of the DC motor 21 is transmitted as a rotational force for winding the webbing W.
[0021]
Next, an impact force is transmitted to the vehicle body due to the collision, and an impact detection signal is output from an acceleration sensor (not shown) or a crash sensor (not shown), an unillustrated explosive pretensioner mechanism is activated, and the webbing W is drawn into the retractor 200. This ensures the initial restraint of the passenger.
Next, the webbing W is pulled out by the inertial force in the forward direction of the occupant (arrow A in FIG. 3A). At this time, as shown in FIG. 3A, since the locking piece 30 is in a state of locking the external teeth 27b, the force with which the webbing W is pulled out from the spool 38 is counterclockwise to the rotating shaft of the DC motor 21. Rotational force is transmitted in the direction (opposite to the arrow). If the DC motor 21 is in an energized state or a short-circuited state, a counter electromotive force is generated by the rotation of the rotating shaft, and a rotational drag force that prevents the rotation is generated. In the first invention, this rotational drag is to be actively used for the lock mechanism and the EA mechanism.
[0022]
Hereinafter, the characteristics of the rotational drag will be described with reference to the drawings.
FIG. 4 shows the rotational resistance F [Nm] (unit: Newton meter) and time of the short-circuited DC motor from the time when the vehicle on which the occupant boarded collided with the wall (0 point in the figure) until the vehicle completely crashed. It is a graph which shows the relationship with T [sec] (a unit is second), Comprising: The graph according to weight (Light, Middle, Heavy) is shown.
FIG. 5 shows the rotation resistance F [Nm] (unit: Newton meter) and time of the short-circuited DC motor from the time when the vehicle on which the occupant boarded collided with the wall (0 point in the figure) until the vehicle completely crashed. It is a graph which shows the relationship with T [sec] (unit is second), Comprising: The graph according to collision speed (Low Speed, Middle Speed, High Speed) is shown, respectively.
[0023]
As shown in FIG. 4, the lighter the weight, the lower the rising slope of the curve (solid graph on the drawing), and the heavier the weight, the higher the rising slope of the curve (two-dot chain graph on the drawing) It can be seen that when the body weight is medium, the rising slope of the curve is an intermediate slope between the light weight and the heavy weight. In addition, the slope of falling falls gently regardless of the weight difference. From this result, if the rotational drag is used for the EA mechanism, the EA load increases relatively gently for a passenger with a light weight, so that the total load applied to the body becomes relatively small. On the other hand, since the EA load increases relatively steeply for a heavy passenger, the total load applied to the body is relatively large. The EA load decreasing gradient falls gently regardless of the weight difference, enabling soft landing.
[0024]
Further, as shown in FIG. 5, the faster the collision speed when colliding with the wall of the vehicle, the higher the load limit value (EA weighting limit value) of the rotational drag F (the two-dot chain line graph on the drawing) The slower the collision speed, the lower the load limit value of the rotational drag F (solid line graph on the drawing). That is, since the load limit value increases or decreases depending on whether the collision speed is fast or slow, an ideal occupant restraint capability can be exhibited.
[0025]
In a conventional mechanical EA mechanism, for example, a torsion bar, the rising slope of the EA weight is constant and the load limit value is also constant regardless of the weight difference or the collision speed difference.
The load limit value can be arbitrarily set by various methods as follows. For example, by changing the gear ratio for transmitting the rotation of the spool 38 to the DC motor 21, it is possible to arbitrarily set the load limit value, rising gradient, and falling gradient of the rotational drag F. If the DC motor 21 is energized or short-circuited via a resistor, the load limit value, rising slope, and falling slope of the rotational drag can be arbitrarily adjusted by changing the resistance value. For example, the higher the resistance value, the lower the load limit value, the gentler the rising slope and the steeper the falling slope. In this case, it is also possible to connect resistors having different resistance values so as to be selectable on the circuit, and to automatically connect to the optimum resistor depending on the severity. This makes it possible to expect more ideal restraint performance.
[0026]
In addition to connecting the resistance value, if a fuse is connected, the EA mechanism is canceled when the predetermined current value is exceeded, and the EA load can be lowered.
Further, if a weak rotational force (in the direction of the arrow in FIG. 3A) is applied so that the webbing W is drawn into the rotating shaft of the DC motor 21 by energization, a positive motor assist load can be applied to the rotational drag. On the contrary, if a weak rotational force (in the direction opposite to the arrow in FIG. 3A) is applied to the rotating shaft of the DC motor 21 so as to pull out the webbing W, a negative motor assist load may be applied to the rotational drag. it can. Also, the load limit value, rising slope, and falling slope can be adjusted by replacing motors with different outputs. As another method for adjusting the load limit value, the rising slope, and the falling slope, a pulse-shaped rectangular wave is created by arbitrarily changing the time t1 and the non-short-circuited t2 for short-circuiting the DC motor 21, respectively. By controlling the short circuit / non-short circuit of the DC motor 21 with the rectangular wave, the load limit value, rising gradient, and falling gradient of the rotational drag can be arbitrarily set. For example, as t1 is made longer than t2, the load limit value is higher, the rising slope becomes steeper, and the falling slope becomes gentler. Further, the load limit value becomes lower as t2 becomes longer than t1, the rising slope becomes gentle, and the falling slope becomes steeper.
[0027]
Note that the timing for starting the EA mechanism can be performed by an ECU that instructs ignition of the airbag, or can be performed by an ECU for a pretensioner.
Further, it is preferable to adjust the load limit value, the rising gradient, and the falling gradient appropriately by looking at the drawing characteristics of the webbing W in an experiment using an actual vehicle using a dummy. In addition, if a rotating shaft provided with a magnet is provided in the copper pipe instead of the DC motor 21, it is not necessary to short-circuit, so that the EA mechanism can be provided with an inexpensive and simple structure.
[0028]
In addition, it is more effective to use these EA mechanisms in combination with various preten mechanisms such as buckle pretense.
In addition, a vehicle sensor can be incorporated into the retractor and used as an EA switch.
Further, even with a retractor such as the embodiment shown in FIG. 1 described above, it is also possible to add a method of using the rotational drag force of the short-circuited motor as the EA mechanism by applying the first invention.
[0029]
Next, an embodiment of the retractor according to the second invention will be described.
The retractor 400 according to the present embodiment applies the EA mechanism according to the first invention that has been described so far to the motor retractor 400, and performs multiple collisions, that is, the second collision after the first collision. A novel motor retractor 400 capable of coping with collision accidents that occur continuously as if it occurs, and in particular, its control system will be described below.
[0030]
FIG. 6 is a diagram conceptually showing the control system of the motor retractor 400 according to the second invention.
Moreover, FIG. 7 is a figure which shows the flow of this control system.
Moreover, FIG. 8 is a figure which shows the operation | movement state in time series in the case of restraining a passenger with the motor retractor using this control system.
[0031]
As shown in FIG. 6, the present control system determines the state of the passenger and the vehicle based on a sensor 500 for detecting various passengers and the state of the vehicle, and signals sent from the sensor 500, and for safety reasons. The control circuit 520 outputs a control signal necessary for causing the motor retractor 401 to perform an appropriate operation to the motor 402, the emergency lock function driven by receiving the control signal from the control circuit 520, and the control circuit 520 A motor retractor 401 having a motor 402 having a pretensioner function driven by receiving a control signal and an EA function driven by receiving a control signal from the control circuit; a shoulder belt 403 mainly restraining the chest from the shoulder; The belt tension of the lap belt 404 and the shoulder belt 403 mainly restraining the waist are measured. A belt tension sensor 501a, a belt tension sensor 501b that measures the belt tension of the lap belt 404, a shoulder anchor 407 that slidably supports the shoulder belt 403, a lap anchor 408 that supports one end of the lap belt 404, and a lap belt A seat belt device 400 including a buckle 409 that slidably supports 404, and a seat seat 410 on which a passenger sits.
[0032]
The sensor 500 includes, for example, belt tension sensors 501a and 501b that detect the tension (tension) of the shoulder belt 403 and the lap belt 404, and an inter-vehicle distance sensor 502 that measures a relative distance between the own vehicle and another vehicle. A physique detection sensor 503 for detecting the physique of the passenger, a weight detection sensor 504 for detecting the weight of the occupant, a sitting state detection sensor 505 for detecting the sitting state of the occupant sitting on the seat, and running A slip detection sensor 506 for detecting a slip state of a tire of the vehicle in the vehicle, a vehicle speed detection sensor 507 for detecting the speed of the running vehicle, and an acceleration / deceleration detection sensor for detecting acceleration and deceleration of the running vehicle 508 and the behavior of the running vehicle, eg vehicle spin, drift, rollover Such a vehicle behavior detection sensor 509 for detecting a includes a crash sensor 510 for detecting a collision state, the. The control circuit 520 receives various signals output from these sensors 500, diagnoses the situation of the passenger and the vehicle by comparing them with a reference value stored in advance in a storage device (not shown), and based on the diagnosis result. Then, a control signal is output to the motor 402. Depending on the behavior of the motor 402 in accordance with the control signal, the motor retractor 401 operates with an emergency lock function, a pretensioner function, and an EA function, respectively.
[0033]
Here, the EA function is constituted by various methods as already described in the embodiment of the first invention. The description of these configurations will not be repeated here to avoid duplication. In addition, the pretensioner function refers to a dangerous situation from the control circuit 520 when the control circuit 520 diagnoses that the passenger and the vehicle are in a dangerous situation from the situation of the passenger and the vehicle sent from the various sensors described above. This is a function that outputs a signal to tell and removes the slack of the belt by, for example, winding the belt prior to a collision or the like, thereby reliably restraining the passenger. Here, the dangerous situation indicates a situation where there is a possibility of a collision, or a situation where the driver cannot control the vehicle due to the vehicle slipping or the like.
Even after the collision, it is possible to restrain the passenger by advancing the timing of outputting a signal for winding the belt from the control circuit 520.
[0034]
The emergency lock function indicates a lock mechanism that operates when the control circuit 520 receives output signals from the various sensors 500 and is diagnosed as being in a dangerous state. Specifically, a lock mechanism that applies rotational torque to the motor rotation shaft to prevent the belt from being pulled out or a short-circuited motor generates a rotational drag that prevents the motor rotation shaft from rotating, thereby preventing the belt from being pulled out. A locking mechanism is used.
[0035]
Next, the operation of the control system of the present invention will be described with reference to FIGS. As shown in FIG. 7, first, when the possibility that the vehicle will collide is high, signals are output from the various sensors 500 to the control circuit 520 (S1). In response to the output signals from the various sensors 500, the control circuit 520 compares the reference values stored in advance with each other and sends a predetermined drive signal to the motor 402 of the motor retractor 401 based on the comparison result. A driving signal is sent to perform the operation of removing slack by tightening and the operation of strongly pulling and fixing the occupant to the seat (S2). By this pretensioner operation, the occupant is firmly fixed to the seat 410 and initial restraint is secured (S3, FIG. 8A).
[0036]
In the next step S4, if “no collision has occurred” (no: no), the process moves to step S10. If the dangerous state is not avoided (no: no), the process returns to step S4 again. If the dangerous state is avoided (yes: yes), the motor type seat belt retractor 401 is driven to release the belt winding force after winding the belt slightly strongly. This operation is performed at least once. By this operation, the end lock of the belts 403 and 404 (the state where the belt is not released from the locked state in the lock mechanism) can be released. Thus, the passenger is released from the belt restraint (S11). This operation is called end-lock release driving.
[0037]
If “a collision has occurred” (yes: yes) in step S4, the process moves to step S5. Here, the belts 403 and 404 are not pulled out of the motor type seat belt retractor 401 due to the force of the passenger trying to jump forward, but at this time, the rotating shaft of the short-circuited motor 402 as described in the first invention is used. Rotation force generated by the rotation of the belt is used as the EA mechanism, and the rotation force generated by applying a rotational torque in the opposite rotation direction to the rotation axis in the direction in which the belt is pulled out is used as the EA mechanism. The EA mechanism is operated using the technique (S5, FIG. 8 (B)). By operating the EA mechanism, the passenger moves forward while maintaining a predetermined upper limit value (load upper limit value) of the load received from the belts 403 and 404. Thus, the belt tension acting on the occupant gradually decreases with time, so that the impact applied to the occupant is absorbed, and the occupant can perform soft landing (S6, FIG. 8B). When the impact force applied to the occupant disappears, the seat is retracted again by the motor type seat belt retractor 401 (S7, FIG. 8C). As a result, the passenger is pulled back and returned to the seating position (S8, FIG. 8C). Thus, the passenger is again restrained by the seat (S9, FIG. 8C).
[0038]
Next, in step S10, if the dangerous state is avoided (yes: yes), the motor type seat belt retractor 401 drives the above-described end lock release to release the passenger from the belt restraint (S11). ).
If the dangerous state is not avoided after the first collision in step S10 (no in S10) and the second collision occurs (yes in S4), the belt 403 is caused by the force of the passenger trying to jump forward. , 404 are withdrawn from the motor type seat belt retractor 401. At this time, the belt tension sensors 501 a and 401 detect an increase in belt tension and output a signal to the control circuit 502. When this signal exceeds the threshold value, the rotation shaft is moved in the direction in which the rotational drag generated by the rotation of the rotation shaft of the short-circuited motor 402 as described in the first invention is used as the EA mechanism or the belt is pulled out. The EA mechanism is actuated by using a method in which a rotational drag generated by appropriately applying a rotational torque in the opposite rotational direction to the rotational direction is used as the EA mechanism (S5, FIG. 8B). By operating the EA mechanism, the passenger moves forward while maintaining a predetermined upper limit value (load upper limit value) of the load received from the belts 403 and 404. Thus, the impact applied to the passenger is absorbed and the passenger can perform a soft landing (S6, FIG. 8B). When the impact force applied to the occupant disappears, the belt tension decreases, and the signals from the belt tension sensors 501a and 401 fall below the threshold value. The belts 403 and 404 drawn with the signal falling below the threshold as a trigger are wound again by the motor type seat belt retractor 401 (S7, FIG. 8C). As a result, the passenger is pulled back and returned to the seating position (S8, FIG. 8C). In this way, the passenger is again restrained by the seat (S9).
[0039]
Next, in step S10, after the second collision, if the dangerous state is not avoided (no in S10), the process returns to step S4. In addition, if the dangerous state is avoided after the second collision (yes in S10), the occupant is released (S11).
Even if it is determined that the vehicle has been avoided from the dangerous state (yes in S10), even if the second and subsequent collisions occur, the same passenger restraint can be performed starting from step S1.
[0040]
If such a control system is used, a series of operations from step S1 to step S11 will continue to work as long as the collision continues, providing an extremely effective means for safely protecting the passenger from multiple collisions.
Although details are not mentioned, the physique detection sensor 503 and the weight detection sensor 504 can be used when selecting an appropriate EA load according to the physique and weight of the passenger.
[0041]
In addition, the sitting state detection sensor 505 is used together with the physique detection sensor 503 and the weight detection sensor 504 to detect, for example, that the occupant is small and out of an appropriate position (so-called out-of-position). It can also be used when selecting a more appropriate EA load. More specifically, when the driver is out of position forward and is very close to the steering wheel, the driver can select an appropriate EA load so as not to collide with the steering wheel.
[0042]
Also, the slip detection sensor 506 and the vehicle behavior detection sensor 509 operate the pretensioner function early when the vehicle slips, spins, drifts, rolls over, etc. It can also be used when restraining.
The inter-vehicle distance sensor 502 and the vehicle speed detection sensor 507 predict the possibility of a vehicle-to-vehicle, vehicle-to-obstacle, or vehicle-to-person collision in advance, and activate the pretensioner function early. It can also be used.
[0043]
【The invention's effect】
As described above, since the motor type seat belt retractor according to the present invention is configured as described above, the webbing winding operation can be repeated many times each time a dangerous state is encountered. It is possible to reliably restrain the passenger even in the event of a collision.
[Brief description of the drawings]
FIG. 1 is an exploded perspective view showing an embodiment of a retractor according to the first invention.
FIG. 2 is a diagram showing a gear engagement relationship in the embodiment of the retractor according to the first invention.
FIG. 3 is a view showing the operation of the embodiment of the retractor according to the first invention, wherein (A) is a view showing a state where the motor rotates in the clockwise direction (CW direction); ) Is a diagram showing a state where the motor rotates counterclockwise (CCW direction).
[Fig. 4] Short-circuit DC motor rotational drag F [Nm] (unit: Newton meter) and time from the time when the vehicle on which the occupant boarded hits the wall (0 point in the figure) until the vehicle crashes completely It is a graph which shows the relationship with T [sec] (a unit is second), Comprising: The graph according to weight (Light, Middle, Heavy) is shown.
FIG. 5 shows the rotational resistance F [Nm] (unit: Newton meter) and time of the short-circuited DC motor from the time when the vehicle on which the occupant boarded collided with the wall (0 point in the figure) until the vehicle completely crashed. It is a graph which shows the relationship with T [sec] (unit is second), Comprising: The graph according to collision speed (Low Speed, Middle Speed, High Speed) is shown, respectively.
FIG. 6 is a view conceptually showing a motor retractor control system according to a second invention.
FIG. 7 is a diagram showing a flow of this control system.
FIG. 8 is a diagram showing, in chronological order, operation states when a passenger is restrained by a motor retractor using this control system.
[Explanation of symbols]
20: Retainer, 21: DC motor, 22: Motor gear, 23: First gear, 24: Second gear, 25: Third gear, 26: Planetary gear, 27: Internal gear, 27a: Internal teeth, 27b: External teeth, 30: locking piece, 31: lever, 32: ring member, 33: annular member, 34: friction member, 35: carrier, 36: pin, 37: reduction plate, 38: spool, 23a, 24a, 25a : Large gear, 23b, 24b, 25b: small gear, 200: retractor, 400: seat belt device, 401: motor retractor, 402: motor, 403: shoulder belt, 404: lap belt, 407: shoulder anchor, 408: Lap anchor, 409: Buckle, 410: Seat seat, 500: Sensor, 501, 501a, 501b: Belt Tension sensor, 502: inter-vehicle distance sensor, 503: physique detection sensor, 504: weight detection sensor, 505: seating state detection sensor, 506: slip detection sensor, 507: vehicle speed detection sensor, 508: acceleration / deceleration detection sensor, 509 : Vehicle behavior detection sensor, 510: crash sensor, 520: control circuit,

Claims (7)

In the motor type seat belt retractor provided with a winding means for receiving a signal telling the dangerous state from the dangerous state detection means and winding the webbing before the collision occurs to restrain the occupant,
The winding means can be repeatedly operated every time a signal indicating a dangerous state is received from the dangerous state detecting means, and when a signal indicating the dangerous state is not output from the dangerous state detecting means for a predetermined time, Motor type seat belt retractor characterized by releasing restraint . Said winding means, motorized seat belt retractor according to claim 1, characterized that you cancel the restraint of the occupant when an unsafe condition is avoided. The motor-type seat belt retractor according to claim 1 or 2 , wherein the dangerous state detection means includes at least a collision prediction device . The motor-type seat belt retractor according to any one of claims 1 to 3, wherein the dangerous state detection means includes at least a vehicle behavior detection device. The motor-type seat belt retractor according to any one of claims 1 to 4, wherein the dangerous state detection means includes at least a slip detection device. The motor-type seat belt retractor according to any one of claims 1 to 5, wherein the dangerous state detection means includes at least an acceleration / deceleration detection device. The motor-type seat belt retractor according to any one of claims 1 to 6, wherein the dangerous state detection means includes at least a seating state detection device.

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