JP5542106B2 - Crew protection device - Google Patents

Description

  The present invention relates to an occupant protection device that restrains an occupant seated on a seat by webbing.

  As an occupant protection device mounted on a vehicle, an obstacle detection device such as a millimeter wave radar detects an obstacle ahead of the vehicle, and when a collision with an obstacle ahead is predicted, the webbing of the seat belt device is motorized. It is known that pulls in and increases occupant restraint force by webbing.

  Also, in this type of occupant protection device, if the automatic pull-in of the webbing frequently operates while the occupant is driving, it may cause discomfort to the occupant. In order to increase the operating threshold of the motor, a device has been devised (for example, see Patent Document 1).

JP 2008-114764 A

In the conventional occupant protection device, when an occupant's intention to operate such as a steering operation is detected, it is difficult to automatically pull in the webbing by increasing the motor operating threshold. The seat belt device is controlled in the same manner on the driver's seat side and the passenger seat side.
However, in reality, even when the same steering operation is performed, the degree of risk predicted by the left and right positions of the obstacles and the steering direction of the steering is different between the driver seat side and the passenger seat side.
For this reason, in the conventional occupant protection device, the pull-in of the webbing of the seat belt device on the driver's seat side and the passenger's seat side cannot be controlled according to the degree of danger, and depending on the situation, the driver's seat side and the passenger seat side On the other hand, there is a concern that the seat belt device becomes over-constrained and gives passengers discomfort.

  Therefore, the present invention can control the pull-in of the webbing of the seat belt device on the driver side and the passenger side according to the degree of danger, and further improve the safety while suppressing the discomfort of the occupant due to over restraint. It is an object of the present invention to provide an occupant protection device that can be designed.

The seat belt device according to the present invention employs the following configuration in order to solve the above problems.
The invention according to claim 1 is an obstacle detection means (for example, the millimeter wave radar 46 of the embodiment) that detects obstacles in the front front area and the front left and right areas of the host vehicle, and steering that detects the steering direction of the vehicle. Seat belt devices (for example, the seat of the embodiment) on the driver's side and the passenger's side having the direction detection means (for example, the steering angle sensor 47 of the embodiment) and the webbing operation actuator (for example, the motor 10 of the embodiment). Belt devices 1A and 1B) and control means (for example, the controller 21 and the integrated controller 45 in the embodiment) for controlling the actuators of the respective seat belt devices. An obstacle is detected in any one of the left and right front areas of the host vehicle, and the detected area and the steering detected by the steering direction detecting means. When the direction coincides, the actuator is driven so that the webbing tension of the seat belt device of the seat where the obstacle is detected is higher than the webbing tension of the seat belt device of the opposite seat It is characterized by this.
As a result, in a situation where the host vehicle is steered so as to approach the obstacle, the seat belt device closer to the obstacle on the driver's seat side and the passenger seat side has higher webbing tension than the seat belt device on the opposite side. Will increase.

According to a second aspect of the present invention, in the occupant protection device according to the first aspect, the control means detects the obstacle in any one of the front left and right sides of the host vehicle by the obstacle detection means, and the detection thereof. If the steering direction detected by the steering direction detection means does not coincide with at least the actuator of the seat belt device on the seat opposite to the side where the obstacle is detected, Only when the webbing is pulled out by the operation, the drawer is driven to return.
Thus, in a situation where the host vehicle is steered away from the obstacle, at least in the seat belt device on the side far from the obstacle, the drawer is returned only when the webbing is pulled out by the upper body movement of the occupant. Thus, the actuator is driven.

According to a third aspect of the present invention, in the occupant protection device according to the first or second aspect, the control means operates when the obstacle is detected in the front front area of the host vehicle by the obstacle detection means. The actuators of the seat belt devices on the seat side and the passenger seat side are driven so that the webbing tensions of both are the same.
Thereby, in the situation where the host vehicle approaches the obstacle from the front, the seat belt devices on the driver's seat side and the passenger seat side similarly increase the tension of the webbing.

  According to the first aspect of the present invention, in a situation where the host vehicle is steered so as to approach the obstacle, the seat belt device of the seat approaching the obstacle has higher webbing tension than the seat belt device of the opposite seat. Since the control is performed so as to increase, the webbing of the seat belt devices on the driver's seat side and the passenger seat side is appropriately performed according to the degree of danger. Therefore, safety can be further improved while suppressing discomfort of the occupant due to excessive restraint.

  According to the second aspect of the present invention, in a situation where the host vehicle is steered away from the obstacle, at least the actuator of the seatbelt device on the side far from the obstacle, the webbing is caused by the upper body movement of the occupant. Since it is driven to return the drawer only when it is pulled out, it is possible to further suppress occupant over-restraint by the actuator.

  According to the invention of claim 3, when the host vehicle approaches the obstacle from the front, the seat belt devices on the driver side and the passenger seat side similarly increase the tension of the webbing. Side safety can be increased as well.

1 is a schematic configuration diagram of one seat belt device of an occupant protection device according to an embodiment of the present invention. It is a schematic block diagram of the passenger | crew protection apparatus of the embodiment. It is a bird's-eye view on the curved road of the vehicle which employ | adopted the passenger | crew protection device of the embodiment. It is a top view of the vehicle which employ | adopted the passenger | crew protection device of the embodiment. It is a flowchart which shows the flow of control of the passenger | crew protection apparatus of the embodiment.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a schematic configuration diagram of the seat belt devices 1A and 1B on the driver seat side and the passenger seat side of the vehicle, and FIG. 2 is an overall schematic configuration diagram of the occupant protection device 100.
The driver seat side and passenger seat side seat belt devices 1A and 1B have the same basic configuration. As shown in FIG. 1, the seat belts 1 </ b> A and 1 </ b> B are so-called three-point seat belt devices, and a webbing 5 is drawn upward from a retractor 4 attached to a center pillar (not shown), and the webbing 5 is an upper part of the center pillar. The front end of the webbing 5 is fixed to the vehicle body floor via an outer anchor 7 closer to the outside of the passenger compartment of the seat 2. A tongue plate 8 is inserted between the through anchor 6 and the outer anchor 7 of the webbing 5, and the tongue plate 8 can be attached to and detached from the buckle 9 fixed to the vehicle body floor of the seat 2 on the inner side of the vehicle body. It has become.
The webbing 5 is wound around the retractor 4 in the initial state, and the occupant 3 pulls it out by hand to fix the tongue plate 8 to the buckle 9, thereby restraining the chest and abdomen mainly of the occupant 3 with respect to the seat 2. To do. The seat belt devices 1A and 1B are electrically operated as an actuator when a collision with an obstacle is predicted, when the webbing 5 is loosened, and when the webbing 5 is wound and stored in the retractor 4. The webbing 5 is taken up by the motor 10.

As shown in FIG. 2, the retractor 4 has a webbing 5 wound around a belt reel 12 rotatably supported by a casing (not shown), and a shaft of the belt reel 12 projects from one end side of the casing. . The shaft of the belt reel 12 is connected to the rotating shaft 10 a of the motor 10 via a power transmission mechanism 13 so as to be interlocked. The power transmission mechanism 13 decelerates the rotation of the motor 10 and transmits it to the belt reel 12. Further, the retractor 4 is provided with a winding spring 50 that urges the belt reel 12 in the webbing winding direction. When the belt reel 12 and the motor 10 are separated by the clutch 20, the webbing winding by the winding spring 50 is performed. A biasing force in the take-off direction is applied to the belt reel 12.
Note that the clutch 20 puts the power transmission mechanism 13 in the connected state when the rotational torque in the forward direction of the motor 10 is input, and puts the power transmission mechanism 13 in the disconnected state when the rotational torque in the reverse direction of the motor 10 is input. To do.

The retractor 4 is provided with a rotation sensor 11 that detects the rotational position of the belt reel 12. The rotation sensor 11 includes, for example, a magnetic disk in which different magnetic poles are alternately magnetized along the circumferential direction and rotates integrally with the belt reel 12, and a pair disposed in the vicinity of the outer peripheral edge of the magnetic disk. And a sensor circuit for processing a detection signal of the Hall element, and a pulse signal processed by the sensor circuit is output to the controller 21.
In this case, the pulse signal input from the sensor circuit to the controller 21 according to the rotation of the belt reel 12 is used to detect the rotation amount, rotation speed, rotation direction, and the like of the belt reel 12. That is, the controller 21 detects the amount of rotation of the belt reel 12 (the amount of winding / drawing of the webbing 5) by counting the pulse signal, and calculates the change speed (frequency) of the pulse signal to calculate the belt reel 12. , And the rotation direction of the belt reel 12 is detected by comparing the rising edges of the waveforms of both pulse signals.

  By the way, each controller 21 of the seat belt devices 1A and 1B on the driver's seat side and the passenger seat side receives a command from the integrated controller 45 and controls each motor 10 based on the command. Therefore, in this embodiment, each controller 10 and the integrated controller 45 constitute a control means for controlling the motor 10 (actuator).

  On the input side of each controller 21, as shown in FIG. 2, in addition to the rotation sensor 11, a buckle switch 39 that detects the engagement state of the tongue plate 8 and the buckle 9 (the removal state of the webbing 5), and the motor 10 A current sensor 40 for detecting the energized current is connected, a longitudinal acceleration sensor 41 for detecting the longitudinal acceleration of the vehicle, a lateral acceleration sensor 42 for detecting the lateral acceleration of the vehicle, and the yaw direction of the vehicle. Sensors for detecting a vehicle state such as a yaw rate sensor 43 that detects angular acceleration and a vehicle speed sensor 44 that detects the traveling speed of the vehicle are connected.

FIG. 3 is a diagram showing the behavior of the host vehicle C and the opposing vehicle Ob traveling along the curved road 35 together with the operation of the steering 36 of the host vehicle C. The host vehicle C of this embodiment is a right-hand drive vehicle in which the steering 36 is installed in front of the right seat.
On the input side of the integrated controller 45, as shown in FIG. 2, a millimeter wave radar 45 (obstacle detection means) for detecting an obstacle ahead of the host vehicle C, and steering 36 by the driver (see FIG. 3). And a steering angle sensor 47 for detecting a steering angle. 3, when the millimeter wave radar 45 detects an obstacle such as the oncoming vehicle Ob in front of the host vehicle C, the integrated controller 45 is based on the obstacle detection area and the steering direction of the host vehicle C. A command for selecting the control mode of the motor 10 is issued to the controller 21 of each of the seat belt apparatuses 1A and 1B on the driver's seat side and the passenger seat side.

FIG. 4 is a top view of the host vehicle C showing the detection area of the millimeter wave radar 45.
As shown in the figure, the millimeter wave radar 45 can detect an obstacle in a predetermined angular range left and right with the front center in front of the host vehicle C as the center, but the detection accuracy is uniform in all regions. In the area a1 in the small front angle range (hereinafter referred to as “front front area a1”), the obstacle detection accuracy is high, and the remaining area a2 on the left side of the front front area a1 (hereinafter “ And the remaining area a3 on the right side of the front front area a1 (hereinafter referred to as “right area a3”) has a lower obstacle detection accuracy than the front front area a1. Become.

  The integrated controller 45 receives the steering angle signal of the steering 36 from the steering angle sensor 47, and based on the signal, determines whether the current steering direction of the host vehicle C is the right side, the left side, or the intermediate state. judge. Here, only when the steering 36 is steered to the right or left beyond the set angle, it is determined as “right steering” or “left steering”, and in an angle range that does not reach the set angle, it is determined as “intermediate state”.

In addition, the following (a) to (c) are prepared as control modes of the motor 10 in the controller 21 of each seat belt apparatus 1A, 1B.
(A) Normal pull-in control mode (b) Strong pull-in control mode (c) Holding control mode

In the normal pull-in control mode (a), the current of the motor 10 is controlled so as to pull the webbing 5 from the pull-out position of the webbing 5 to the predetermined target position during normal running and maintain the target position after the pull-in.
In the strong pull-in control mode (b), the current of the motor 10 is controlled so as to maintain the target position after the webbing 5 is pulled to the target position, as in the normal pull-in control mode. The target position is set so that the pull-in amount of the webbing 5 is increased compared to. Therefore, in the strong pull-in control mode, the tension of the webbing 5 that restrains the occupant is larger than that in the normal pull-in control mode.
In the holding control mode (c), the current of the motor 10 is controlled so that the webbing 5 is not pulled in from the pulled-out position of the webbing 5 during normal running and the initial pulled-out position is maintained. Therefore, in the holding control mode, the motor 10 is driven so as to return the webbing 5 only when the webbing 5 is pulled out by the upper body movement of the passenger.

  The control of the motor 10 by the controller 21 uses other sensors for detecting the vehicle state such as the longitudinal acceleration sensor 41, the lateral acceleration sensor 42, the yaw rate sensor 43, the vehicle speed sensor 44, etc. in addition to the above. In addition, there are a slack removal immediately after the webbing 5 is mounted, a storage operation after the webbing 5 is removed, and the like.

Hereinafter, an example of control when the millimeter wave radar 46 detects the oncoming vehicle Ob when the host vehicle C employing the occupant protection device 100 is traveling on the curved road 35 will be described based on the flowchart of FIG. 5. To do.
In step S101 of FIG. 5, it is determined whether or not the oncoming vehicle Ob is detected in the front front area a1 of the host vehicle C. If Yes, the process proceeds to step S102, and if No, the process proceeds to step S103.
In step S103, it is determined whether or not the oncoming vehicle Ob is detected in the right region a2 of the host vehicle C. If yes, the process proceeds to step S104, and if no, the process proceeds to step S105. In step S105, it is further determined whether or not an oncoming vehicle Ob has been detected in the left region a3 of the host vehicle C. If yes, the process proceeds to step S106, and if no, the process returns.

  When the oncoming vehicle Ob is detected in the front front area a1 of the host vehicle C and the process proceeds to step S102, the integrated controller 45 normally pulls in the seat belt devices 1A and 1B (controller 21) on the driver side and the passenger side. A command is issued to select the control mode, and the controllers 21 of both seat belt apparatuses 1A and 1B drive the motors 10 in the normal pull-in control mode.

When the oncoming vehicle Ob is detected in the right region a2 of the host vehicle C and the process proceeds to step S104, it is determined whether or not the host vehicle C is currently in the right steering state in step S104. The process proceeds to step S107, and in the case of No, the process proceeds to step S108.
When the process proceeds to step S108, the oncoming vehicle Ob is detected in the right area a2 of the own vehicle C, and at this time, the own vehicle C is steered in the opposite direction to the oncoming vehicle Ob. The possibility of a collision with the vehicle Ob is reduced. For this reason, in step S108, the integrated controller 45 issues a command to select the holding control mode to the seat belt devices 1A, 1B (controller 21) on the driver's seat side and the passenger seat side, and the both seat belt devices 1A, 1B. The controller 21 drives each motor 10 in the holding control mode.

Further, when the process proceeds to step S107 in the current right steering state, it is determined whether or not the controller 21 that executes the control is the seat belt device 1A on the driver's seat side. If YES, the process proceeds to step S109. In No, it progresses to Step S110.
In step S109, the integrated controller 45 issues a command to the driver's seat side seat belt apparatus 1A (controller 21) to select the strong pull-in mode. As a result, the controller 21 of the driver's seat side seat belt apparatus 1A causes the motor 10 to Is driven in the strong pull-in mode.
In step S110, the integrated controller 45 issues a command to the passenger seat side seat belt apparatus 1B (controller 21) to select the normal pull-in mode. As a result, the controller 21 of the passenger seat side seat belt apparatus 1B causes the motor 10 to Is driven in the normal pull-in mode.
In the situation where the oncoming vehicle Ob is detected in the right area a2 of the host vehicle C and the host vehicle C is steered in the right direction, the driver seat side is more dangerous than the passenger seat side. Therefore, the controller 21 of the passenger seat side seat belt apparatus 1B drives the motor 10 in the normal pull-in mode in step S110, whereas the controller 21 of the driver seat side seat belt apparatus 1A in step S109 The motor 10 is driven in the strong pull-in mode.

On the other hand, if the oncoming vehicle Ob is detected in the left region a3 of the host vehicle C and the process proceeds to step S106, it is determined in step S106 whether or not the host vehicle C is currently in the left steering state. In the case of No, the process proceeds to Step S111, and in the case of No, the process proceeds to Step S112.
When the process proceeds to step S112, the oncoming vehicle Ob is detected in the left area a3 of the own vehicle C, and the own vehicle C is steered in the opposite direction to the oncoming vehicle Ob at this time. The controller 45 issues a command to the seat belt devices 1A and 1B (controller 21) on the driver side and passenger side to select the holding control mode, and the controller 21 of both the seat belt devices 1A and 1B holds the motors 10. Drive in control mode.

If the host vehicle C is currently in the left steering state and proceeds to step S111, it is determined whether or not the controller 21 that executes the control is of the passenger seat side seat belt apparatus 1B. The process proceeds to S113, and in the case of No, the process proceeds to Step S114.
In step S113, the integrated controller 45 issues a command to the passenger seat side seat belt apparatus 1B (controller 21) to select the strong pull-in mode. As a result, the controller 21 of the passenger seat side seat belt apparatus 1B causes the motor 10 to Is driven in the strong pull-in mode.
In step S114, the integrated controller 45 issues a command to the seat belt device 1A (controller 21) on the driver's seat side to select the normal pull-in mode. As a result, the controller 21 of the seat belt device 1A on the driver seat side Is driven in the normal pull-in mode.
In a situation where the oncoming vehicle Ob is detected in the left area a3 of the host vehicle C and the host vehicle C is steered to the left, the controller 21 of the seat belt device 1B on the passenger seat side where the degree of danger increases increases. Is driven in the strong pull-in mode.

  As described above, in this occupant protection device 100, the detection area of an obstacle such as the oncoming vehicle Ob detected by the millimeter wave radar 46 coincides with the steering direction of the own vehicle C, and the own vehicle C becomes an obstacle. When the approaching situation is predicted, the motor 10 of the seat belt device 1A (1B) of the seat near the obstacle is driven in the strong pull-in mode, and the seat belt device 1B (1A) of the reverse seat is driven. Since the motor 10 is driven in the normal pull-in mode, the pull-in of the webbing 5 of the seat belt devices 1A and 1B on the driver's seat side and the passenger seat side can be appropriately performed according to the risk level when the vehicle travels. Therefore, by employing this occupant protection device 100, it is possible to further improve safety while suppressing occupant discomfort due to over-restraint.

In the occupant protection device 100 of this embodiment, the obstacle detection area detected by the millimeter wave radar 46 and the steering direction of the host vehicle C are reversed, and the situation in which the host vehicle C moves away from the obstacle is predicted. When this is done, since the motors 10 of the seat belt apparatuses 1A and 1B of both seats are driven in the holding control mode, it is possible to further suppress the occupant's over-restraint at the webbing 5 accompanying the driving of the motor 10.
In this embodiment, when the situation in which the host vehicle C moves away from the obstacle is predicted, the motors 10 of the seat belt apparatuses 1A and 1B in both seats are driven in the holding control mode. Only the motor 10 of the seat belt device 1B (1A) of the seat far from the object may be driven in the holding control mode.

  In the occupant protection device 100 of this embodiment, the obstacle detection area detected by the millimeter wave radar 46 is the front front area a1, and the situation where the host vehicle C approaches the obstacle from the front is predicted. Since both the motor 10 of the seat belt devices 1A and 1B on the driver seat side and the passenger seat side are driven in the normal pull-in mode, the safety on the driver seat side and the passenger seat side can be improved in the same manner.

  In addition, this invention is not limited to said embodiment, A various design change is possible in the range which does not deviate from the summary.

1A, 1B ... Seat belt device 10 ... Motor (actuator)
21 ... Controller (control means)
45. Integrated controller (control means)
46. Millimeter wave radar (obstacle detection means)
47. Steering angle sensor (steering direction detecting means)
100 ... Occupant protection device

Claims (3)

Obstacle detection means for detecting obstacles in the front front area and the front left and right areas of the host vehicle;
Steering direction detecting means for detecting the steering direction of the vehicle;
A seat belt device on the driver's side and on the passenger side having an actuator for webbing operation;
Control means for controlling the actuator of each seat belt device,
The control means detects the obstacle in one of the front left and right areas of the host vehicle by the obstacle detection means, and the detected area coincides with the steering direction detected by the steering direction detection means. The actuator is driven so that the webbing tension of the seat belt device of the seat on the side where the obstacle is detected is greater than the webbing tension of the seat belt device of the opposite side seat. Occupant protection device.   The control means detects the obstacle in one of the front left and right areas of the host vehicle by the obstacle detection means, and the detected area coincides with the steering direction detected by the steering direction detection means. If not, at least the actuator of the seat belt device on the side opposite to the side where the obstacle is detected is driven so as to return the webbing only when the webbing is pulled out by the upper body movement of the occupant. The occupant protection device according to claim 1.   When the obstacle is detected in the front front area of the host vehicle by the obstacle detection means, the control means controls the actuators of the seat belt devices on the driver's seat side and the passenger seat side, and the webbing tensions of both are the same. The occupant protection device according to claim 1, wherein the occupant protection device is driven so as to become.

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