WO2018084147A1 - Occupant detection method and occupant detection apparatus - Google Patents

Abstract

An ECU functioning as a surface pressure distribution detection unit detects the distribution of the surface pressure acting on the seating surface of a driver's seat in a vehicle. An ECU functioning as an automatic driving detection unit detects that the vehicle has entered an automatic driving state. Then, an ECU functioning as a seating posture detection unit detects the seating posture of a driver seated in the driver's seat in the automatic driving state, on the basis of the distribution of the surface pressure acting on the seating surface.

Description

Occupant detection method and occupant detection device

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

Patent Document 1 discloses an occupant detection device that detects an occupant seated on a vehicle seat based on a captured image acquired by a camera provided in a vehicle interior. Further, for example, Patent Document 2 discloses a configuration for detecting a driver's posture collapse based on a captured image acquired by a camera. In these Patent Documents 1 and 2, by using image analysis technology, for example, when the vehicle is in an automatic driving state, whether or not the driver's sitting posture is a posture for monitoring the automatic driving of the vehicle. Can be determined.

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

JP 2008-109301 A JP 2016-38793 A

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

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

An object of the present invention is to provide an occupant detection method and an occupant detection device that can detect an occupant's sitting posture that is characteristic of the arrangement of legs.

An occupant detection method that solves the above problems is to detect the distribution of surface pressure acting on the seating surface of the driver's seat, to detect that the vehicle has shifted to the automatic driving state, and to act on the seating surface. Preferably detecting a seating posture of the driver sitting in the driver seat in the automatic driving state based on a distribution of surface pressure.

An occupant detection method that solves the above problem is to detect the distribution of surface pressure acting on the seating surface of the seat and to determine the seating posture of the occupant seated on the seat based on the distribution of surface pressure acting on the seating surface. Detecting the seating posture includes detecting a first surface pressure concentration portion where the surface pressure is concentrated on the seating surface, and detecting the first surface pressure concentration. If the second surface pressure concentration portion that is independent of the first surface pressure concentration portion is detected at a position where the surface pressure is concentrated on the seating surface in front of the seat, the occupant is seated It is preferable to include determining that the user is in a sitting posture with both feet on the surface.

An occupant detection device that solves the above-described problem is a surface pressure distribution detector configured to detect a distribution of surface pressure acting on a seating surface of a driver's seat, and to detect that the vehicle has shifted to an automatic driving state. An automatic driving detector configured to detect the seating posture in the automatic driving state of the driver sitting on the driver seat based on the distribution of the surface pressure acting on the seating surface And an attitude detection unit.

Explanatory drawing which shows typically the driving posture of the driver | operator seated in the driver's seat of this vehicle, and this driver's seat. 1 is a schematic configuration diagram of an occupant detection device according to a first embodiment. FIG. 2 is an explanatory diagram schematically showing a driving monitoring posture of a driver sitting on the driver seat of FIG. 1. Explanatory drawing which shows typically the non-driving monitoring attitude | position (foot holding attitude | position) of the driver | operator who sits in the driver's seat of FIG. Explanatory drawing which shows typically the non-driving monitoring attitude | position (cross-legged attitude) of the driver | operator who sits in the driver's seat of FIG. The flowchart which shows the detection procedure of a seat load and a back load ratio, and the process sequence of a reference value setting. The flowchart which shows the driver | operator's seating attitude | position detection in 1st Embodiment, and the warning output processing procedure based on the detection result. Explanatory drawing which shows the relationship between transition of a seat load, and a driver | operator's seating attitude before and after a vehicle transfers to an automatic driving state. The flowchart which shows the process sequence of driving | operation monitoring attitude | position determination. The flowchart which shows the process sequence of non-driving monitoring attitude | position determination. The schematic block diagram of the passenger | crew detection apparatus in 2nd Embodiment. Explanatory drawing which shows the surface pressure distribution of the seating surface which the passenger | crew in a driving posture (normal seating posture) forms. Explanatory drawing which shows the surface pressure distribution of the seating surface which the passenger | crew in a non-driving monitoring posture (foot holding posture) forms. Explanatory drawing which shows the surface pressure distribution of the seating surface which the passenger | crew who exists in a non-driving monitoring posture (cross seat posture) forms. The graph which shows the relationship between the 3rd maximum surface pressure value for every position in the front-back direction in a seating surface, and a passenger | crew's sitting posture. 10 is a flowchart showing processing procedures for determining a threshold value used for first to third maximum surface pressure value detection and seating posture detection based on the surface pressure distribution of the seating surface. The flowchart which shows the driver | operator's seating attitude | position detection in 2nd Embodiment, and the warning output processing procedure based on the detection result. The flowchart which shows the process sequence of the seating attitude | position detection based on the surface pressure distribution of a seating surface. The flowchart which shows the process sequence of the seating attitude | position detection in another example. The flowchart which shows the process sequence of the passenger | crew physique detection in another example. The schematic block diagram of the passenger | crew detection apparatus in another example. The flowchart which shows the aspect of the seating attitude | position detection which the passenger | crew detection apparatus of FIG. 21 performs. The flowchart which shows the aspect of the threshold value correction | amendment of the rear load ratio according to a passenger | crew's seating position, and the seating surface area | region correction | amendment according to a passenger | crew's physique.

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

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

The vehicle floor 5 is provided with a pair of left and right lower rails 6 extending in the vehicle longitudinal direction. Further, each lower rail 6 is provided with an upper rail 7 that can be relatively moved on the lower rail 6 along its extending direction. The seat 1 is supported on a seat slide device 8 formed by the lower rail 6 and the upper rail 7.

As shown in FIGS. 1 and 2, a plurality of load sensors 10 are provided on the lower side of the seat 1. These load sensors 10 (10a to 10d) are interposed between the upper rail 7 as a support member and the seat 1 supported on the upper rail 7, more specifically, between the upper rail 7 and the side frame of the seat cushion 2. Has been. For example, a known strain sensor is used for each load sensor 10. These load sensors 10 are arranged at positions corresponding to the four corners of the substantially rectangular seating surface 1s formed by the seat cushion 2, respectively.

As shown in FIG. 2, the output signal of each load sensor 10 is input to an ECU (electronic control unit) 11 as an occupant detection device. Based on the output signals of the load sensors 10a to 10d, the ECU 11 divides the four areas where the load sensors 10a to 10d are provided, that is, the areas A1 to A4 obtained by dividing the seating surface 1s of the seat 1 into the front, rear, left and right. Every time, a seat load (load detection values Wa to Wd) which is a load acting on the seating surface 1s is detected.

The load detection value Wa of the first load sensor 10a indicates the seat load outside the front portion (region A1 in FIG. 2) of the seat 1, and the load detection value Wb of the second load sensor 10b is the front load of the seat 1. The seat load on the inner side (area A2 in FIG. 2) is shown. Further, the load detection value Wc of the third load sensor 10c indicates the seat load on the rear outer side (region A3 in FIG. 2) in the seat 1, and the load detection value Wd of the fourth load sensor 10d is on the seat 1. The seat load on the rear inner side (region A4 in FIG. 2) is shown. The ECU 11 determines the total value of these load detection values Wa to Wd as the seat load W acting on the entire seat 1 (W = Wa + Wb + Wc + Wd).

ECU11 may be comprised by the microcomputer etc., and may be provided with the hardware for exclusive use (Application Specific Integrated Circuit: ASIC) which performs at least one part process among various processes. That is, the ECU 11 is a circuit including 1) one or more processors that operate according to a computer program (software), 2) one or more dedicated hardware circuits such as ASIC, or 3) a combination thereof. Can be configured. The processor includes a CPU and a memory such as a RAM and a ROM, and the memory stores program codes or instructions configured to cause the CPU to execute processing. Memory or computer readable media includes any available media that can be accessed by a general purpose or special purpose computer.

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

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

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

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

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

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

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

More specifically, as shown in the flowchart of FIG. 6, the ECU 11 acquires the load detection values Wa to Wd (step 101), detects the seat load W acting on the entire seat 1 (step 102), and then continues. Then, the post-load ratio α (α = (Wc + Wd) / W) is detected (step 103). Further, the ECU 11 is in a state where the driver DR drives the vehicle (passenger driving state) (step 104: YES), and the seat load W and the rear load ratio α are stable (step 105: YES). Then, the detected values of the seat load W and the rear load ratio α are set to reference values W0 and α0 in the occupant operating state, respectively (step 106). The ECU 11 holds these reference values W0 and α0 in its own storage area 11a (see FIG. 2). The ECU 11 monitors the transition of the seat load W and the rear load ratio α by comparing the reference values W0, α0 with the newly detected seat load W and the rear load ratio α.

Specifically, as shown in the flowchart of FIG. 7, when the vehicle is in an automatic driving state (step 201: YES), the ECU 11 reduces the reference value W0 from the detected seat load W, thereby A fluctuation value ΔW (ΔW = W−W0) of the seat load W after the shift to the automatic operation state is calculated (step 202). Similarly, the ECU 11 calculates a variation value Δα (Δα = α−α0) of the post-load ratio α after the shift to the automatic operation state by subtracting the reference value α0 from the detected post-load ratio α (step α). 203). Then, the ECU 11 performs the seating posture detection determination of the driver DR based on the fluctuation value ΔW of the seat load W and the fluctuation value Δα of the rear load ratio α (step 204).

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

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

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

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

In consideration of this point, the ECU 11 of the present embodiment determines the variation value ΔW of the seat load W calculated in step 202 and the post-load ratio α calculated in step 203 in the sitting posture detection determination shown in step 204 in FIG. The fluctuation value Δα is compared with threshold values W1, W2, α1, and α2, respectively. Thus, by detecting changes in the seat load W and the rear load ratio α in accordance with the sitting posture of the driver DR as described above, the driving monitoring posture and non-control of the driver DR when the vehicle is in the automatic driving state are detected. It is configured to detect the driving monitoring posture.

More specifically, as shown in the flowchart of FIG. 9, in the detection determination of the driving monitoring posture (driving monitoring posture determination), the ECU 11 first determines that the variation value ΔW of the seat load W after the shift to the automatic driving state is the first threshold value. It is determined whether or not the negative value is less than W1 (ΔW <0) (step 301). The first threshold value W1 corresponds to a case where the seat load W after the shift to the automatic operation state is decreased by, for example, about 5% to 25% from the value before the shift to the automatic operation state, that is, the reference value W0. Negative value (W1 <0). In step 301 described above, the ECU 11 determines that the fluctuation value ΔW of the seat load W after the shift to the automatic driving state is a negative value equal to or less than the first threshold value W1 (ΔW ≦ W1), that is, the seat before the shift to the automatic driving state. When it is determined that the load W has decreased (step 301: YES), it is determined whether or not this state continues for a predetermined time or more (step 302). When the ECU 11 determines in step 302 that the state in which the seat load W has decreased from before the shift to the automatic driving state continues for a predetermined time or longer (step 302: YES), the driving of the driver DR is performed. It is determined that the first monitoring posture detection condition capable of detecting the monitoring posture is satisfied (step 303).

In step 301, the ECU 11 does not recognize that the seat load W has decreased when the variation value ΔW of the seat load W is larger than the first threshold value W1 (ΔW> W1), that is, before the shift to the automatic operation state. In the case (step 301: NO), the processing of step 303 is not executed. If it is determined in step 302 that the state in which the seat load W has decreased does not continue for a predetermined time or longer (step 302: NO), the processing in step 303 is not executed.

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

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

Next, the ECU 11 determines whether or not both of the first and second monitoring posture detection conditions are satisfied (step 307). Then, when the first and second monitoring posture detection conditions are both satisfied (step 307: YES), it is detected that the driver DR is in the driving monitoring posture (step 308).

Further, as shown in the flowchart of FIG. 10, the ECU 11 also first detects the fluctuation value ΔW of the seat load W after the shift to the automatic driving state in the same manner for the detection determination of the non-driving monitoring posture (non-driving monitoring posture determination). It is determined whether or not a positive value (ΔW> 0) equal to or greater than a threshold value W2 of 2 (step 401). The second threshold value W2 corresponds to a case where the seat load W after the shift to the automatic operation state is increased by, for example, about 5% to 25% from the value before the shift to the automatic operation state, that is, the reference value W0. Is set to a positive value (W2> 0). In step 401, the ECU 11 determines that the variation value ΔW of the seat load W after the shift to the automatic driving state is a positive value greater than or equal to the second threshold value W2 (ΔW ≧ W2). When it is determined that the load W has increased (step 401: YES), it is determined whether or not this state continues for a predetermined time or more (step 402). If the ECU 11 determines in step 402 that the state in which the seat load W has increased from before the shift to the automatic driving state continues for a predetermined time or longer (step 402: YES), the ECU 11 It is determined that the first non-monitoring posture detection condition capable of detecting the driving monitoring posture is satisfied (step 403).

In step 401, the ECU 11 does not recognize that the seat load W has increased compared to the case where the variation value ΔW of the seat load W is smaller than the second threshold value W2 (ΔW <W2). In the case (step 401: NO), the processing of step 403 is not executed. If it is determined in step 402 that the state in which the seat load W has increased does not continue for a predetermined time or longer (step 402: NO), the processing in step 403 is not executed.

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

In step 404, the ECU 11 recognizes that the seat load W has decreased when the variation value Δα of the rear load ratio α is larger than the second threshold value α2 (Δα> α2), that is, before the shift to the automatic operation state. If not (step 404: NO), the processing of step 406 is not executed. If it is determined in step 405 that the state in which the rear load ratio α of the seat load W is reduced does not continue for a predetermined time or longer (step 405: NO), the processing in step 406 is not executed.

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

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

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

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

(2) The ECU 11 functioning as the seating posture detection unit 30c, after the vehicle shifts to the automatic driving state, when the seat load W increases from before the shift to the automatic driving state (ΔW = W−W0 ≧ W2, When W2> 0), it is determined that the driver DR is in the non-driving monitoring posture with both feet 24a and 24b placed on the seating surface 1s.

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

(3) The ECU 11 functioning as the post load detecting unit 30d detects the post load ratio α of the seat load W. Then, the ECU 11 functioning as the seating posture detection unit 30c, after the vehicle shifts to the automatic driving state, when the load ratio α thereafter decreases from before the shift to the automatic driving state (Δα = α−α0 ≦ α2). , Α2 <0), it is determined that the driver DR is in the non-driving monitoring posture with both feet 24a, 24b placed on the seating surface 1s.

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

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

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

(5) The ECU 11 functioning as the seating posture detection unit 30c, when the rear load ratio α of the seat load W increases after the vehicle shifts to the automatic driving state than before the shift to the automatic driving state (Δα = α -Α0 ≧ α1, α1> 0), it is determined that the driver DR is in a driving monitoring posture with both feet 24a, 24b placed on the floor 5 of the vehicle.

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

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

As shown in FIG. 11, the seat 1 </ b> B which is the driver's seat 21 has a surface pressure sensor 40 inside the seat cushion 2. The ECU 11B detects the surface pressure P acting on the seating surface 1s of the seat 1B based on the output signal of the surface pressure sensor 40.

Specifically, the surface pressure sensor 40 is below the seating surface 1s in the width direction of the seat 1B (vertical direction in FIG. 11) and the front-rear direction of the seat 1B, that is, the length direction (left-right direction in FIG. 11). A plurality of pressure detection cells (not shown) (for example, electrostatic capacitance type) arranged in alignment are provided. The ECU 11B detects the surface pressure P of the seating surface 1s for each of a plurality of detection regions (not shown) formed on the seating surface 1s based on the detection results of these pressure detection cells.

The position of each detection region formed on the seating surface 1s by the surface pressure sensor 40 can be expressed as coordinates (X, Y) determined by the position X in the width direction and the position Y in the front-rear direction. The ECU 11B detects the seating posture of the driver DR when the vehicle is in the automatic driving state based on the distribution of the surface pressure P in the plurality of detection regions, that is, the surface pressure distribution β of the seating surface 1s.

More specifically, as shown in FIGS. 12 to 14, the position where the butt La of the occupant 20 abuts on the seating surface 1s of the seat 1B, that is, the hip point HP is generally larger than the center position in the front-rear direction of the seating surface 1s. It exists on the rear side (lower side in FIGS. 12 to 14). That is, in the surface pressure distribution β of the seating surface 1s, the surface pressure P of the portion where the leg L of the occupant 20 (see FIG. 1, buttocks La, thigh Lb, and knee sole Lc located on the seating surface 1s) abuts increases. . FIG. 1 is an exaggerated view of the state in which the leg L on the side where the foot 24b is placed on the floor 5 of the vehicle is floating from the seating surface 1s. As shown in FIGS. 1 and 12, when the driver DR is in the driving posture (normal sitting posture), the surface pressure P of the portion with which the leg L abuts faces the position where the hip point HP is formed. The pressure concentration portion γ, that is, the position where the surface pressure P is concentrated, gradually decreases from the rear side to the front side of the seating surface 1s so as to follow the leg L of the driver DR that extends toward the front of the seat 1B. Yes.

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

Specifically, as shown in FIGS. 13 and 14, the first surface pressure concentration portion γ1 corresponding to the hip point HP of the occupant 20 is independent of the first surface pressure concentration portion γ1 in front of the first surface pressure concentration portion γ1. A second surface pressure concentration portion γ2 appears. That is, when the occupant 20 places both feet 24a and 24b on the seating surface 1s of the driver's seat 21, the portions of the leg L of the occupant 20 corresponding to the thigh Lb and the knee sole Lc are separated from the seating surface 1s. Thereby, both feet 24a and 24b placed on the seating surface 1s form a second surface pressure concentration portion γ2 independent of the first surface pressure concentration portion γ1 formed by the butt La of the occupant 20 as described above. .

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

More specifically, as shown in FIGS. 11 and 15, the ECU 11B determines the maximum value (third maximum) of the surface pressure P for each position Y in the front-rear direction of the seating surface 1s (each position in the left-right direction in FIG. 11). (Surface pressure value) Py is detected. The “third maximum surface pressure value Py for each position Y in the front-rear direction” refers to the case where the surface pressure P is detected along the width direction of the seating surface 1s at each position in the front-rear direction (length direction) of the seating surface 1s. The maximum value of the surface pressure P obtained along the width direction at the same position in the front-rear direction. Further, the ECU 11B sets the seating surface 1s as the rear region Ar of the seating surface 1s at the position where the hip point HP of the occupant 20 seated on the seat 1B is formed, that is, the rear side of the seating surface 1s in the longitudinal direction. Is divided into three in the front-rear direction. That is, on the seating surface 1s of the seat 1B, in addition to the rear region Ar, there are a front region Af located on the front side of the seating surface 1s, and an intermediate region Am located between the front region Af and the rear region. Is set. Then, the ECU 11B detects the maximum value Pr of the surface pressure P in the rear region Ar and the maximum value Pf of the surface pressure P in the front region Af among these three divided regions of the seating surface 1s. Hereinafter, the maximum value Pr of the surface pressure P in the rear region Ar is referred to as a first maximum surface pressure value Pr, and the maximum value Pf of the surface pressure P in the front region Af is referred to as a second maximum surface pressure value Pf.

Further, the ECU 11B determines that the first maximum surface pressure value Pr in the rear region Ar and the second maximum surface pressure value Pf in the front region Af are larger than the corresponding first and second threshold values THr and THf, respectively. It is determined whether or not. Further, the ECU 11B determines whether or not the front-rear direction position Ym in which the third maximum surface pressure value Py is smaller than the third threshold value THm is detected in the intermediate region Am. When all these determination conditions are satisfied, it is determined that the first and second surface pressure concentration portions γ1 and γ2 are detected on the seating surface 1s.

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

In consideration of this point, the ECU 11B of the present embodiment has the first and second maximum surface pressure values Pr and Pf corresponding to the first and second maximum surface pressure values Pr and Pf in the rear region Ar and the front region Af of the seating surface 1s, respectively. When the threshold values THr and THf are exceeded, it is determined that the surface pressure concentration portion γ appears in the rear region Ar and the front region Af (see the surface pressure distributions β3 and β4 in FIG. 15). Further, the ECU 11B detects the rear region Ar and the front region when the front-rear direction position Ym in which the third maximum surface pressure value Py is smaller than the third threshold value THm is detected in the intermediate region Am of the seating surface 1s. It is determined that the two surface pressure concentration portions γ that appear in Af are independent of each other. The ECU 11B includes a first surface pressure concentration portion γ1 formed by the bottom La of the driver DR and an independent second surface pressure concentration portion γ2 positioned in front of the first surface pressure concentration portion γ1. When detected, the non-driving monitoring posture of the driver DR in the automatic driving state is detected.

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

The ECU 11B sets a value lower than the first maximum surface pressure value Pr in the rear region Ar detected in step 502 as the first threshold value THr (see FIG. 15). The second threshold value THf is set to a value lower than the first threshold value THr. The third threshold value THm is set to a value lower than the second threshold value THf, specifically, a value close to “0”.

Further, as shown in the flowchart of FIG. 17, the ECU 11B determines whether or not the vehicle is in an automatic driving state (step 601). If it is determined that the vehicle is in the automatic driving state (step 602: YES), the seating posture detection determination is executed for the driver DR seated on the driver seat 21 (step 602). Then, when it is detected that the sitting posture of the driver DR is in the non-driving monitoring posture (step 603: YES), the ECU 11B executes a warning output via the alarm device 22 (step 604).

Details of the processing in step 602 are shown in the flowchart of FIG. The ECU 11B first determines whether or not the first maximum surface pressure value Pr in the rear region Ar of the seating surface 1s exceeds the first threshold value THr (step 701). If the ECU 11B determines in step 701 that the first maximum surface pressure value Pr exceeds the first threshold value THr (Pr> THr, step 701: YES), then the front area of the seating surface 1s It is determined whether or not the second maximum surface pressure value Pf at Af exceeds the second threshold value THf (step 702). When the ECU 11B determines that the second maximum surface pressure value Pf exceeds the second threshold value THf (Pf> THf, step 702: YES), the third maximum surface pressure value Py is the third threshold value THm. It is determined whether or not a position Ym in the front-rear direction that is smaller than that is detected in the intermediate area Am of the seating surface 1s (step 703). Then, when the front-rear direction position Ym in which the third maximum surface pressure value Py is smaller than the third threshold value THm is detected in the intermediate region Am (step 703: YES), the first and second surface pressure concentrations. It is determined that the parts γ1 and γ2 have been detected (step 704), and it is detected that the driver DR is in the non-driving monitoring posture (step 705).

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

According to this embodiment, the following effects can be obtained.
(1) The ECU 11B that functions as the surface pressure distribution detection unit 50a detects the surface pressure distribution β that acts on the seating surface 1s of the seat 1B that is the driver's seat 21 of the vehicle. Moreover, ECU11B which functions as the automatic driving | operation detection part 50b detects that the vehicle shifted to the automatic driving | running state. Then, the ECU 11B functioning as the seating posture detection unit 50c detects the seating posture in the automatic driving state of the driver DR seated on the driver seat 21 based on the surface pressure distribution β of the seating surface 1s.

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

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

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

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

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

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

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

That is, when the occupant 20 places both feet 24a, 24b on the seating surface 1s, the portions corresponding to the thigh Lb and the knee sole Lc of the leg L are separated from the seating surface 1s, so that the intermediate region Am of the seating surface 1s The third maximum surface pressure value Py is extremely small (close to “0”), and the front-rear direction position Ym is formed. Therefore, according to the above configuration, the first and second surface pressure concentration portions γ1 and γ2 appearing in the surface pressure distribution β of the seating surface 1s can be detected with high accuracy. Thereby, when the vehicle is in the automatic driving state, it can be detected with higher accuracy that the driver DR is in the non-driving monitoring posture with both feet 24a and 24b placed on the seating surface 1s.

(5) The ECU 11B functioning as the seating posture detection unit 50c has the first maximum surface pressure value Pr in the rear region Ar exceeding the first threshold value THr, and the second maximum surface pressure value Pf in the front region Af is the first value. It is confirmed (determined) that the threshold value THf is equal to or smaller than 2. Further, the ECU 11B confirms (determines) that the front-rear direction position Ym in which the third maximum surface pressure value Py is smaller than the third threshold value THm is not detected in the intermediate region Am of the seating surface 1s. When all of these conditions are satisfied, the ECU 11B determines that the driver DR is in a sitting posture with both legs 24a and 24b extended in front of the driver seat 21.

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

(6) The ECU 11B functioning as the reference value detection unit 50g has a first maximum surface pressure value in the rear region Ar of the seating surface 1s where the hip point HP of the driver DR is formed when the vehicle is in an occupant driving state. Pr is detected. Then, the ECU 11B functioning as the threshold value determining unit 50h, based on the detected first maximum surface pressure value Pr, the first to third threshold values THr, THf, Determine THm.

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

In addition, you may change each said embodiment as follows.
In the first embodiment, the rear load acting on the rear portion of the seat 1 (driver's seat 21) is represented by the rear load ratio α (= (Wc + Wd) / W) of the seat load W. It is good also as a structure directly expressed by the value of (Wc + Wd). The durations in the driving monitoring posture determination and the non-driving monitoring posture determination ( steps 302 and 305 in FIG. 9 and steps 402 and 405 in FIG. 10) may also be arbitrarily changed.

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

However, the present invention is not limited to this, and when either one of the first and second non-monitoring posture detection conditions is satisfied, it may be configured to detect that the driver DR is in the non-driving monitoring posture. Further, the non-operation monitoring posture determination may be performed using only one of the seat load W acting on the entire seat 1 or the rear load of the seat 1. Similarly, when detecting that the driver DR is in the driving monitoring posture, similarly, the first monitoring posture detection condition based on the seat load W and the second monitoring posture based on the rear load (rear load ratio α) of the seat 1 are used. Only one of the detection conditions may be satisfied, and the operation monitoring posture determination may be performed using only one of the seat load W or the rear load of the seat 1.

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

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

In step 801, if the ECU 11 determines that the seating posture of the driver DR has shifted to the driving monitoring posture (step 801: YES), the ECU 11 does not execute the processing in steps 802 to 804. If the ECU 11 determines in step 803 that the sitting posture of the driver DR is not in the driving monitoring posture (step 803: NO), the ECU 11 does not execute step 804 and step 805.

That is, normally, when the vehicle shifts to the automatic driving state, the sitting posture of the driver DR once shifts to the driving monitoring posture. Therefore, according to the above configuration, it is possible to more accurately detect that the sitting posture of the driver DR is in the non-driving monitoring posture.

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

In the second embodiment, the ECU 11B determines that the first and second maximum surface pressure values Pr and Pf in the rear region Ar and the front region Af of the seating surface 1s correspond to the first and second corresponding values, respectively. It is determined whether or not the threshold values THr and THf are greater. Further, the ECU 11B determines whether or not the front-rear direction position Ym at which the third maximum surface pressure value Py is smaller than the third threshold value THm is detected in the intermediate region Am of the seating surface 1s. When both of these determination conditions are satisfied, it is determined that the first and second surface pressure concentration portions γ1 and γ2 are detected on the seating surface 1s. However, the present invention is not limited to this, and the first maximum surface pressure value Pr in the rear region Ar exceeds the first threshold value THr, and the second maximum surface pressure value Pf in the front region Af exceeds the second threshold value THf. Accordingly, it may be configured to determine that the first and second surface pressure concentration portions γ1 and γ2 have been detected.

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

Furthermore, is the smallest value (decrease peak) Py ′ smaller than the third threshold value THm among the third maximum surface pressure values Py detected for each position Y in the front-rear direction in the intermediate area Am of the seating surface 1s? It is determined whether or not (see FIG. 15). And it is good also as a structure determined with the 1st and 2nd surface pressure concentration part (gamma) 1, (gamma) 2 having been detected on the condition that the smallest value Py 'is smaller than 3rd threshold value THm.

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

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

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

In the second embodiment, the ECU 11B detects the first maximum surface pressure value Pr in the rear region Ar of the seating surface 1s when the vehicle is in the passenger operation state. Then, based on the detected first maximum surface pressure value Pr, the first to third threshold values THr, THf, THm used for the determination of the sitting posture of the driver DR are determined. However, the present invention is not limited to this, and the threshold values THr, THf, THm may be fixed values determined in advance.

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

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

As shown in the flowchart of FIG. 20, the ECU 11B functioning as the distance calculation unit 50i includes the first and second surface pressure concentration units γ1, γ2 appearing on the seating surface 1s (surface pressure distribution β) of the seat 1B. The distance D between them is calculated (step 901). Then, the ECU 11B functioning as the physique detection unit 50j may detect the physique of the passenger sitting on the seat 1B based on the distance D (step 902).

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

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

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

The ECU 11C determines that the driver DR is not in the non-driving monitoring posture in the first sitting posture detection determination or the second sitting posture detection determination (step 1003: NO or step 1005: NO). ), A third sitting posture detection determination based on the captured image Scm of the driver DR is executed (step 1007). In the third sitting posture detection determination, even when it is determined that the driver DR is in the non-driving monitoring posture (step 1008: YES), warning output via the alarm device 22 is executed (step 1006). .

In the example shown in FIG. 22, in both the first sitting posture detection determination (step 1002) and the second sitting posture detection determination (step 1004), it is determined that the driver DR is in the non-driving monitoring posture. Warning output is executed in case of However, the present invention is not limited to this, and a warning output may be executed when it is determined in any one of these determinations that the vehicle is in the non-driving monitoring posture. Further, in all of the first sitting posture detection determination, the second sitting posture detection determination, and the third sitting posture detection determination, a warning output is executed when it is determined that the driver DR is in the non-driving monitoring posture. It is good also as composition to do. In other words, it may be configured to detect that the driver DR is in the non-driving monitoring posture by using one or two or more arbitrary combinations selected from the first to third sitting posture detection determinations.

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

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

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

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

In the second embodiment, the ECU 11B includes the surface pressure distribution detection unit 50a, the automatic operation detection unit 50b, the seating posture detection unit 50c, the surface pressure concentration detection unit 50d, the maximum surface pressure detection unit 50e, and the independent condition determination unit. 50f, a reference value detection unit 50g, and a threshold value determination unit 50h. In the other example, the ECU 11B further functions as the distance calculation unit 50i and the physique detection unit 50j. However, the configuration is not limited thereto, and a configuration in which these function control units are distributed among a plurality of information processing apparatuses may be employed.

In addition, in the other example, the ECU 11C includes the first sitting posture detection determination unit 70a, the second sitting posture detection determination unit 70b, the third sitting posture detection determination unit 70c, the warning output execution unit 70d, and the sitting position detection. Part 70e, post-load threshold value correction unit 70f, physique detection unit 70g, and seating surface area correction unit 70h. However, the configuration is not limited thereto, and a configuration in which these function control units are distributed among a plurality of information processing apparatuses may be employed.

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

Next, technical ideas that can be grasped from the above embodiments will be described together with effects.
(A) A surface pressure distribution detector configured to detect a distribution of surface pressure acting on the seating surface of the seat, and a seating of an occupant seated on the seat based on the distribution of surface pressure acting on the seating surface A seating posture detection unit that detects a posture, and the seating posture detection unit detects the first surface pressure concentration portion, which is a position where the surface pressure is concentrated on the seating surface, and the first surface pressure. When a second surface pressure concentration portion that is independent of the first surface pressure concentration portion is detected at a position where the surface pressure is concentrated on the seating surface in front of the concentration portion, the occupant An occupant detection device configured to determine that the user is in a sitting posture with both feet on the seating surface.

(B) an occupant comprising: detecting a seat load acting on the driver seat; and detecting a seating posture of the driver seated on the driver seat in an automatic vehicle driving state based on the transition of the seat load. Detection method.

(C) In (B), the detection of the seating posture based on the transition of the seat load means that after the vehicle transitions to the automatic driving state, the seat load shifts to the automatic driving state. And determining that the driver is in a posture in which both feet are placed on the seating surface of the driver seat.

(D) In (B), detecting the seat load includes detecting a rear load acting on a rear portion of the driver's seat, and detecting the seating posture based on a transition of the seat load. The driver puts both feet on the seating surface of the driver's seat when the vehicle is in the automatic driving state and the afterload is in a reduced state than before the automatic driving state. An occupant detection method including determining that the vehicle is in a posture.

(E) In the above (B), detecting the seating posture based on the transition of the seat load means that after the vehicle shifts to the automatic operation state, the seat load shifts to the automatic operation state. And determining that the driver is in a posture with both feet on the floor of the vehicle when the vehicle is in a reduced state.

(F) In (B), detecting the seat load includes detecting a rear load acting on a rear portion of the driver's seat, and detecting the seating posture based on a transition of the seat load. When the vehicle is shifted to the automatic driving state, the driver puts both feet on the floor of the vehicle when the afterload is higher than that before the automatic driving state is shifted. A method for detecting an occupant including determining that the vehicle is in a vehicle

(G) In (B), detecting the seating posture based on the transition of the seat load detects that the seating posture has shifted to a driving monitoring posture in which both feet are placed on the floor of the vehicle. And detecting that the seating posture has shifted from a driving monitoring posture to a posture in which both feet are placed on the seating surface of the driver seat.

(H) An occupant detection method comprising: detecting an occupant's physique; and setting each region of the seating surface based on the occupant's physique.
(I) Threshold value used when photographing the driver, detecting the sitting position of the driver based on an image obtained by photographing, and detecting the sitting posture based on a rear load of the driver seat Is corrected according to the driver's seating position.

Claims (15)

1. Detecting the distribution of surface pressure acting on the seating surface of the driver seat;
   Detecting that the vehicle has entered an automatic driving state;
   An occupant detection method comprising: detecting a seating posture of the driver sitting in the driver's seat in the automatic driving state based on a distribution of the surface pressure acting on the seating surface.
2. The occupant detection method according to claim 1,
   Detecting the seating posture means that the first surface pressure concentration portion, which is the position where the surface pressure is concentrated on the seating surface, is detected, and the seating is further forward than the first surface pressure concentration portion. A posture in which the driver puts both feet on the seating surface when a second surface pressure concentration portion that is independent of the first surface pressure concentration portion is detected at a position where the surface pressure is concentrated on the surface A method for detecting an occupant including determining that the vehicle is on the road.
3. The occupant detection method according to claim 2,
   The seating surface is a rear region where a hip point of an occupant seated on the driver's seat is formed, a front region located on the front side of the seating surface, and between the front region and the rear region. Having an intermediate region located;
   A first maximum surface pressure value that is the maximum value of the surface pressure in the rear region exceeds a first threshold value, and a second maximum surface pressure value that is the maximum value of the surface pressure in the front region is a first value. A passenger detection method further comprising determining that the first and second surface pressure concentration portions are detected on condition that the threshold value of 2 is exceeded.
4. The occupant detection method according to claim 3,
   Detecting a third maximum surface pressure value, which is the maximum value of the surface pressures obtained along the width direction of the seating surface, for each longitudinal position of the seating surface;
   The first and second surface pressure concentration portions are detected on the condition that a front-rear direction position at which the third maximum surface pressure value is smaller than a third threshold value exists in an intermediate region of the seating surface. An occupant detection method further comprising: determining.
5. The occupant detection method according to claim 4,
   Detecting the sitting posture means that the first maximum surface pressure value in the rear region exceeds the first threshold value, and the second maximum surface pressure value in the front region is the second threshold value. And when the front-rear direction position where the third maximum surface pressure value is smaller than the third threshold value does not exist in the intermediate area, the driver moves his legs toward the front of the driver seat. An occupant detection method including determining that the seating posture is extended.
6. In the occupant detection method according to any one of claims 3 to 5,
   Detecting the first maximum surface pressure value in the rear region when the vehicle is in an occupant driving state;
   An occupant detection method further comprising: determining the threshold value used when detecting the seating posture based on the first maximum surface pressure value detected in the occupant operating state.
7. The occupant detection method according to any one of claims 1 to 6,
   Photographing the driver,
   An occupant detection method further comprising: detecting a sitting posture of the driver based on an image obtained by photographing.
8. In the occupant detection method according to any one of claims 2 to 5,
   Calculating a distance between the first and second surface pressure concentration portions;
   An occupant detection method further comprising: detecting a physique of an occupant seated in the driver's seat based on a distance between the first and second surface pressure concentration portions.
9. The occupant detection method according to claim 3,
   Detecting a third maximum surface pressure value, which is the maximum value of the surface pressures obtained along the width direction of the seating surface, for each longitudinal position of the seating surface;
   It is determined that the first and second surface pressure concentration portions are detected on condition that the smallest value among the third maximum surface pressure values detected in the intermediate region is smaller than a third threshold value. An occupant detection method further comprising:
10. The occupant detection method according to claim 9,
    Detecting the sitting posture means that the first maximum surface pressure value in the rear region exceeds the first threshold value, and the second maximum surface pressure value in the front region is the second threshold value. And when the smallest value of the third maximum surface pressure values detected in the intermediate region is equal to or greater than a third threshold value, the driver moves toward the front of the driver seat. An occupant detection method including determining that the user is in a sitting posture with legs extended.
11. Detecting the distribution of surface pressure acting on the seating surface of the seat;
    Detecting a seating posture of an occupant seated on the seat based on a distribution of surface pressure acting on the seating surface,
    Detecting the seating posture means that the first surface pressure concentration portion, which is the position where the surface pressure is concentrated on the seating surface, is detected, and the seating is further forward than the first surface pressure concentration portion. A seating posture in which the occupant places both feet on the seating surface when a second surface pressure concentration portion that is independent of the first surface pressure concentration portion is detected at a position where the surface pressure is concentrated on a surface A method for detecting an occupant including determining that the vehicle is on the road.
12. A surface pressure distribution detector configured to detect a distribution of surface pressure acting on the seating surface of the driver seat;
    An automatic driving detector configured to detect that the vehicle has entered an automatic driving state; and
    An occupant detection device comprising: a seating posture detection unit configured to detect a seating posture of the driver sitting in the driver seat in the automatic driving state based on a distribution of surface pressure acting on the seating surface.
13. The occupant detection device according to claim 12,
    The seating posture detection unit detects a first surface pressure concentration portion that is a position where the surface pressure is concentrated on the seating surface, and further on the seating surface on the front side of the first surface pressure concentration portion. The driver is in a posture where both feet are placed on the seating surface when a second surface pressure concentration portion that is independent of the first surface pressure concentration portion is detected at a position where the surface pressure is concentrated. An occupant detection device configured to determine.
14. The occupant detection device according to claim 13,
    The seating surface is a rear region where a hip point of an occupant seated on the driver's seat is formed, a front region located on the front side of the seating surface, and between the front region and the rear region. Having an intermediate region located;
    A first maximum surface pressure value that is the maximum value of the surface pressure in the rear region exceeds a first threshold value, and a second maximum surface pressure value that is the maximum value of the surface pressure in the front region is a first value. An occupant detection device further comprising a surface pressure concentration detection unit configured to determine that the first and second surface pressure concentration units are detected on condition that the threshold value of 2 is exceeded.
15. The occupant detection device according to claim 14,
    Maximum surface pressure configured to detect a third maximum surface pressure value, which is the maximum value of the surface pressures obtained along the width direction of the seating surface, for each longitudinal position of the seating surface. A detection unit;
    The first and second surface pressure concentration portions are detected on the condition that a position in the front-rear direction where the third maximum surface pressure value is smaller than a third threshold value exists in the intermediate region of the seating surface. An occupant detection device further comprising an independent condition determination unit configured to determine that the

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