JP6542590B2 - Occupant movement control device - Google Patents

Description

  The present invention relates to an occupant movement control device.

  Conventionally, in order to reduce the deceleration acting on the occupant at the time of a frontal collision of the vehicle, a technique for moving the seat rearward is known (see, for example, Patent Document 1).

JP 2000-62556 A

  The deceleration generated by the frontal collision of the vehicle is transmitted from the vehicle body to the occupant via the seat and the seat belt. Therefore, there is a time lag between when deceleration due to a frontal collision occurs in the vehicle and when deceleration due to the frontal collision occurs in the occupant, as shown by the arrow in FIG. 1, for example. In order to reduce the deceleration of the occupant after the frontal collision, it is desirable to accelerate the occurrence of the deceleration of the occupant and reduce such a time lag.

  However, in the above-mentioned prior art in which the seat is moved backward at the moment of a collision, there is a delay between the detection of the actual collision and the movement of the seat backward, so that the deceleration of the occupant is sufficiently advanced. Is difficult.

  Therefore, it is an object of the present invention to provide an occupant movement control device which can easily accelerate the occurrence of deceleration of the occupant.

In one plan,
An occupant movement control device mounted on a vehicle, comprising:
A sheet having a seat back,
A seat belt for restraining an occupant seated on the seat on the seat;
A moving mechanism for moving the occupant backwards;
A collision prediction unit for predicting a frontal collision of the vehicle;
A deceleration prediction unit that predicts a deceleration start timing that is a timing at which the occupant begins to decelerate after the collision due to the frontal collision predicted by the collision prediction unit;
An occupant movement control device is provided, comprising: a movement control unit that causes the movement mechanism to start the backward movement of the occupant before the deceleration start timing predicted by the deceleration prediction unit .
Also, in one plan,
An occupant movement control device mounted on a vehicle, comprising:
A sheet having a seat back,
A seat belt for restraining an occupant seated on the seat on the seat;
A moving mechanism for moving the occupant backwards;
A collision prediction unit for predicting a frontal collision of the vehicle;
A deceleration prediction unit that predicts the deceleration that starts to occur late to the occupant from the collision due to the frontal collision predicted by the collision prediction unit;
An occupant movement control device is provided, comprising: a movement control unit that causes the movement mechanism to start the backward movement of the occupant before the deceleration predicted by the deceleration prediction unit.

  According to one aspect, since the backward movement of the occupant starts before the deceleration start timing, it is easy to accelerate the occurrence of the deceleration of the occupant.

It is a figure which shows an example of each transition of the deceleration which generate | occur | produces in a vehicle and a passenger | crew after a front collision. It is a figure which shows an example of a structure of a passenger | crew movement control apparatus. FIG. 7 is a view showing an example of the transition of the deceleration of the vehicle after the frontal collision, the deceleration of the occupant predicted to occur due to the frontal collision, and the actual deceleration of the occupant moved backward at an appropriate timing. It is a figure showing an example of each transition of the speed of the vehicles after a front collision, the speed of the occupant predicted to be generated by the front collision, and the actual speed of the passenger moved backward at an appropriate timing. It is a figure which shows an example of each transition of the speed of the passenger | crew in the case where the timing to which it makes a backward move differs in the scene of a frontal collision. It is a figure which shows an example of each transition of the speed of the passenger | crew in the case of a collision object differing in the scene of a frontal collision. It is a figure which shows an example in the case of producing | generating the space which makes a passenger | crew back movable with a seat belt by deformation | transformation of a seat back. It is a figure showing an example in the case of making a crew member move back with a seat belt to the space created by modification of a seat back. It is a figure which shows an example in the case of producing | generating the space which makes a passenger | crew back movable with a seat belt by inclination of a seat back. It is a figure showing an example in the case of making a crew member move back with a seat belt to the space generated by the back lean of seat back. It is a figure showing an example in the case of making a crew member move back by back movement of a sheet. It is a figure which shows an example in the case of producing | generating the space which makes a passenger | crew back movable with an airbag by deformation | transformation of a seat back. It is a figure showing an example in the case of making a crew member move backward with an air bag to the space generated by modification of a seat back. It is a figure which shows an example in the case of producing | generating the space which makes a passenger | crew backwardly movable by an airbag by inclination of a seat back. It is a figure showing an example in the case of making a crew member move backward with an air bag to the space generated by the back lean of seat back.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 2 is a diagram showing an example of the configuration of the occupant movement control device 1. The occupant movement control device 1 is an example of a device mounted on the vehicle 100 and controlling the movement of the occupant 6 of the vehicle 100. The occupant movement control device 1 includes, for example, a seat 2, a seat belt 4, a retractor 3, a tongue 7, a buckle 8, a movement mechanism 20, a collision prediction unit 30, a deceleration prediction unit 40, and a movement control unit And 50.

  The seat 2 is for the driver's seat or the front passenger's seat but may be for the rear seat. The seat 2 has, for example, a seat portion 13, a seat back 12, and a headrest 14. The seat portion 13 is a portion that supports the buttocks of the occupant 6 sitting on the seat 2 from below. The seat back 12 supports the back of the occupant 6 from the rear. The headrest 14 supports the head of the occupant 6 from the rear.

  The seat belt 4 is an example of a webbing that restrains the occupant 6 sitting on the seat 2 on the seat 2 and is a belt-like member that can be taken up by the retractor 3 so as to be able to be pulled out. The belt anchor 5 at the front end of the seat belt 4 is fixed to the seat portion 13. The belt anchor 5 may be fixed to the floor of the cabin.

  The retractor 3 is an example of a winding device that enables the seat belt 4 to be wound or pulled out. The retractor 3 is fixed to the seat 2 or the vehicle body in the vicinity of the seat 2. In the case of FIG. 2, the retractor 3 is fixed to a shoulder on the vehicle body side of the seat back 12. The vehicle body side portion is, for example, a part of a vehicle body frame such as a B-pillar.

  The tongue 7 is an example of a belt insertion tool through which the seat belt 4 is inserted, and is a member slidably attached to the seat belt 4.

  The buckle 8 is an example of a member to which the tongue 7 is detachably engaged, and is fixed to the seat portion 13. The buckle 8 may be fixed to the floor of the cabin.

  When the tongue 7 is engaged with the buckle 8, the portion of the seat belt 4 between the retractor 3 and the tongue 7 is a shoulder belt portion 9 that restrains the chest and shoulders of the occupant 6. In a state in which the tongue 7 is engaged with the buckle 8, the portion of the seat belt 4 between the belt anchor 5 and the tongue 7 is a lap belt portion 10 that restrains the waist of the occupant 6.

  When the seat belt 4 is not attached to the occupant 6, the tongue 7 is not engaged with the buckle 8 and the seat belt 4 is fully engaged (specifically, the retractor 3 does not have any trouble with the seat belt 4) (The amount which can be taken up) is taken up by the retractor 3. On the other hand, when the seat belt 4 is attached to the occupant 6, the seat belt 4 is pulled out of the retractor 3 as shown in FIG. Then, the seat belt 4 is mounted on the occupant 6 by the seat belt 4 being taken up by the retractor 3 so that the tongue 7 is engaged with the buckle 8 and the slack of the seat belt 4 is reduced.

  In a state where the tongue 7 is engaged with the buckle 8 and the seat belt 4 is mounted on the occupant 6, the seat belt 4 normally pulls out at a normal speed when a deceleration equal to or greater than a predetermined value is not applied to the vehicle. Can be pulled out freely. Then, when the pulling force in the pulling direction of the seat belt 4 is released, the seat belt 4 takes up an extra pulling amount by the retractor 3.

  The moving mechanism 20 is an example of a moving mechanism that moves the occupant 6 backward. The moving mechanism 20 includes, for example, a reclining mechanism that tilts the entire seat back 12 backward with respect to the seat portion 13. A specific example of the moving mechanism 20 will be described later.

  The collision prediction unit 30, the deceleration prediction unit 40, and the movement control unit 50 can be realized by, for example, at least one ECU (Electronic Control Unit). The ECU comprises one or more microcomputers.

  The collision prediction unit 30 predicts a frontal collision of the vehicle 100 (own vehicle). The collision prediction unit 30 detects, for example, the motion state of the obstacle in front of the vehicle 100 and the motion state of the vehicle 100 by each sensor, and can not avoid the collision with the obstacle in front of the vehicle 100. Predict whether a collision should occur.

  As a sensor for detecting the motion state of a front obstacle, for example, a radar that emits a radio wave in front of the vehicle 100, a camera that captures an image in front of the vehicle 100, and the like can be given. Examples of sensors for detecting the motion state of the vehicle 100 include a vehicle speed sensor that detects the traveling speed of the vehicle 100, and an acceleration / deceleration sensor that detects the acceleration / deceleration of the vehicle 100.

  The deceleration prediction unit 40 predicts the deceleration of the occupant 6 caused by the frontal collision predicted by the collision prediction unit 30, and the predicted deceleration (hereinafter referred to as “deceleration Do”) is generated in the occupant 6 The deceleration start timing (hereinafter referred to as "deceleration start timing To") to be started is predicted. The deceleration prediction unit 40 predicts the deceleration start timing To, for example, when the collision prediction unit 30 predicts that the collision of the vehicle 100 with a front obstacle can not be avoided and the collision to cause the moving mechanism 20 to start occurs. .

  The deceleration prediction unit 40 predicts the deceleration start timing To, for example, using data (collision prior data) that can be acquired in advance regarding the frontal collision predicted by the collision prediction unit 30. As a specific example of the pre-collision data, the type, shape, and size of the front obstacle predicted by the collision prediction unit 30 for the collision with the front of the vehicle 100, the predicted position of collision with the front obstacle, and the front obstacle Collision predicted angle, traveling speed of the vehicle 100, acceleration / deceleration speed of the vehicle 100, and the like.

  For example, the deceleration prediction unit 40 predetermines at least one collision advance data related to the vehicle 100, at least one collision advance data related to a forward obstacle predicted to collide with the front of the vehicle 100, and the deceleration start timing To. Based on the defined correlation, the deceleration start timing To corresponding to the actually acquired collision prior data is predicted. A map and an arithmetic expression are mentioned as a specific example of such correlation.

  The deceleration prediction unit 40 may predict, for example, the magnitude of the deceleration Do, the deceleration waveform (for example, the waveform in FIG. 3) representing the transition of the deceleration Do, and the like using collision prior data. In addition, the deceleration prediction unit 40 predicts the deceleration of the vehicle 100 generated due to a frontal collision predicted by the collision prediction unit 30 using, for example, collision prior data, and the predicted deceleration (hereinafter referred to as “deceleration” The deceleration start timing (hereinafter referred to as “deceleration start timing Tc”) at which the vehicle 100 starts to generate Dc ”may be predicted. In addition, the deceleration prediction unit 40 may predict, for example, the magnitude of the deceleration Dc, a collision waveform (for example, the waveform in FIG. 3) representing the transition of the deceleration Dc, and the like using collision prior data. The deceleration prediction unit 40 predicts, for example, the magnitude of the deceleration Do based on a predetermined correlation, as in the case of prediction of the deceleration start timing To.

  Note that the type, shape, and size of the front obstacle, the predicted position of collision with the front obstacle, and the predicted collision angle with the front obstacle are, for example, radars that emit radio waves ahead of the vehicle 100; It is detectable by the camera etc. which image | photograph the front.

  The movement control unit 50 outputs a movement control signal that causes the moving mechanism 20 to start the backward movement of the occupant 6 before the deceleration start timing To predicted by the deceleration prediction unit 40. Thereby, the moving mechanism 20 starts moving the occupant 6 backward before the deceleration start timing To, so as shown in FIG. 3, the timing Tr at which the actual deceleration Dr of the occupant 6 starts to occur is advanced. Cheap.

  FIG. 3 shows the deceleration Dc of the vehicle 100 after the frontal collision, the deceleration Do of the occupant 6 predicted to occur due to the frontal collision, and the actual deceleration Dr of the occupant 6 moved backward at an appropriate timing. It is a figure which shows an example of a transition.

  According to the occupant movement control device 1, part of the energy carried by the occupant 6 after the collision is given to the vehicle 100 before the deceleration transmitted from the vehicle 100 to the occupant 6 starts up. Can reduce the burden of Further, according to the occupant movement control device 1, by moving the occupant 6 backward, as shown by the arrow in FIG. 3, the rapid decrease of the deceleration of the occupant 6 is suppressed compared to the case where the occupant 6 is not moved backward. it can.

  FIG. 4 shows an example of each transition of the velocity Vc of the vehicle 100 after the frontal collision, the velocity Vo of the occupant 6 predicted to occur due to the frontal collision, and the actual velocity Vr of the occupant 6 moved backward at appropriate timing. FIG. According to the occupant movement control device 1, as shown in FIG. 4, by moving the occupant 6 backward, the deceleration of the occupant 6 can be appropriately reduced as compared to the case where the occupant 6 is not moved backward.

  By the way, it is preferable that the movement control unit 50 cause the movement mechanism 20 to start the backward movement of the occupant 6 after the timing (To-D1) which is a predetermined time D1 after the deceleration start timing To. The predetermined time D1 is a moving time required to move the total distance by which the moving mechanism 20 can move the occupant 6 rearward. That is, the movement control unit 50 preferably starts the backward movement of the occupant 6 in the period from (To-D1) to To, and at a timing as close as possible to the timing (To-D1) at which the occupant 6 can be decelerated the most. It is more preferable to start the backward movement of 6. The movement control unit 50 can prevent the occupant 6 from starting to move backward too quickly by causing the occupant 6 to start moving backward at a timing within the period from (To-D1) to To.

  The movement control unit 50 or the deceleration prediction unit 40 determines the timing Tr (see FIG. 3) that causes the moving mechanism 20 to start the backward movement of the occupant 6 within the period from (To-D1) to To. The movement control unit 50 or the deceleration prediction unit 40 determines whether the predicted deceleration waveform Do, the predicted deceleration waveform, the predicted deceleration Dc, or the predicted collision waveform (To- The timing Tr in the period from D1) to To is adjusted.

  FIG. 5 is a view showing an example of each transition of the speed of the occupant 6 when the timing of moving backward in the scene of a frontal collision is different. In FIG. 5, “collision” indicates the timing of collision between the front of the vehicle 100 and a front obstacle. Further, in FIG. 5, the deceleration start timing To in the case where the collision object with the front of the vehicle 100 is a forward vehicle is set to “T1”.

  In the legend of FIG. 5, “a” indicates the velocity generated to the occupant 6 when not moving backward. “B” indicates the speed of the occupant 6 when the rearward movement of the occupant 6 is started at the same timing Tr as the collision timing in the period from (T1−D1) to T1. “C” indicates the speed of the occupant 6 when the rearward movement of the occupant 6 is started before the timing (T1-D1). “D” indicates the speed of the occupant 6 when the rearward movement of the occupant 6 is started at a timing later than the timing T1.

  As shown by “b” in FIG. 5, when the backward movement of the occupant 6 starts within the period from (To-D1) to To, the deceleration of the occupant 6 can be appropriately reduced.

  On the other hand, as shown by "c" in FIG. 5, if the backward movement of the occupant 6 is started too early, the speed of the occupant 6 once becomes low and then returns to the value before the slowing again and is not moved backward. The speed change of the occupant 6 in the case is almost the same. On the other hand, as shown by “d” in FIG. 5, if the backward movement of the occupant 6 is started too late, the amount of change in deceleration of the occupant 6 increases, so the deceleration of the occupant 6 is reduced appropriately. hard.

  FIG. 6 is a view showing an example of each transition of the speed of the occupant 6 when the collision object is different in the frontal collision scene. In FIG. 6, “collision” indicates the timing of collision between the front of the vehicle 100 and a front obstacle. Further, in FIG. 6, assuming that the deceleration start timing To when the collision object with the front of the vehicle 100 is a forward vehicle is "T1", the deceleration start when the collision object with the front of the vehicle 100 is a pole-like obstacle Let timing To be "T2".

  In the legend of FIG. 6, “a” indicates the speed of the occupant 6 when not moving backward in a collision with a forward vehicle. “B” indicates the speed of the occupant 6 when starting the backward movement of the occupant 6 at the same timing Tr as the collision timing in the period from (T1-D1) to T1 in a collision with a forward vehicle. “E” indicates the speed of the occupant 6 when not moving backward in a collision with a pole-like obstacle. “F” indicates the speed of the occupant 6 when the rearward movement of the occupant 6 is started at the timing of (T2-D1) in the collision with the pole-like obstacle.

  As described above, the movement control unit 50 or the deceleration prediction unit 40 appropriately sets the timing Tr for causing the moving mechanism 20 to start the backward movement of the occupant 6 according to the above-described pre-collision data such as the type and the shape of the front obstacle. It can be decided.

  FIG. 7 is a view showing an example of a case where a space 15 which allows the occupant 6 to move backward by pulling the seat belt 4 is generated by deformation of a part of the seat back 12. FIG. 8 is a view showing an example in which the occupant 6 is moved backward by pulling the seat belt 4 in the space 15 generated by the deformation of a part of the seat back 12.

  In FIGS. 7 and 8, the moving mechanism 20 generates a space 15 between the seat back 12 and the occupant 6 to allow the occupant 6 to move backward, and the seat belt 4 pulls the occupant 6 into the space 15. And a pulling mechanism 22 for moving the

  The generating mechanism 21 generates the space 15 by deforming a part of the seat back 12 and, for example, varies the thickness of the seat back 12 in the vehicle front-rear direction. In addition, the production | generation means of the space 15 is not restricted to this.

  The pulling mechanism 22 pulls the seat belt 4 to move the occupant 6 backward to the space 15 generated by the generating mechanism 21. The tension mechanism 22 is, for example, a device that is built in the retractor 3 and uses a pretensioner that tensions the shoulder belt portion 9. The tensioning mechanism 22 may be a device using a pretensioner that tensions the lap belt portion 10. The tension mechanism 22 of the seat belt 4 is not limited to these. The tension mechanism 22 for tensioning at least one of the shoulder belt portion 9 and the lap belt portion 10 may be a device using an electric motor, a device using a spring, or a device using compressed air.

  The movement control unit 50 causes the generation mechanism 21 to start generating the space 15 before the deceleration start timing To, and then causes the tension mechanism 22 to start tensioning the seat belt 4. Thereby, the backward movement of the occupant 6 starts before the deceleration start timing To.

FIG. 9 is a view showing an example in the case where the space 16 which allows the occupant 6 to move backward by pulling the seat belt 4 is generated by tilting the seat back 12 backward. FIG. 10 shows an example in the case where the occupant 6 is moved backward by pulling the seat belt 4 in the space 16 created by the rearward inclination of the seat back 12. In FIGS. 9 and 10, the moving mechanism 20 comprises the seat back 12 and the occupant. A generation mechanism 23 generates a space 16 to which the occupant 6 can move backward and a tension mechanism 22 that moves the occupant 6 to the space 16 by pulling the seat belt 4 between them.

  The generation mechanism 23 generates the space 16 by tilting the seat back 12 backward, and is, for example, a reclining mechanism that tilts the entire seat back 12 with respect to the seat portion 13. The means for generating the space 16 is not limited to this. The tension mechanism 22 of FIGS. 9 and 10 uses the above description of the tension mechanism 22.

  The movement control unit 50 causes the generation mechanism 23 to start generating the space 16 before the deceleration start timing To, and then causes the tension mechanism 22 to start tensioning the seat belt 4. Thereby, the backward movement of the occupant 6 starts before the deceleration start timing To.

  FIG. 11 is a view showing an example in which the occupant 6 is moved backward by the backward movement of the entire seat 2. The moving mechanism 20 has a seat rail mechanism 35 for moving the entire seat 2 rearward. The seat rail mechanism 35 moves the occupant 6 together with the seat 2 rearward by operating, for example, an actuator or an electric motor that causes the seat portion 13 to slide toward the rear of the vehicle.

  The movement control unit 50 causes the seat rail mechanism 35 to start the backward movement of the entire seat 2 before the deceleration start timing To. Thereby, the backward movement of the occupant 6 starts before the deceleration start timing To.

  FIG. 12 is a view showing an example of a case where a space 15 which allows the occupant 6 to move rearward by inflation and deployment of the airbag 17 is generated by deformation of a part of the seatback 12. FIG. 13 is a view showing an example of the case where the occupant 6 is moved backward by the inflation and deployment of the air bag 17 in the space 15 generated by the deformation of a part of the seat back 12.

  12 and 13, the movement mechanism 20 includes a generation mechanism 21 for generating a space 15 in which the occupant 6 can move backward between the seat back 12 and the occupant 6, and an air bag 17 inflated and deployed in front of the occupant 6. And an inflator 18 for moving the occupant 6 to the space 15 by supplying a gas for inflating and deploying the air bag 17. The above description of the generation mechanism 21 is incorporated in the generation mechanism 21 of FIGS.

  The movement control unit 50 causes the generation mechanism 21 to start generating the space 15 before the deceleration start timing To, and then causes the inflator 18 to start supplying the gas that inflates and deploys the air bag 17. Thereby, the backward movement of the occupant 6 starts before the deceleration start timing To.

  FIG. 14 is a view showing an example in the case where the space 16 which allows the occupant 6 to move backward by inflation and deployment of the airbag 17 is generated by the rearward inclination of the seat back 12. FIG. 15 is a view showing an example of the case where the occupant 6 is moved backward by the inflation and deployment of the airbag 17 in the space 16 generated by the rearward inclination of the seat back 12.

  14 and 15, the moving mechanism 20 includes a generating mechanism 23 for generating a space 16 in which the occupant 6 can move backward between the seat back 12 and the occupant 6, and an air bag 17 inflated and deployed in front of the occupant 6. And an inflator 18 for moving the occupant 6 to the space 15 by supplying a gas for inflating and deploying the air bag 17. The above description of the generating mechanism 23, the air bag 17 and the inflator 18 in FIGS.

  The movement control unit 50 causes the generation mechanism 23 to start generating the space 16 before the deceleration start timing To, and then causes the inflator 18 to start supplying the gas that inflates and deploys the air bag 17. Thereby, the backward movement of the occupant 6 starts before the deceleration start timing To.

  As described above, according to the occupant movement control device of the present embodiment, since the rearward movement of the occupant 6 starts before the deceleration start timing To, it is easy to accelerate the occurrence of the deceleration of the occupant 6. Further, by moving the seat 2 to the rear, it is possible to separate the passenger and the airbag inflated and deployed from the steering or the instrument panel. Therefore, it is possible to prevent the close deployment of the air bag and to increase the rearward movement stroke for absorbing the energy of the occupant.

  As mentioned above, although a passenger movement control device was explained by the embodiment, the present invention is not limited to the above-mentioned embodiment. Various modifications and improvements, such as combinations or permutations with part or all of the other embodiments, are possible within the scope of the present invention.

  For example, the moving mechanism 20 may have a strengthening mechanism that strengthens the restraining force for restraining the occupant 6 on the seat 2 with the seat belt 4. The reinforcement mechanism includes, for example, at least one of a belt lock device for locking the seat belt 4, a pretensioner for pulling the seat belt 4, an electric motor for pulling the seat belt 4, a spring for pulling the seat belt 4 and compressed air for pulling the seat belt 4. Devices that use The movement control unit 50 causes the strengthening mechanism to start strengthening the restraining force for restraining the occupant 6 on the seat 2 with the seat belt 4 before the deceleration start timing To.

Reference Signs List 1 occupant movement control device 2 seat 3 retractor 4 seat belt 5 belt anchor 6 occupant 7 tongue 8 buckle 9 shoulder belt portion 10 lap belt portion 12 seat back 13 seat portion 14 headrest 15, 16 space 17 air bag 18 inflator 20 moving mechanism 21 , 23 Generation mechanism 22 Tension mechanism 30 Collision prediction unit 35 Seat rail mechanism 40 Deceleration prediction unit 50 Movement control unit 100 Vehicle

Claims (7)

An occupant movement control device mounted on a vehicle, comprising:
A sheet having a seat back,
A seat belt for restraining an occupant seated on the seat on the seat;
A moving mechanism for moving the occupant backwards;
A collision prediction unit for predicting a frontal collision of the vehicle;
A deceleration prediction unit that predicts a deceleration start timing that is a timing at which the occupant begins to decelerate after the collision due to the frontal collision predicted by the collision prediction unit;
And a movement control unit that causes the movement mechanism to start the backward movement of the occupant before the deceleration start timing predicted by the deceleration prediction unit . The movement control unit causes the movement mechanism to start the backward movement of the occupant after a predetermined time after the deceleration start timing.
The occupant movement control device according to claim 1, wherein the predetermined time is a movement time required to move a total distance by which the movement mechanism can move the occupant rearward. The movement mechanism has a generation mechanism that generates a space in which the occupant can move between the seat back and the occupant, and a tension mechanism that moves the occupant to the space by pulling the seat belt. ,
The occupant movement according to claim 1 or 2, wherein the movement control unit causes the generation mechanism to start generating the space and causes the tension mechanism to start pulling the seat belt before the deceleration start timing. Control device. The movement mechanism includes a generation mechanism that generates a space in which the occupant can move between the seat back and the occupant, an airbag that inflates and deploys in front of the occupant, and a gas that inflates and deploys the airbag. Providing an inflator for moving the occupant to the space by supplying the air;
The occupant movement according to claim 1 or 2, wherein the movement control unit causes the generation mechanism to start generation of the space and causes the inflator to start expansion and deployment of the airbag before the deceleration start timing. Control device.   The occupant movement control device according to claim 3, wherein the generation mechanism generates the space by at least one of deformation and backward inclination of the seat back. The moving mechanism has a seat rail mechanism for moving the seat backward,
The occupant movement control device according to claim 1, wherein the movement control unit causes the seat rail mechanism to start the backward movement of the seat before the deceleration start timing. An occupant movement control device mounted on a vehicle, comprising:
A sheet having a seat back,
A seat belt for restraining an occupant seated on the seat on the seat;
A moving mechanism for moving the occupant backwards;
A collision prediction unit for predicting a frontal collision of the vehicle;
A deceleration prediction unit that predicts the deceleration that starts to occur late to the occupant from the collision due to the frontal collision predicted by the collision prediction unit;
And a movement control unit that causes the movement mechanism to start the backward movement of the occupant before the deceleration predicted by the deceleration prediction unit .

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