JP6799157B2 - Crew protection device - Google Patents

Description

The present invention relates to an occupant protection device that predicts an emergency and protects a seated occupant.

Various technologies have been proposed as devices for protecting occupants in an emergency such as a collision. The seatbelt pretensioner device for automobiles is a occupant protection device that winds up the slack of the seatbelt in the event of a collision and securely restrains the occupant. When the driver cannot recognize the deceleration of the preceding vehicle or the appearance of an obstacle and cannot start an appropriate deceleration action, the automatic braking system for automobiles automatically brakes the vehicle to deal with the obstacle. It is a driving support system that avoids collisions or reduces collision damage. These occupant protection devices are called passive safety and pre-crash safety, and the combination of the advantages of each is expected to improve occupant protection.

Crew members of various mobile objects such as automobiles, trains, airplanes, and passenger ships are demanding seats that allow them to spend their time safely and comfortably with the automatic driving. However, the current situation is not a sufficiently comfortable environment. For example, in recent night coach accidents, there are many casualties due to passengers not wearing seat belts. The reason for this non-wearing is that when the seatbelt is worn, the person is restrained by the seat and cannot move, which increases discomfort. It is expected that the occupant protection device that can obtain comfort while wearing the occupant protection device such as a seat belt will be improved.

In order to obtain comfort in the vehicle, it is possible to obtain not a little comfort if the occupant can adjust the seat to a preferred posture, for example, to lie down in a flat shape of 180 °. However, if the seat is made flat, there is a problem that the occupant cannot be protected because the occupant moves to the front or the rear of the seat due to emergency braking or deceleration in the event of a collision with an obstacle. Therefore, by using both passive safety and pre-crash safety, predicting an emergency situation, and adjusting the tilt angle of the seat to a target posture that can protect the occupant before decelerating, a occupant protection device with safety and comfort. Is required.

As a prior art, Patent Document 1 describes an occupant protection device that secures and supplies electric power when an emergency situation is predicted. In an emergency, the electric power for driving the seat is driven by the regenerative electric power obtained by converting kinetic energy into electrical energy. However, when the urgency is high or the seat is 180 ° flat, sufficient regenerative electric power for the actuator cannot be secured. Insufficient as a comfortable occupant protection device.

Patent Document 2 describes an occupant protection device capable of obtaining appropriate seat operating speeds in an emergency and a normal time, respectively. Although the motor supplements the proper seat operating speed that does not make the occupant feel uncomfortable during normal times and emergencies, it is not possible to secure electric power in an emergency as in Patent Document 1, and it is insufficient as a comfortable occupant protection device. Is.

Patent Document 3 describes a seat device that changes the operating speed of a movable part of the seat by a motor when a danger of collision is detected. Normally, it is driven by one motor, and in an emergency, it is driven by two motors together to secure the operating speed of the seat and adjust the tilt angle of the seat. However, since it is driven by a motor as in Patent Documents 1 and 2, it is not possible to secure electric power in an emergency, and it is insufficient as a comfortable occupant protection device.

Patent Document 4 describes an occupant protection device capable of operating the seat more quickly in an emergency while maintaining the operation feeling of the seat in a normal time other than an emergency. Adjust the gear ratio of the transmission mechanism around the pulley during normal and emergency situations, and adjust the seat operating speed and seat tilt angle. However, since it is driven by a motor as in Patent Documents 1, 2 and 3, it is not possible to secure electric power, and it is insufficient as a comfortable occupant protection device.

Patent Document 5 describes a configuration in which an actuator containing an explosive is provided in an emergency. The seat can be tilted at high speed by operating the actuator so that the wire is pulled in by the ignition of the built-in explosive in an emergency. However, it is difficult to displace the seat to an appropriate position and adjust the occupant at an appropriate operating speed, which is insufficient as an occupant protection device.

JP-A-2009-292416 Japanese Unexamined Patent Publication No. 2006-8026 Japanese Unexamined Patent Publication No. 2010-149719 Japanese Unexamined Patent Publication No. 2009-298353 Japanese Unexamined Patent Publication No. 10-309967

Crew members of various mobile objects such as automobiles, trains, airplanes, and passenger ships should be seated for safety during high-speed movement. Therefore, the occupant is fixed to the seat, cannot maintain the desired posture, and is not comfortable. The present invention has been made to solve the above problems, predicting an emergency state at the time of a collision, and in an emergency, the actuator instantly moves the tilt angle of the seat to an appropriate position regardless of the tilt angle of the seat. The challenge is to provide safety and comfort at the same time with an appropriate operating speed.

The present invention provides a occupant protection device equipped with a seat for a moving body that is both comfortable and safe in anticipation of an emergency situation. For comfort, the seat has a reclining mechanism and is deformable, allowing the occupant to choose his preferred posture. In addition, when a moving object such as a car, train, airplane, or passenger ship predicts a collision in order to obtain safety, the seat is automatically deformed to the target posture to be prepared for shock absorption in an instant to achieve the occupant posture. Can be properly protected to protect the occupants. Judgment of automatic deformation predicts collision with obstacles in front, back, left and right by sensors such as stereo cameras and radars installed in moving objects. By measuring the collision time, we came up with the idea that the occupant protection device can be operated when the collision cannot be avoided, and completed the present invention. The gist of this application is the following inventions [1] to [10].

[1] It has a seat having a reclining mechanism fixed to a moving body, and the seat is composed of a seat back and a seat cushion that support the upper body of the occupant, and is a sensor that detects an impact applied from the outside of the moving body. The moving body is provided with an impact detection sensor or an impact prediction detection sensor which is a sensor for detecting the prediction of the impact, and an actuator electrically connected to the impact detection sensor or the impact prediction detection sensor is attached to the seat. A driving force is generated by operating the actuator when an impact of a predetermined value or more is detected by the impact detection sensor or the impact prediction detection sensor, and the driving force is used to generate a seat back or a seat of the seat. An occupant protection device characterized by being provided with a transmission mechanism that moves the occupant's upper body to the lifting side by raising the cushion.

The present invention is an assembly of a seat and an actuator having a reclining mechanism, wherein the seat back and the seat cushion of the seat are connected to a reclining adjuster, and the actuator is arranged through a gearbox. When the impact detection sensor or impact prediction detection sensor provided on the moving body detects impact or impact prediction, the impact is determined by the impact judgment ECU, and the seat back and / or the seat cushion is an actuator so that the occupant is prepared for the impact. Can be lifted by. Conventional actuators are electric or mechanical such as springs, air cylinders, and compressed gas cylinders. Normally, the reclining operation of the seat is used for adjusting the seat position of the occupant, so that the deformation at a high speed is not required. In the present invention, even when the seat is a 180 ° flat seat, when the moving body detects an impact or an impact prediction, the actuator instantly automatically transforms the seat into a seat provided for shock absorption, and the seat is moved to an appropriate seat position and appropriate. By adjusting the operating speed, it is possible to prevent the occupant from moving to the front of the seat due to deceleration due to a collision.

[2] It has a seat having a reclining mechanism fixed to the moving body, and the seat is composed of a seat back, a seat cushion and an Ottoman that support the upper body of the occupant, and detects an impact applied from the outside of the moving body. The moving body is provided with an impact detection sensor or an impact prediction detection sensor which is a sensor for detecting the prediction of the impact, and the seat is electrically connected to the impact detection sensor or the impact prediction detection sensor. An actuator is provided, and when an impact of a predetermined value or more is detected by the impact detection sensor or the impact prediction detection sensor, a driving force is generated by operating the actuator, and the driving force causes the Ottoman to be defeated. It is characterized by providing a transmission mechanism that moves the foot of the occupant existing on the Ottoman downward or lifts the Ottoman at an angle of 0 ° to 180 ° with respect to the floor of the moving body by the driving force. Crew protection device.

In the present invention, when the impact detection sensor or the impact prediction detection sensor provided on the moving body detects the impact or the impact prediction, the impact is determined by the impact judgment ECU, and the ottoman is tilted by the actuator so that the occupant is prepared for the impact. It is characterized by. If the ottoman is 180 ° flat, the occupant can stretch his legs for comfort. However, when the ottoman is 180 ° flat, it is not an appropriate seat position to prepare for an impact when the moving body detects an impact or an impact prediction. By defeating the ottoman by the driving force of the actuator, the occupant's foot moves downward, and by stepping on it with his own foot in the event of a collision, the occupant is prevented from moving to the front of the seat due to deceleration due to the collision. On the other hand, raising the ottoman that had fallen to 180 ° flat or more also prevents the occupant from moving to the front of the seat due to deceleration due to a collision.

[3] When the actuator detects an impact equal to or greater than a predetermined value by the impact detection sensor or the impact prediction detection sensor, the transmission mechanism displaces the gear by a driving force that displaces the gear by the actuator. The occupant protection device according to any one of [1] and [2], which is a mechanism for transmitting to and / or an ottoman.

In the present invention, the reclining adjuster and the actuator are connected via a gear. By providing a mechanism for transmitting the driving force of the actuator, the driving force can be efficiently transmitted. Also, by adjusting the operating speed of the actuator via one or more gears, the occupant can move to an appropriate position without discomfort.

[4] The occupant protection device according to any one of [2] and [3], wherein a shackle portion is mounted inside or outside the ottoman.

The present invention is provided with a foot stop portion inside or outside the ottoman at a portion where the sole of the occupant is in contact with the foot. When decelerating due to a collision, the occupant can prevent himself from moving to the front of the seat by stepping on the foot at the foot stop.

[5] The seat cushion is provided with a transmission mechanism in which a driving force is generated through the operation of the actuator, and the corner portion of the seat cushion is lifted and moved above the seating portion of the occupant by the driving force. The occupant protection device according to any one of [1] to [3].

The present invention includes a push-up member at a corner of the seat cushion. When a collision is predicted or a collision of a moving body is detected by the occupant protection control ECU, the push-up member pushes up the corner of the seat cushion upward to push up the area around the knee of the occupant. As a result, the knee of the occupant can be bent and the back side of the knee can be hooked on the pushed-up corner portion, so that the occupant can be prevented from moving to the underfoot side.

[6] The actuator is mounted inside or outside the seat back, and the attitude control airbag expands due to the gas supply from the actuator to cover the entire surface or a part of the occupant's body [1]. ~ The occupant protection device according to any one of [3].

The present invention includes an attitude control bag. The attitude control bag covers the entire or part of the occupant's body to prevent forward movement, and can protect the entire or part of the occupant's body from scattering of the windshield glass.

[7] The occupant protection device according to claim 6, wherein the attitude control bag mounted on the seat back is fastened to each other by a fastening member after expansion.

The present invention includes a fastening member. The fastening member can prevent the head of the occupant from moving forward by fastening the tips of the seat bags with the fastening member when the seat bag is raised or when the moving body collides with each other.

[8] The occupant protection device according to claim 6 or 7, wherein a cushion material is arranged at a portion where the attitude control bag mounted on the seat back and the occupant's head come into contact with each other.

The present invention provides a cushioning material at a portion where the attitude control bag and the occupant's head come into contact with each other. By providing a cushion material on the occupant side of the attitude control bag, the impact on the occupant's head can be reduced.

[9] The occupant protection device according to any one of [1] to [6], wherein the actuator is a high-pressure cylinder or a gas generator for pyrotechnics.

The present invention requires a high driving force to instantly drive the seat back, the seat cushion and / or the ottoman when the impact detection sensor or the impact prediction detection sensor provided on the moving body detects the impact or the impact prediction. Become. High-pressure cylinders or pyrotechnic gas generators can instantly generate high driving force, allowing occupants to move to the proper position.
[10] The gas generator operates independently of the actuator, and the gas generator supplies gas to the attitude control airbag before or at the same time as the operation of the actuator [9]. ] The occupant protection device described in.

The present invention deploys the tilted seatback while raising, or deploys each attitude control bag and then tilts the seatback by operating the gas generator first or simultaneously with the actuator. Get up. The attitude position of the occupant can be fixed by the attitude control bag by raising the seat back during or after the deployment of each attitude control bag.

[11] The occupant protection device according to [1] to [10], wherein the released gas of the actuator inflates an inflatable member in an attitude control bag arranged in a seat.

According to the present invention, the attitude control bag can be inflated by the gas released from the actuator. When the occupant obtains comfort in a sideways or prone position in the seat, the seat back, seat cushion and / or ottoman drive cannot move to the proper position for impact. The attitude control bag is placed on the seat, and by inflating the bag with the gas of the actuator, the attitude of the occupant's upper body can be controlled to an appropriate position to be prepared for an impact.

According to the present invention, since the actuator of the seat is arranged so as to apply the driving force to the reclining adjuster, not only the driving force can be efficiently transmitted in an emergency, but also the tilt angle of the seat is instantly moved to an appropriate position. It is possible to provide a seat to let. Further, the posture control bag can fix the posture position of the occupant. Therefore, by using the actuator and the attitude control bag together, regardless of the posture of the occupant, even if the seat is a 180 ° flat seat, it is automatically transformed into a posture prepared for shock absorption, and the occupant moves to the front of the seat. To prevent.

It is a figure which shows the mounting position of the occupant protection device in embodiment of this invention. It is a block diagram which shows the structure of the occupant protection device in embodiment of this invention. It is a figure explaining the adjustment of the seat back at the time of a collision prediction in the embodiment of this invention. It is a figure explaining the connection of two actuators for driving a seat device in embodiment of this invention. It is a figure explaining the connection of a high driving force actuator and a large gear in embodiment of this invention. It is a block diagram which shows the structure of the seat apparatus in embodiment of this invention. It is a flowchart which shows an example of the flow of the process performed by the seat control ECU in embodiment of this invention. It is a side view which shows the state before the operation, (b) is the state after the complete operation, which is the seat device in the modification 1 of the Embodiment of this invention. 8 is a front view showing the seat device shown in FIG. 8, where (a) is a state before the attitude control bag is operated, and (b) is a state after the fully operated state. It is a side view which shows the state before the operation, (b) the state after the complete operation, which is the seat device in the modification 2 of the Embodiment of this invention. It is a side view which shows the state before the operation, (b) the state after the complete operation, which is the seat device in the modification 3 of the Embodiment of this invention. It is a side view which shows the state before operation, (b) is the state after full operation, which is the seat device in the modification 4 of the Embodiment of this invention. It is a side view which shows the state before the operation, (b) the state after the complete operation, which is the seat device in the modification 5 of the Embodiment of this invention. 6 is a front view showing a seat device according to a modification 6 of the embodiment of the present invention, in which (a) is a state before operation and (b) is a state after complete operation. It is a front view which shows the state before operation, (b) is the state after full operation, which is the seat device in the modification 7 of the Embodiment of this invention. It is a front view which shows the state before operation, (b) is the state after full operation, which is the seat device in the modification 8 of the Embodiment of this invention. 9 is a front view showing a seat device according to a modification 9 of the embodiment of the present invention, in which (a) is a state before operation and (b) is a state after complete operation. It is an upper view which shows the state before the operation, (b) is the state after the complete operation, which is the seat device in the modification 10 of the Embodiment of this invention.

As shown in FIGS. 1 and 2, the occupant protection device 10 according to the embodiment of the present invention determines the distance to the front side obstacle and the front millimeter wave radar 12 for detecting the distance to the front obstacle. Front-side millimeter-wave radar 14 for detection, front stereo camera 20 for capturing the front, rear millimeter-wave radar 16 for detecting the distance to the rear obstacle, and detection of the distance to the rear-side obstacle Rear side millimeter wave radar 18 for, rear stereo camera 22 for capturing the rear, front collision detection sensor 24 for detecting the front collision, rear collision detection sensor 26 for detecting the rear collision, detecting side collision It includes a side collision detection sensor, a road surface condition sensor 30 for detecting the road surface condition, an ambient environment sensor for detecting the surrounding environment, and a collision determination ECU (Electronic Control Unit) 34, each of which is connected to the bus 54. The front millimeter-wave radar 12, the front-side millimeter-wave radar 14, the front stereo camera 20, the rear millimeter-wave radar 16, the rear-side millimeter-wave radar 18, and the rear stereo camera 22 monitor the vicinity of the moving body and collide with the monitoring results. Output to the determination ECU 34. The front collision detection sensor 24, the rear collision detection sensor 26, and the side collision detection sensor 28 detect an impact applied to a moving body from the outside and output the detection result to the collision determination ECU 34. The road surface condition sensor 30 and the surrounding environment sensor 32 monitor the environmental condition around the moving body and output the monitoring result to the collision determination ECU.

The front millimeter wave radar 12 is provided near the center of the front grille, for example, and the front side millimeter wave radar 14 is provided near both ends in the vehicle width direction in the bumper, and emits millimeter waves to the front and front side of the moving body, respectively. It is provided to receive the radio waves reflected from the object and measure the distance to the object and the relative speed with the own vehicle based on the propagation time and the frequency difference caused by the Doppler effect. Further, the rear millimeter wave radar 16 and the rear side millimeter wave radar 18 are provided on the rear bumper or the like, and receive the radio waves reflected from the object by emitting millimeter waves to the rear and rear sides of the moving body, respectively. It is provided to measure the distance to the object and the relative speed with the own vehicle based on the propagation time and the frequency difference caused by the Doppler effect.

The front stereo camera 20 and the rear stereo camera 22 are composed of a far-infrared camera, a monocular camera, etc., and are provided near the center above the windshield glass to photograph the front of the moving body to detect obstacles in the vicinity and obstacles. It is provided to measure the distance to an object. Further, the front stereo camera 20 and the rear stereo camera 22 may be spherical cameras capable of photographing 360 °, and can detect the posture of the occupant in the moving body. The front stereo camera 20 and the rear stereo camera 22 may be omitted.

As shown in FIG. 2, the collision determination ECU 34 has a front millimeter-wave radar 12 for detecting the distance to an obstacle in front, a front-side millimeter-wave radar 14 for detecting a distance to an obstacle in front, and a front. Front stereo camera 20, rear millimeter-wave radar 16 for detecting the distance to the obstacle behind, rear-side millimeter-wave radar 18 for detecting the distance to the obstacle on the rear side, rear Rear stereo camera 22 for shooting, front collision detection sensor 24 for detecting front collision, rear collision detection sensor 26 for detecting rear collision, side collision detection sensor 28 for detecting side collision, road surface condition sensor 30, The ambient environment sensor 32 is connected to the connected bus 54. Impact detection from the outside or the vicinity of the moving body is monitored, the detection result is input to the collision determination ECU 34, each detection result is acquired, and collision prediction is performed. Since various known techniques can be applied to collision prediction, detailed description thereof will be omitted.

The road surface condition sensor 30 is a sensing technology that collects information on the ground contact surface from a tire in contact with the road surface by CAIS (Contact Area Information Sensing), which is a road surface condition determination technology. A sensor is provided inside the ground contact surface of the tire to determine the road surface condition, tire wear condition, and air pressure from the acceleration condition. The coefficient of friction μ of the tire with respect to various road surface conditions is 0.7 for dry asphalt and 0.07 for ice. By grasping the road surface condition, the collision time of a moving body can be measured accurately.

The ambient environment sensor 32 detects the external environment such as wind direction, air temperature, humidity, atmospheric pressure, and altitude with the sensor. For example, the collision time of the moving body can be accurately measured by reflecting the external force received by the moving body due to the wind direction, the wind speed, or the like in the collision time.

The front collision detection sensor 24, the rear collision detection sensor 26, and the side collision detection sensor 28 are a front millimeter wave radar 12, a front side millimeter wave radar 14, a front stereo camera 20, a rear millimeter wave radar 16, and a rear side millimeter wave radar 18. The rear stereo camera 22 is provided to detect an impact in a sudden situation where the collision cannot be determined.

The occupant protection device 10 according to the embodiment of the present invention controls avoidance means for avoiding an emergency state and various occupant protection means for protecting occupants when a collision is predicted by the collision determination ECU 34. An occupant protection control ECU 36 is further provided and connected to the bus 54.

As for the control of the occupant protection means by the occupant protection control ECU 36, as shown in FIG. 2 in the present embodiment, as the control at the time of collision prediction, the seat angle detection sensor 46 detects the inclination angle of the seat back 64 and the seat actuator. At 48, the seat control adjusted within the target angle (target angle range) and the seat belt 70 are wound up, and the attitude control of the occupant and the seat belt control for suppressing the forward movement are performed. As the control at the time of the avoidance means, the brake is controlled at the time of collision prediction to perform the brake control to avoid the collision.

Specifically, the occupant protection control ECU 36 includes a seat angle detection sensor 46 that detects the tilt angle of the seat back 64, a seat back 64 that can change the tilt angle, a seat cushion 66, and a seat actuator 48 for driving the ottoman 68. , A pretensioner actuator 50 for winding up the seatbelt 70, and a brake actuator 52 for driving the brake are connected.

The occupant protection control ECU 36 predicts a collision by the collision determination ECU 34, and when the seat back 64, the seat cushion 66, and the ottoman 68 are outside the target angle (may be within the target angle range) from the detection result of the seat angle detection sensor 46, As shown in FIG. 3, the seat actuator 48 is operated to transmit to the reclining adjuster 74, the seat back 64, the seat cushion 66, and the ottoman 68 are controlled to be at the target angle, and the pretensioner actuator 50 is operated. The occupant is protected by controlling the seat belt 70 to be wound up. The target angle of the seat back 64 is 0 ° (parallel to the floor of the moving body) to 90 °, the target angle of the seat cushion 66 is 0 ° (parallel to the floor of the moving body) to 90 °, and the ottoman 68. The target angle of is appropriately adjusted in the range of 0 ° (perpendicular to the floor of the moving body) to 180 °.

Further, when a collision is predicted, the occupant protection control ECU 36 avoids an emergency state by controlling the brake actuator 52 in order to avoid the collision. As the control of the brake actuator 52 (brake control), for example, the brake may be automatically controlled so as to avoid a collision target, or the brake may be applied so as to assist the operation of the occupant to increase the braking force. It may be controlled.

The seat is driven by the seat actuator 48 to adjust the reclining angle and drive other actuators according to the operation state of the switch when the seat state change is instructed by a switch (not shown) or the like. Change various states of sheets such as slides.

The occupant protection device 10 according to the embodiment of the present invention controls the occupant protection functions such as the avoidance means and the occupant protection means by the occupant protection control ECU 36 when a collision is predicted. It is necessary to secure the power to operate it.

Therefore, in the present embodiment, the power supply control ECU 38 that controls the electric power supplied to each actuator is provided and connected to the bus 54.

A power supply control selector 40 is connected to the power supply control ECU 38, and a motor generator 42 for driving a moving body and a battery 44 are connected to the power supply control selector 40.

The power control selector 40 supplies electric power to the motor generator 42 and various actuators (seat actuator 48, pretensioner actuator 50, brake actuator 52, etc.), and transfers the electric power generated by the motor generator 42 to the battery 44 and various actuators. Is switched by the control of the power supply control ECU 38.

In the present embodiment, the power supply control ECU 38 drives the motor generator 42 with the electric power of the battery 44 to perform the traveling in the normal traveling where the collision is not predicted, as in the case of a general hybrid vehicle or an electric vehicle. Control. Further, when the brake operation is performed by the occupant, the motor generator 42 functions as a generator to generate regenerative electric power, and the power supply control is performed so that the regenerative electric power is supplied to the battery 44 and the brake actuator 52. Controls the selector 40.

On the other hand, when a collision is predicted by the collision determination ECU 34 (when the collision prediction time is less than t1 for a predetermined time), the power supply control ECU 38 causes the motor generator 42 to function as a generator to generate regenerative power. The power supply control selector 40 is controlled so that the regenerative power is supplied to various actuators (seat actuator 48, pretensioner actuator 50, brake actuator 52, etc.). That is, since the normal brake is used in an emergency state such as a collision, the regenerative brake is made to function by the power generation resistance of the motor generator 42, and the regenerative energy of the motor generator 42 according to the emergency state is used. It is possible to efficiently secure and supply the electric power required to operate the occupant protection function such as the avoidance means and the occupant protection means.

The seat device 60 includes a seat control ECU 80 for driving and controlling the seat back 64, the seat cushion 66, and the ottoman 68, and a seat actuator 48 for adjusting the inclination angles of the seat back 64, the seat cushion 66, and the ottoman 68. ing.

The seat control ECU 80 includes a CPU, a ROM, a RAM, and a microcomputer 82 having an input / output interface, and the seat actuator 48 includes a low driving force actuator 100 and a high driving force actuator 102. The seat angle detection sensor 46 may detect the tilt angle of the seat back 64 by detecting, for example, the rotation speed and the rotation position of the low driving force actuator 100 using a sensor such as a Hall element.

A power supply circuit 90, a mobile information input circuit 86, a switch input circuit 88, a drive circuit 92, a current monitor circuit 94, and a sensor input circuit 96 are connected to the microcomputer 82.

The power supply circuit 90 is connected to the battery 44 via the power supply control selector 40, and supplies the electric power of the battery 44 to each part of the seat device 60.

The mobile body information input circuit 86 is connected to an occupant protection control ECU 36 for performing various controls on the mobile body, and is capable of communicating with various occupant protection control ECUs 36.

The switch input circuit 88 is connected to the seat operation switch 84 for instructing the operation of the seat back 64 of the moving body seat, the seat slide, and the like. The seat operation switch 84 is provided, for example, on the side surface of the moving body seat, the door trim, or the like, and is provided with a switch for instructing the operation of the reclining adjustment of the seat back 64, the adjustment of the seat slide, or the like.

A low driving force actuator 100 and a high driving force actuator 102 for driving the seat actuator 48 are connected to the drive circuit 92, and the low driving force actuator 100 and the high driving force actuator 102 are driven by the drive circuit 92. ..

The low driving force actuator 100 is an electric motor, which is normally used for reclining adjustment of the seat back 64, the seat cushion 66, and the ottoman 68, and in an emergency, an appropriate inclination angle and an appropriate inclination angle to prepare the occupant for shock absorption before a collision. Adjust to the proper operating speed. The low driving force actuator 100 may be a power source that can be used repeatedly, and may be a high tension spring, an air spring, or a compressed gas cylinder in addition to the electric motor.

The high driving force actuator 102 is used only in an emergency, and is used to assist the low driving force actuator 100 when a larger driving force than the low driving force actuator is required. The high driving force actuator 102 may be a gas generator such as a high-pressure cylinder or a pyrotechnic, and these two may be used in combination.

In this embodiment, as shown in FIG. 5, the power transmission member 124 is composed of a spherical metal member (ball) and a resin. Normally, the large gear 108 and the pinion gear 136 are positioned by the cover 116 so as not to interfere with each other.

The external teeth 120 of the large gear 108 have a valley in which only the first ball (power transmission member 124) can be engaged and a valley in which the second and subsequent balls (power transmission member 124) can be engaged with each other. Is formed in. Further, the large gear 108 is formed in an annular shape, and an internal tooth 122 that can engage with the external tooth 120 of the pinion gear 136 is formed on the inner peripheral portion.

A plurality of balls (power transmission member 124) are filled in the pipe 126, and are normally supported by the external teeth 120 of the large gear 108 so as not to move. A passage 134 is formed inside the cover 116 so that the ball (power transmission member 124) can move around the outer circumference of the large gear 108 along the side wall. The first stopper 130 is fixed to the end of the passage 134. The first stopper 130 is formed of, for example, a resin member, and has a strength capable of absorbing the kinetic energy of the ejected ball (power transmission member 124) by elastic deformation or plastic deformation.

The second stopper 132 is arranged at the rear end of the ball (power transmission member 124) housed in the pipe 126, the piston 128 is arranged on the rear side of the second stopper 132, and the height is at the end of the pipe 126. The driving force actuator 102 is arranged.

At the time of collision of the moving body, a high-speed operation signal request is transmitted from the sensor installed in the moving body to the high driving force actuator 102, and the high pressure gas is ejected from the high driving force actuator 102 into the pipe 126. Due to this high pressure gas, the piston 128 comes into close contact with the inner surface of the pipe 126 and slides in the pipe 126 while preventing leakage of the high pressure gas. Then, the sliding of the piston 128 presses the second stopper 132 and the ball (power transmission member 124) to move in the pipe 126.

The first ball (power transmission member 124) extruded from the pipe 126 presses the large gear 108 while engaging with the external teeth 120 of the large gear 108, and the large gear 108 moves toward the pinion gear 136. As a result, the internal teeth 122 of the large gear 108 and the external teeth 120 of the pinion gear 136 are engaged with each other, and the pinion gear 136 can be rotated by the rotation of the large gear 108, so that the spool can be rotated.

The high-pressure gas supplied from the high driving force actuator 102 sequentially releases the balls (power transmission member 124) from the pipe 126, rotates the large gear 108, and then disengages the large gear 108 into the passage 134. Move along. The ball (power transmission member 124) that has reached the end of the passage 134 comes into contact with the first stopper 130. At this time, the second stopper 132 remains at a position where it is not discharged from the pipe 126.

The ball (power transmission member 124) in contact with the first stopper 130 is pressed by the high pressure gas, but the kinetic energy of the ball (power transmission member 124) is absorbed by the elastic deformation or plastic deformation of the first stopper 130. The first stopper 130 is pressed by the ball (power transmission member 124) and absorbs the kinetic energy of the ball (power transmission member 124) while being elastically or plastically deformed. Therefore, the speed of the ball (power transmission member 124) can be reduced by bringing the ball (power transmission member 124) into contact with the first stopper 130.

The second stopper 132 and the piston 128 of the ball (power transmission member 124) move by the amount of deformation of the first stopper 130, and the second stopper 132 engages with the large gear 108. The second stopper 132 is formed of a metal member or a resin member, and has a strength capable of engaging with the large gear 108 and preventing the rotation of the large gear 108. The number of balls (power transmission member 124) and the length of the second stopper 132 are adjusted so that the second stopper 132 is not discharged from the pipe 126 when the second stopper 132 is engaged with the large gear 108. ing.

According to the high driving force actuator 102 according to the present embodiment described above, the first stopper 130 is arranged in front (upstream side) of the ball (power transmission member 124) and behind (downstream side) of the ball (power transmission member 124). By arranging the second stopper 132 in the), the first stopper 130 can be sandwiched between the end portion of the passage 134 and the ejected ball (power transmission member 124), and the ball (power transmission member 124) can be sandwiched. The kinetic energy can be temporarily absorbed by the first stopper 130. Further, by engaging the second stopper 132 between the passage 134 and the large gear 108, it is possible to suppress the release of the second stopper 132 from the pipe 126 and suppress the release of the gas to the external environment. .. In addition, high pressure gas may be discharged to the attitude control bag 72 of the external environment in order to supply the gas to the attitude control bag 72.

In particular, in the present embodiment, the second stopper 132 can act in a state where the kinetic energy of the ball (power transmission member 124) is reduced by the first stopper 130, and the movement of the ejected ball (power transmission member 124). The energy can be effectively reduced, and the design conditions such as the strength required for the second stopper 132 can be relaxed.

The power transmission member 124 may be a rod-shaped resin member (resin rod). In this case, if the strength of the first stopper 130 is made lower than that of the resin rod, the first stopper 130 can be deformed, and if the strength of the first stopper 130 is made higher than that of the resin rod, the resin rod can be deformed. In any case, the kinetic energy of the power transmission member 124 (resin rod) can be reduced.

The high pressure gas when the high driving force actuator 102 operates passes through the gas tube 112 and is used for expansion of the attitude control bag 72. The attitude control bag 72 is a force and attitude control bag 72 that raises the seat back 64 by high-pressure gas when the occupant is not in an appropriate posture to prepare for shock absorption, such as when the occupant of the moving body is lying sideways or lying down. With the expansion force of, the occupant can be prepared for shock absorption in the event of a collision. The high-pressure gas is preferably a gas released by the high-driving force actuator 102, but a high-pressure gas may be supplied by newly providing a gas generator such as a high-pressure cylinder or a pyrotechnic. Moreover, you may use these two together.

The gas tube 112 is connected to the high driving force actuator 102 and the attitude control bag 72. The attitude control bag 72 can be inflated by supplying the high pressure gas of the high driving force actuator 102 to the attitude control bag 72. The gas tube 112 is a hollow tube, and a gas cooling function and a slag collecting function may be provided by arranging a metal, an endothermic compound, or a filter inside.

A support member is provided inside the attitude control bag 72. By extending the support member in the attitude control bag 72, it is possible to inflate the attitude control bag 72 which is folded and contracted in the initial state. Further, by introducing the outside air into the attitude control bag 72 by the suction pipe, the deployment and expansion of the attitude control bag 72 can be further accelerated. Then, since the internal space of the attitude control bag 72 that has started to expand becomes a negative pressure with respect to the outside air, the outside air flows into the attitude control bag 72 from the outside air suction port, and the attitude control bag 72 further expands. As described above, according to the present embodiment, since a large amount of high-pressure gas for expanding the attitude control bag 72 and a gas generator such as a pyrotechnic are not required, the weight increase of the seat device can be suppressed and the weight is reduced. Can be achieved.

The attitude control bag 72 may be provided inside or outside the seat back 64, the seat cushion 66, and the ottoman 68 in order to prepare the occupant for shock absorption.

Further, the attitude control bag 72 may control the attitude of the occupant in conjunction with the seat back 64, the seat cushion 66, the ottoman 68, and the seat belt 70. Further, the gas generator that supplies gas to the attitude control bag 72 may be provided separately from the high driving force actuator 102.

Further, the attitude control bag 72 detects the attitude state of the occupant with a camera or sensor arranged on the moving body and a sensor arranged on the seat device in order to prepare the occupant for the posture to be prepared for shock absorption, and detects the impact or When the impact prediction is detected, the attitude of the occupant may be appropriately controlled based on these detection results. Further, the seat belt 70 is not essential for fixing the occupant, and the occupant may be sandwiched and fixed by the attitude control bag 72.

The low driving force actuator 100 and the high driving force actuator 102 move the seat back 64, the seat cushion 66, and the ottoman 68 to drive the reclining adjuster 74 for adjusting the inclination angles of the seat back 64, the seat cushion 66, and the ottoman 68. To do. Specifically, as shown in FIG. 4, the low driving force actuator 100 and the high driving force actuator 102 are arranged in parallel and connected to the gearbox 110 to drive and control the low driving force actuator 100 and the high driving force actuator 102. By doing so, the reclining adjuster 74 is driven to adjust the inclination angles of the seat back 64, the seat cushion 66, and the ottoman 68 of the seat device 60. The gearbox 110 is larger than the small gear 106 having a predetermined number of teeth provided on the rotating shaft of the low driving force actuator 100 and the small gear 106 provided on the rotating shaft of the high driving force actuator 102 (the number of teeth is larger than the predetermined number of teeth). ) A large gear 108 is provided, and the low driving force actuator 100 and the high driving force actuator 102 are connected by meshing the small gear 106 and the large gear 108. Then, the rotation shaft of the low driving force actuator 100 is connected to the reclining adjuster 74.

The current monitor circuit 94 detects the current supplied from the drive circuit 92 to the low drive force actuator 100 and the high drive force actuator 102, and outputs the detection result to the microcomputer 82. The microcomputer 82 controls the rotation speeds of the low driving force actuator 100 and the high driving force actuator 102 by using the detection result of the current monitor circuit 94.

The seat angle detection sensor 46 of the seat actuator 48 is connected to the sensor input circuit 96, and the detection result of the seat angle detection sensor 46 is output to the microcomputer 82.

On the other hand, as the occupant protection control ECU 36 connected to the mobile information input circuit 86, in the present embodiment, a collision determination ECU 34 that predicts a dangerous situation such as a collision is connected.

In the seat device 60 configured as described above, when a collision is detected by the collision determination ECU 34, the angles of the seat back 64, the seat cushion 66, and the ottoman 68 are adjusted so as to be a predetermined inclination angle. There is. As a result, the occupant can be put in an appropriate posture in an emergency such as a collision, and the occupant can be accurately protected by an occupant protection device such as a seat belt or an airbag device.

Specifically, when a collision is detected by the collision determination ECU 34, a high-speed operation request for the seat back 64, the seat cushion 66, and the ottoman 68 is output to the seat control ECU 80. Then, the seat control ECU 80 controls the drive circuit 92 to adjust the seat back 64, the seat cushion 66, and the ottoman 68 at a higher speed than during the normal seat adjustment (when the seat is adjusted by operating the seat operation switch 84). To control.

In the present embodiment, the inclination angles of the seat back 64, the seat cushion 66, and the Ottoman 68 are adjusted at the first speed (low speed) by driving only the low driving force actuator 100, and the low driving force actuator 100 and the high driving force actuator 102 The gearbox 110 accelerates the operating speed and adjusts the inclination angles of the seat back 64, the seat cushion 66, and the Ottoman 68 at the second speed (high speed) faster than the first speed. In the present embodiment, when both the low driving force actuator 100 and the high driving force actuator 102 are driven, the operating speed is controlled by the low driving force actuator 100.

That is, when the seat operation switch 71 is operated to instruct the seat device 60 to adjust the inclination angles of the seat back 64, the seat cushion 66, and the ottoman 68, the seat control ECU 80 controls the drive circuit 92. The low driving force actuator 100 is driven to adjust the seat back 64, the seat cushion 66, and the ottoman 68. When a collision is detected by the collision determination ECU 34, the seat control ECU 80 controls the drive circuit 92. The low driving force actuator 100 and the high driving force actuator 102 are both driven to adjust the seat back 64, the seat cushion 66, and the ottoman 68.

An example of the flow of processing performed by the seat control ECU 80 of the seat device 60 according to the embodiment of the present invention configured as described above is shown. FIG. 7 is a flowchart showing an example of a flow of processing performed by the seat control ECU 80 of the seat device 60 according to the embodiment of the present invention.

First, in step 200, the microcomputer 82 determines whether or not the seat operation switch 84 is turned on from the switch off. In the determination, it is determined that the seat operation switch 84 is operated by the occupant to instruct the adjustment of the seat back 64, and the determination proceeds to step 202 or step 206, and if denied, the determination proceeds to step 210. ..

In step 202 or step 206, the microcomputer 82 determines whether the instruction is up or down. That is, it is determined whether the seat operation switch 84 has given an operation instruction for adjusting the seat back 64 in the raising direction (up side) or an operation instruction for adjusting in the tilting direction (down side), and step 204 or step 208 is determined by the determination. Move to.

In step 204, only the low driving force actuator 100 is operated to the up side, and the process returns to step 100 to repeat the above process. That is, the microcomputer 82 controls the drive circuit 92 to operate only the low drive force actuator 100 on the up side. As a result, the driving force of the low driving force actuator 100 is directly transmitted to the reclining adjuster 74, and the seat back 64 is moved to the up side.

Further, in step 208, only the low driving force actuator 100 is operated to the down side, and the process returns to step 200 to repeat the above process. That is, the microcomputer 82 controls the drive circuit 92 to operate only the low drive force actuator 100 to the down side. As a result, the driving force of the low driving force actuator 100 is directly transmitted to the reclining adjuster 74, and the seat back 64 is moved to the down side.

On the other hand, in step 210, the microcomputer 82 determines whether or not the seat operation switch 84 has been switched on or off. In the determination, it is determined whether or not the adjustment of the seat back 64 is started in steps 204 to 208 and the switch operation of the seat operation switch 84 is completed. If the determination is affirmed, the process proceeds to step 212. If it is denied, the process proceeds to step 214.

In step 212, since the low driving force actuator 100 is operated in step 104 or step 106, the operation of the low driving force actuator 100 is stopped, the process returns to step 200, and the above process is repeated. That is, the microcomputer 82 controls the drive circuit 92 to stop the operation of the low drive force actuator 100.

Further, in step 214, it is determined whether or not there is a high-speed operation request. In the determination, the collision was detected by the collision determination ECU 34, and the microcomputer 82 determined whether or not the high-speed operation request of the seat back 64 was input via the moving body information input circuit 86, and the determination was affirmed. In that case, the process proceeds to step 216, and if denied, the process returns to step 200 and the above process is repeated. The detection result of the seat angle detection sensor 46 is acquired via the sensor input circuit 96, and the tilt angle of the seat back 64 is a predetermined target angle (may be a target angle range) from the detection result of the seat angle detection sensor 46. In the case of, the process returns to step 200 and the above process is repeated without performing the process after step 216 even if the high-speed operation request is made.

In step 216, the low driving force actuator 100 and the high driving force actuator 102 are started to operate, and the process proceeds to step 218. That is, the microcomputer 82 controls the drive circuit 92 to start driving the low drive force actuator 100 and the high drive force actuator 102. The driving force of both the low driving force actuator 100 and the high driving force actuator 102 arranged in parallel is transmitted to the reclining adjuster 74 via the gearbox 110, and the seat back 64 is adjusted to a predetermined target angle range. .. At this time, since the large gear 108 provided on the rotating shaft of the high driving force actuator 102 is larger than the small gear 106 provided on the rotating shaft of the low driving force actuator 100, the low drive connected to the reclining adjuster 74 Since the rotational speed of the force actuator 100 is accelerated by the high driving force actuator 102 and the gearbox 110, the reclining adjuster 74 is driven at a higher speed than when the reclining adjuster 74 is driven only by the low driving force actuator 100, and the seat back 64 Can be adjusted.

Subsequently, in step 218, the microcomputer 82 determines whether or not the condition for stopping the adjustment of the seat back 64 is satisfied. In the determination, for example, whether or not the seat control ECU 80 acquires the detection result of the seat angle detection sensor 46 via the occupant protection control ECU 36 and the angle of the seat back 64 reaches a predetermined target angle (target angle range). It is determined whether or not a predetermined time has passed since the operation of the seat back 64 was started, and whether or not the motor load exceeds the predetermined load due to pinching or the like. It is determined whether or not the collision situation detected by the collision determination ECU 34 has been avoided, and the process proceeds to step 218 after waiting until the determination is affirmed.

When the determination of the stop condition is affirmed, the process proceeds to step 220, the operation of the low driving force actuator 100 and the high driving force actuator 102 is stopped, the process returns to step 200, and the above processing is repeated.

As described above, in the present embodiment, when the seat operation switch 84 instructs the adjustment of the inclination angle of the seat back 64, the low driving force actuator 100 is operated to adjust the inclination angle of the seat back 64. When a collision situation is detected by the collision determination ECU 34, the seat back 64 is adjusted by operating the seat operation switch 84 by driving the low driving force actuator 100 and the high driving force actuator 102 arranged in parallel. The seat back 64 can be adjusted at high speed.

Further, the adjustment speed of the seat back 64 can be adjusted simply by arranging the low driving force actuator 100 and the high driving force actuator 102 in parallel and connecting the low driving force actuator 100 and the high driving force actuator 102 via the gearbox 110. Since it can be changed, the adjustment speed of the seat back 64 can be changed without requiring a special mechanism.

Further, during high-speed operation, the low driving force actuator 100 is driven to adjust the inclination angle of the seat back 64, so that the seat back 64 can be adjusted by driving one motor.

That is, during emergency operation of the seat back 64 (operation when a collision is detected), more energy is required than during normal operation (operation by operating the seat operation switch 84), and the actuator is physique-enhanced with high torque. Although it needs to operate, it does not require more energy than during emergency operation because it operates at a low speed during normal operation. For this reason, it was difficult to achieve both normal operation and emergency operation, but as described above, by simply arranging a plurality of actuators in parallel and providing the gearbox 110, normal operation can be performed without designing a new actuator. It is possible to achieve both emergency operation.

In the above embodiment, the reclining mechanism for changing the tilt angle of the seat back 64 has been described as an example of the seat movable portion, but the present invention is not limited to this, and for example, the moving body seat is slid in the front-rear direction. The slide mechanism for adjusting the position may be applied, or may be applied to other movable parts of the moving body seat.

Further, in the above embodiment, the small gear 106 is provided on the rotating shaft of the low driving force actuator 100, and the large gear 108 larger than the small gear 106 is provided on the rotating shaft of the high driving force actuator 102, respectively. A gearbox 110 is used in which the two actuators are connected by engaging with each other and the rotation axis of the low driving force actuator 100 is directly connected to the reclining adjuster 74, but the present invention is not limited to this, for example. A gearbox 110 connected to the reclining adjuster 74 may be further provided so that the gears are meshed with each other to transmit the driving force of each actuator to the gearbox 110, or another gearbox 110 may be used. A gearbox 110 to which a combination of gears is applied may be applied, or a combination of a belt and a roller may be used to transmit a driving force.

Further, in the above embodiment, the low driving force actuator 100 and the high driving force actuator 102 are arranged in parallel, but the present invention is not limited to this. For example, in FIG. 4, the high driving force actuator 102 is placed in the reclining adjuster 74. It may be arranged on the side.

Further, the seat device 60 according to the above embodiment may be the seat device shown in FIGS. 8 to 19. Hereinafter, a modified example of the seat device 60 according to the above embodiment will be described in detail with reference to each figure. In each of the following modifications, the parts with the same reference numerals in the last two digits are the same parts as those in the above embodiment, and thus the description may be omitted. Further, the description may be omitted for the same parts as those in the above embodiment (not shown).

(Modification example 1)
In the seat device 160 according to this modification, when the seat back 164 of FIG. 8A is tilted toward the rear side of the occupant H, a collision is predicted by the occupant protection control ECU, or a collision of a moving body occurs. Is the same in that the form of the seat device 160 is changed to the state shown in FIG. 8 (b) when is detected, but when the form of the seat device 160 is changed, another attitude control bag device is deployed. It is different from the above embodiment. Hereinafter, a specific description will be given.

As shown in FIGS. 8 (b) and 9 (a) and 9 (b), the seat device 160 includes an attitude control bag device 111 provided on the crown of the seat back 164 and both central side portions of the seat back 164. The attitude control bag devices 113 and 115 provided in the above are provided.

The attitude control bag device 111 includes an attitude control bag 111a which is folded before operation and is provided inside or outside the seat back 164, and a gas generator capable of supplying gas to the inside or outside of the attitude control bag 111a. (Not shown) and. This gas generator may be a gas generator such as a high-pressure cylinder or a pyrotechnic, and these two may be used in combination. The same applies to the following modified examples.

In such an attitude control bag device 111, when a collision is predicted by the occupant protection control ECU or when a collision of a moving body is detected, the seat back 164 in the state shown in FIG. The tilt angle of the seat back 164 is controlled until the state shown in FIG. 8B is obtained by releasing the lock. Then, after locking the inclination angle of the seat back 164, as shown in FIG. 9A, the attitude control bag 111a is discharged from the crown of the seat back 164 to the outside and deployed so as to extend in the direction of the dotted arrow. As shown in FIGS. 8 (b) and 9 (b), when the attitude control bag 111a is fully deployed, the attitude control and protection of the head of the occupant H can be performed.

Each of the attitude control bag devices 113 and 115 includes attitude control bags 113a and 115a having the same configurations and functions as the attitude control bag 72 of the above embodiment.

According to the seat device 160 having the above configuration, not only the same effect as that of the above embodiment can be obtained, but also the occupant can be further protected.

Regarding the deployment timing of each attitude control bag in the seat device 160, the tilted seat back 164 may be deployed after the tilted seat back 164 is raised, but the tilted seat back 164 may be deployed while the tilted seat back 164 is raised. It is preferable to raise the inclined seat back 164 after deploying the attitude control bag. When the seat back 164 rises after the deployment of each attitude control bag, the posture position of the occupant can be fixed by the attitude control bag to prevent the occupant from moving forward while the seat back 164 is raised. Further, even when the occupant H is sitting with his legs extended in the state of FIG. 9A from the beginning, the seat device 160 deploys each attitude control bag and deploys each posture control bag as in the present modification. The operation of lowering the ottoman 168 may be possible.

(Modification 2)
As shown in FIG. 10, the seat device 260 according to the present modification is different from the above embodiment in that it includes a foothold portion 271 provided at the tip end portion of the ottoman 268.

The pedestal portion 271 is a portion where the sole of the occupant H1 is in contact with the foot, and when the occupant H1 is decelerated due to a collision, the occupant H1 can prevent himself / herself from moving to the front of the seat by stepping on the foot.

The shackle portion 271 is normally stored in the ottoman, and when a collision is predicted by the occupant protection control ECU or when a collision of a moving body is detected, the shackle portion 271 protrudes from the tip portion of the ottoman in FIG. It may be provided with a protruding mechanism that becomes a state. Further, when a collision is predicted by the occupant protection control ECU or when a collision of a moving body is detected, only the tip portion of the flat ottoman 268 is rotated by, for example, 90 °. , May be provided with a rotation mechanism that is in the state shown in FIG. The pedestal portion 271 suppresses the occupant from moving to the feet during a collision. The shackle 271 preferably protrudes from the protrusion mechanism when the ottoman is flat, and may protrude with the ottoman tilted downward or upward.

(Modification 3)
As shown in FIG. 11A, the seat device 360 according to the present modification is different from the above embodiment in that it includes a seat cushion 366 having a push-up portion 367 at the corner portion 366a.

As shown in FIG. 11B, the push-up portion 367 has a push-up member 367a that pushes up the corner portion 366a upward during operation. The push-up member 367a is similar to, for example, an airbag or a telescopic mechanism described later, and expands or expands by a gas pressure generated by the operation of a gas generator or the like.

In the seat device 360 having the above configuration, when a collision is predicted by the occupant protection control ECU or when a collision of a moving body is detected, the push-up member 367a pushes up the corner portion 366a to the upper side, whereby the occupant H2 Push up around the back of the knee. As a result, the knee of the occupant H2 can be bent and the back side of the knee can be hooked on the pushed-up corner portion 366a. Therefore, when a collision is predicted or a collision of a moving object is detected by the occupant protection control ECU. When this is done, it is possible to prevent the occupant H2 from moving to the foot side.

(Modification example 4)
In the seat device 460 according to the present modification, when the seat back 464 of FIG. 12A is tilted toward the rear side of the occupant H, a collision is predicted by the occupant protection control ECU, or a collision of a moving body occurs. Is the same as that of the above embodiment in that the form of the seat device 460 is changed to the state of FIG. 12B when is detected, but the damper type actuator 475 is used when changing the form of the seat device 460. It's different.

The damper type actuator 475 includes a gas generator 475a and a telescopic mechanism 475b having an outer cylinder 475b1, an inner cylinder 475b2, and an inner cylinder 475b3. Normally, FIGS. 12A and 12B are shown. As shown in the above, the inner cylinder 475b2 and the inner cylinder 475b3 are stored inside the outer cylinder 475b1. As shown in FIG. 12B, the damper type actuator 475 after operation extends in the direction of the arrow in FIG. 12B due to the gas pressure generated by the gas generator 475a and pushes the back of the seat back 464. It has become.

In the seat device 460 having the above configuration, when a collision is predicted by the occupant protection control ECU or when a collision of a moving body is detected, the seat actuator 448 causes the seat back 464 in the state of FIG. 12A. unlock. Then, the telescopic mechanism 475b is extended in the direction of the arrow in FIG. 12 (b) by the gas pressure generated by the gas generator 475a, and the back of the seat back 464 is pushed, for example, the inclination angle of the seat back 464 is set in FIG. 12 (b). To the state of. At this time, a contact stopper may be provided so that the inclination angle of the seat back 464 does not exceed a predetermined angle. After that, the seat actuator 448 locks the seat back 464 so that the inclination angle does not change.

According to the seat device 460 having the above configuration, not only the same effect as that of the above embodiment can be obtained, but also the occupant can be protected more quickly.

As the damper type actuator 475, a cylinder structure using hydraulic pressure or the like may be used instead of the telescopic mechanism 475b. Further, in this modification, the damper type actuator is provided outside the seat back 464, but instead, it is provided inside the seat back so that it protrudes from the seat back 464 toward the floor of the external moving body during operation. It may be a thing. As a result, the seat back can be raised by the repulsive force generated by the tip of the damper type actuator pushing the floor of the moving body during operation.

(Modification 5)
In the seat device 560 according to the present modification, when the seat back 564 of FIG. 13A is tilted toward the rear side of the occupant H, a collision is predicted by the occupant protection control ECU, or a collision of a moving body occurs. Is the same in that the form of the seat device 560 is changed to the state of FIG. 13 (b) when is detected, but the above embodiment is in that an airbag type actuator 577 is used when changing the form of the seat device 560. Is different.

The airbag actuator 577 includes a gas generator 577a and an airbag 577b that expands when the gas generated by the operation of the gas generator 577a flows into the inside.

The airbag 577b before the operation of the gas generator 577a is folded as shown in FIG. 13 (a), and expands and expands as shown in FIG. 13 (b) after the operation of the gas generator 577a.

In the seat device 560 having the above configuration, when a collision is predicted by the occupant protection control ECU or when a collision of a moving body is detected, the seat actuator 548 causes the seat back 564 in the state of FIG. 13 (a). unlock. Then, the airbag 577b is expanded by the gas pressure generated by the gas generator 577a, and the back portion of the seat back 564 is pushed so that, for example, the inclination angle of the seat back 564 is set to the state shown in FIG. 13 (b). At this time, a contact stopper may be provided so that the inclination angle of the seat back 564 does not exceed a predetermined angle. After that, the seat actuator 548 locks the seat back 564 so that the inclination angle does not change.

According to the seat device 560 having the above configuration, not only the same effect as that of the above embodiment can be obtained, but also the occupant can be protected more quickly.

Further, in this modification, the airbag type actuator is provided outside the seat back 564, but instead, it is provided inside the seat back so that it protrudes from the seat back 564 toward the floor of the external moving body during operation. It may be the one that has been used. As a result, the seat back can be raised by the repulsive force generated by the inflated airbag of the airbag-type actuator pushing the floor of the moving body during operation.

(Modification 6)
As shown in FIG. 14, the seat device 660 according to the present modification is a modification of the attitude control bag according to the above embodiment, and is an attitude control bag device provided inside both side portions of the crown of the seat back 664. It is equipped with 611 and 613.

Each of the attitude control bag devices 611 and 613 has attitude control bags 611a and 613a that can be expanded by the gas pressure generated by the gas generator (not shown).

After the gas generator (not shown) is activated, the attitude control bags 611a and 613a are expanded and discharged from the top of the seat back 664 along the left-right direction of the paper in FIG. 14, and the dotted line in FIG. 14 (a). It expands and expands in the direction of the arrow and is arranged at the position shown in FIG. 14 (b). That is, when a collision is predicted by the occupant protection control ECU, or when a collision of a moving body is detected, the attitude control bags 611a and 613a are expanded and expanded by the pressure of the gas generated by the operation of the gas generator. Each covers the occupant's head, shoulders, and lumbar region from both sides of the occupant to control and protect the occupant's posture.

According to the seat device 660 having the above configuration, the same effect as that of the attitude control bag of the above embodiment can be obtained.

(Modification 7)
As shown in FIG. 15, the seat device 760 according to the present modification is a modification of the attitude control bag according to the above embodiment, and is an attitude control bag device provided inside both side portions of the crown of the seat back 764. It includes 711 and 713, and attitude control bag devices 715 and 717 provided inside both side portions of the seat back 764.

The attitude control bag devices 711 and 713 have attitude control bags 711a and 713a that can be expanded by the gas pressure generated by the gas generator (not shown). After the gas generator (not shown) is activated, the attitude control bags 711a and 713a are expanded and discharged from the top of the seat back 764 along the left-right direction of the paper in FIG. 15, and the dotted line in FIG. 15 (a). It expands and expands in the direction of the arrow and is placed at the position shown in FIG. 15 (b) (near the head and shoulders of the occupant).

The attitude control bag devices 715 and 717 have attitude control bags 715a and 717a that can be expanded by the gas pressure generated by the gas generator (not shown).

After the gas generator (not shown) is activated, the attitude control bags 715a and 717a are discharged from the seat back 764 to the outside (front side of the paper in FIG. 15) while expanding, and expand in the direction of the dotted arrow in FIG. 15 (a). It is unfolded and placed at the position shown in FIG. 15 (b) (near the arm and waist of the occupant). That is, when a collision is predicted by the occupant protection control ECU, or when a collision of a moving body is detected, the expanded and deployed attitude control bags 711a, 713a, 715a, and 717a are respectively the head and shoulders of the occupant. The body, arms, and waist are covered from both sides of the occupant to control and protect the occupant's posture.

According to the seat device 760 having the above configuration, the same effect as that of the attitude control bag of the above embodiment can be obtained.

(Modification 8)
As shown in FIG. 16, the seat device 860 according to the present modification is a modification of the attitude control bag according to the above embodiment, and is an attitude control bag device provided inside both side portions of the crown of the seat back 864. It includes 811 and 813, and attitude control bag devices 815 and 817 provided inside both side portions of the lower portion of the seat back 864.

The attitude control bag devices 811 and 813 have attitude control bags 811a and 813a that can be expanded by the gas pressure generated by the gas generator (not shown). After the gas generator (not shown) is activated, the attitude control bags 811a and 813a are expanded and discharged from the top of the seat back 864 along the left-right direction of the paper in FIG. 16, and the dotted line in FIG. 16 (a). It expands and expands in the direction of the arrow and is placed at the position shown in FIG. 16 (b) (near the head and shoulders of the occupant).

The attitude control bag devices 815 and 817 have attitude control bags 815a and 817a that can be expanded by the gas pressure generated by the gas generator (not shown). After the gas generator (not shown) is activated, the attitude control bags 815a and 817a are discharged from the seat back 864 to the outside (front side of the paper in FIG. 16) while expanding, and expand in the direction of the dotted arrow in FIG. 16 (a). It is unfolded and placed at the position shown in FIG. 16 (b) (near the waist of the occupant).

That is, when a collision is predicted by the occupant protection control ECU, or when a collision of a moving body is detected, the expanded and deployed posture control bags 811a, 813a, 815a, and 817a are respectively the head and shoulders of the occupant. The part and waist are covered from both sides of the occupant to control and protect the occupant's posture.

According to the seat device 860 having the above configuration, the same effect as that of the attitude control bag of the above embodiment can be obtained.

(Modification 9)
As shown in FIG. 17, the seat device 960 according to the present modification is a modification of the attitude control bag according to the above embodiment, and is an attitude control bag device provided inside both side portions of the crown of the seat back 964. 911, 913, attitude control bag devices 915, 917 provided inside both sides of the center of the seat back 964, and attitude control bag devices 919, 921 provided inside both sides of the lower part of the seat back 964 are provided. There is.

The attitude control bag devices 911 and 913 have attitude control bags 911a and 913a that can be expanded by the gas pressure generated by the gas generator (not shown). After the gas generators (not shown) are activated, the attitude control bags 911a and 913a are expanded and discharged from the top of the seat back 964 along the left-right direction of the paper of FIG. 17, and the dotted line of FIG. 17A. It expands and expands in the direction of the arrow and is placed at the position shown in FIG. 17 (b) (near the head and shoulders of the occupant).

The attitude control bag devices 915 and 917 have attitude control bags 915a and 917a that can be expanded by the gas pressure generated by the gas generator (not shown). After the gas generator (not shown) is activated, the attitude control bags 915a and 917a are discharged from the seat back 964 to the outside (front side of the paper in FIG. 17) while expanding, and expand in the direction of the dotted arrow in FIG. 17 (a). It is unfolded and placed at the position shown in FIG. 17 (b) (near the occupant's arm).

The attitude control bag devices 919 and 921 have attitude control bags 919a and 921a that can be expanded by the gas pressure generated by the gas generator (not shown). After the gas generator (not shown) is activated, the attitude control bags 919a and 921a are discharged from the seat back 964 to the outside (front side of the paper in FIG. 17) while expanding, and expand in the direction of the dotted arrow in FIG. 17A. It is unfolded and placed at the position shown in FIG. 17 (b) (near the waist of the occupant).

That is, when a collision is predicted by the occupant protection control ECU, or when a collision of a moving object is detected, the expanded and deployed attitude control bags 911a, 913a, 915a, 917a, 919a, and 921a are each of the occupant. The head, shoulders, and waist are covered from both sides of the occupant to control and protect the occupant's posture.

According to the seat device 960 having the above configuration, the same effect as that of the attitude control bag of the above embodiment can be obtained.

In the above-mentioned modifications 6 to 9, an attitude control bag device that simultaneously controls and protects the head and shoulders of the occupant was partially used, but as an example of these modifications, the head. Independent attitude control bag devices for the part and the shoulder may be provided. This is because the occupant's head and the occupant's torso other than this head often move separately, and the preloads of the head and torso at the time of collision are also different. This is because it is preferable to appropriately provide an attitude control bag device dedicated to each part, such as a dedicated one.

(Modification example 10)
As shown in FIG. 18, the seat device 1060 according to this modification is a modification of the attitude control bag according to the above embodiment, and is a posture control bag device provided inside both side portions of the crown portion of the seat back 1064. It includes 1011 and 1013.

The attitude control bag device 1011 has an attitude control bag 1011a that can be expanded by gas pressure generated by a gas generator (not shown), and a fastening member 1011b provided at the tip of the attitude control bag 1011a. ing. Further, the attitude control bag device 1013 includes an attitude control bag 1013a that can be expanded by gas pressure generated by a gas generator (not shown) and a fastening member 1013b provided at the tip of the attitude control bag 1013a. Have.

After the gas generator (not shown) is activated, the posture control bags 1011a and 1013a are expanded and discharged from the top of the seat back 1064 along the left-right direction of the paper surface of FIG. 18, and the dotted line in FIG. 18 (a). It expands and expands in the direction of the arrow and is arranged at the position shown in FIG. 18B (around the head of the occupant). It is preferable that the attitude control bags 1011a and 1013a not only prevent the occupant's head from moving forward, but also cover the entire head in order to protect the head from scattering of the windshield glass.

The fastening members 1011b and 1013b are members for fastening (connecting and fixing) the tip portions to each other after the attitude control bags 1011a and 1013a are expanded. For example, a magic tape (registered trademark), a magnet (neodymium, etc.) , Electromagnets and the like. The fastening member prevents the occupant's head from moving forward when the seat back 64 is raised or when a moving body collides. Further, a cushion portion may be provided on the occupant side of the attitude control bags 1011a and 1013a to reduce the impact on the occupant's head.

When a collision is predicted by the occupant protection control ECU, or when a collision of a moving object is detected, each of the expanded attitude control bags 1011a and 1013a covers the occupant's head from both sides of the occupant. , Control and protect the posture of the occupant's head.

According to the seat device 960 having the above configuration, the occupant protection control ECU can suppress the forward movement of the occupant's head when a collision is predicted or when a collision of a moving body is detected. The same effect as that of the attitude control bag of the first modification can be obtained.

Although the embodiments of the present invention have been described above with reference to the drawings, it should be considered that the specific configuration is not limited to these embodiments and modifications. The scope of the present invention is shown by the scope of claims rather than the description of the embodiments and modifications described above, and further includes all modifications within the meaning and scope equivalent to the scope of claims.

10 Crew protection device 12 Front millimeter-wave radar 14 Front-side millimeter-wave radar 16 Rear millimeter-wave radar 18 Rear-side millimeter-wave radar 20 Front stereo camera 22 Rear stereo camera 24 Front collision detection sensor 26 Rear collision detection sensor 28 Side collision detection Sensor 30 Road surface condition sensor 32 Surrounding environment sensor 34 Collision judgment ECU
36 Crew protection control ECU
38 Power control ECU
40 Power control selector 42 Motor generator 44 Battery 46, 146, 246, 346, 446, 546 Seat angle detection sensor 48, 148, 248, 348, 448, 548 Seat actuator 50 Pretensioner actuator 52 Brake actuator 60, 160, 260, 360, 460, 560, 660, 760, 860, 960, 1060 Seat device 62 Seat 64, 164, 264, 364, 464, 564, 664, 764, 864, 964, 1064 Seat back 66, 166, 266, 366, 466, 566, 666, 766, 866, 966, 1066 Seat cushions 68, 168, 268 Ottoman 70, 170, 270, 370 Seat belts 72, 111a, 113a, 115a, 611a, 613a, 711a, 713a, 715a, 717a, 811a, 813a, 815a, 817a, 911a, 913a, 915a, 917a, 919a, 921a, 1011a, 1013a Attitude control bag 74, 174, 274, 374, 474, 574 Reclining adjuster 80 Seat control ECU
82 Microcomputer 84 Seat operation switch 86 Mobile information input circuit 88 Switch input circuit 90 Power supply circuit 92 Drive circuit 94 Power supply monitor circuit 96 Sensor input circuit 100 Low drive force actuator 102 High drive force actuator 106 Small gear 108 Large gear 110 Gearbox 111, 113, 115, 611, 613, 711, 713, 715, 717, 811, 813, 815, 817, 911, 913, 915, 917, 919, 921, 1011, 1013 Posture control bag device 112 Gas tube 114 Power Transmission means 116 Cover 118 Rotating shaft 120 External teeth 122 Internal teeth 124 Power transmission member 126 Pipe 128 Piston 130 First stopper 132 Second stopper 134 Passage 136 Pinion gear 271 Foot stop 366a Square part 367 Push-up part 367a Push-up member 475 Damper Type actuator 475a, 757a Gas generator 475b Telescopic mechanism 475b1 Outer cylinder 475b2 Middle cylinder 475b3 Inner cylinder 577 Air bag type actuator 577b Air bag 1013b Fastening member

Claims (10)

Has a seat with a reclining mechanism that is fixed to the moving body,
The seat is composed of a seat back and a seat cushion that support the upper body of the occupant.
The moving body is provided with an impact detection sensor which is a sensor for detecting an impact applied from the outside of the moving body or an impact prediction detection sensor which is a sensor for detecting the prediction of the impact.
The seat is provided with an actuator electrically connected to the impact detection sensor or the impact prediction detection sensor.
The actuator is composed of a high driving force actuator and a low driving force actuator connected by a gear.
Each of the seat back and the seat cushion is provided with a transmission mechanism that changes the angle between the parallel direction and the vertical direction with respect to the floor of the moving body, and the impact detection sensor or the impact prediction detection sensor receives an impact of a predetermined value or more. When detected, a driving force is generated through the operation of the high driving force actuator, and the driving force changes the seat back and / or the seat cushion of the seat to a predetermined angle.
The high driving force actuator is an occupant protection device characterized by being a gas generator of a pyrotechnic product. Has a seat with a reclining mechanism that is fixed to the moving body,
The seat is composed of a seat back, a seat cushion and / and an ottoman that support the occupant's upper body.
The moving body is provided with an impact detection sensor which is a sensor for detecting an impact applied from the outside of the moving body or an impact prediction detection sensor which is a sensor for detecting the prediction of the impact.
The seat is provided with an actuator electrically connected to the impact detection sensor or the impact prediction detection sensor.
The actuator is composed of a high driving force actuator and a low driving force actuator connected by a gear.
A transmission mechanism for changing the seat back and the seat cushion at angles parallel to perpendicular to the floor of the moving body is provided.
The ottoman is provided with a transmission mechanism that changes the ottoman at an angle from vertical to parallel to the floor of the moving body, and when an impact of a predetermined value or more is detected by the impact detection sensor or the impact prediction detection sensor, the ottoman is described. High driving force A driving force is generated through the operation of the actuator, and the driving force causes the ottoman to change to a predetermined angle.
The high driving force actuator is an occupant protection device characterized by being a gas generator of a pyrotechnic product . The transmission mechanism, before SL upon detecting a predetermined or more impact in impact detection sensor or the impact prediction sensor, seat back displacement of the gear by the driving force for displacing the gear in the high driving force actuator, the seat cushion The occupant protection device according to any one of claim 1 and 2, further comprising a mechanism for transmitting to / or an ottoman. The occupant protection device according to any one of claims 2 or 3, wherein a shackle portion is mounted inside or outside the ottoman. A driving force is generated in the seat cushion through the operation of the high driving force actuator, and the driving force causes the corner portion of the seat cushion located on the front side of the moving body to be lifted and moved above the seating portion of the occupant. The occupant protection device according to any one of claims 1 to 3, further comprising a transmission mechanism. The high driving force actuator is mounted on the seat back internal or external, characterized in that to cover the entire surface or a part of occupant's body by orientation system Goba Tsu grayed gas supply from the high driving force actuator expands The occupant protection device according to any one of claims 1 to 3. The occupant protection device according to claim 6, wherein the attitude control bag mounted on the seat back is fastened to each other by a fastening member after expansion. The occupant protection device according to claim 6 or 7, wherein a cushion material is arranged at a portion where the attitude control bag mounted on the seat back and the occupant's head come into contact with each other. Further, it is an occupant protection device including a second gas generator.
The second gas generator operates independently of the high driving force actuator, the second gas generator than the working of the high driving force actuator, previously, or simultaneously the posture system Goba Tsu grayed The occupant protection device according to claim 6 , wherein gas is supplied to the vehicle. The occupant protection device according to any one of claims 1 to 9, wherein the gas supply of the high driving force actuator expands an inflatable member in an attitude control bag arranged in a seat.

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