JP6930359B2 - Crew Impact Mitigation Device and Crew Impact Mitigation Program - Google Patents

Description

The present invention relates to an occupant impact mitigation device and an occupant impact mitigation program that alleviates an impact generated on an occupant during a collision.

Conventionally, various techniques for protecting an occupant by absorbing an impact on the occupant when a vehicle collides have been proposed (for example, Patent Document 1).

In the technique described in Patent Document 1, a vehicle collision is detected, and after the collision is detected, the seat is driven so as to obtain a required deceleration and acceleration pattern by using a mechanical drive source and an electric drive source. By doing so, it is possible to effectively reduce the deceleration applied to the occupants.

Japanese Unexamined Patent Publication No. 2006-56440

However, in Patent Document 1, although the load applied to the occupant from the restraint device is maximized by driving the seat rearward after the collision is detected, the load rise is delayed because the seat is driven after the collision occurs, and the vehicle speed is high. Sufficient occupant performance may not be achieved in a region collision.

The present invention has been made in consideration of the above facts, and provides an occupant impact mitigation device and an occupant impact mitigation program capable of reducing the deceleration applied to the occupant while securing the space for the occupant in the event of a collision. The purpose is to do.

In order to achieve the above object, the occupant impact mitigation device according to the present invention has a driving unit that drives the seat of the vehicle to the rear of the vehicle, a relative distance to the collision target, a relative speed to the collision target, and a relative to the collision target. A detection unit that detects acceleration, the relative distance, and the relative velocity, an estimation unit that estimates the time to a collision based on the detection results of the detection unit, and a predetermined time until the collision. When the target deceleration is within the range, the control unit that controls the drive unit so as to start driving the seat to the rear of the vehicle at the drive start timing that occurs in the seat at the time of a collision, and the control unit that does not exceed the target deceleration. It is provided with a limiting portion that limits the load applied to the occupant from the restraint device.

According to the occupant impact mitigation device according to the present invention, the seat of the vehicle is driven to the rear of the vehicle by the drive unit.

The detection unit detects each of the relative distance to the collision target, the relative speed to the collision target, the relative acceleration to the collision target, or the relative distance and the relative speed.

In addition, the estimation unit estimates the time until collision based on the detection result of the detection unit.

Then, in the control unit, when the time until the collision is within a predetermined time, the drive unit starts driving the seat to the rear of the vehicle at the drive start timing when the target deceleration occurs in the seat at the time of the collision. Is controlled. That is, the seat is driven so that the seat is started to be driven before the collision occurs and the target deceleration is generated in the seat when the collision occurs. In addition, the limiting unit limits the load applied to the occupant from the restraint device so as not to exceed the target deceleration. As a result, it is possible to alleviate the impact applied to the occupant at the time of the collision, as compared with the conventional method of driving the seat to alleviate the impact after the collision occurs. Further, regarding the movement of the occupant and the seat with respect to the collision target, the movement amount of the occupant can be suppressed and the space of the occupant can be secured at the time of the collision as compared with the conventional method of driving the seat after the collision and mitigating the impact. Further, when the vehicle speed at the time of a collision is lower than that at the maximum, the rigidity of the vehicle body becomes relatively rigid and the deceleration of the occupant is suppressed from becoming excessive. Therefore, it is possible to effectively mitigate the impact on the occupant while securing the space for the occupant when a collision occurs.

Further, as in the invention of claim 2, the estimation unit estimates the time until a collision and the relative velocity at the time of a collision based on the detection result of the detection unit, and the control unit estimates the collision. When the time until is within a predetermined time, the driving of the seat to the rear of the vehicle is started at the driving start timing when the target deceleration determined based on the estimation result of the estimation unit occurs in the seat at the time of a collision. The drive unit may be controlled. As a result, the impact on the occupant can be effectively alleviated.

Further, as in the invention of claim 3, the control unit is set to set the target deceleration from the estimation result of the estimation unit using a model predetermined in consideration of the load limit value limited by the restriction unit. Including a unit, a driving force of a driving unit that generates a target deceleration set by a setting unit, and a determining unit that determines each of a seat driving start timing in which the target deceleration occurs at the time of a collision. The drive unit may be controlled based on the determination result. Thereby, the target deceleration can be set from the estimated time until the collision and the relative speed at the time of the collision, the driving force of the driving unit and the seat start timing can be determined, and the driving unit can be controlled.

Further, as in the invention of claim 4, the detection unit for detecting the collision may be further provided, and the control unit may sequentially update the driving force and the driving start timing until the collision is detected by the detection unit. As a result, the estimation error can be corrected up to the moment of collision to improve the control accuracy.

In the present invention, as in the invention of claim 5, the occupant impact mitigation for causing the computer to function as a detection unit and a control unit of the occupant impact mitigation device according to any one of claims 1 to 4. It may be a program.

As described above, according to the present invention, even when the vehicle speed at the time of a collision is lower than that at the maximum, it is possible to effectively mitigate the impact on the occupant while securing the space for the occupant at the time of the collision. It has the effect of being able to provide a possible occupant impact mitigation device.

It is a block diagram which shows the schematic structure of the occupant impact mitigation device which concerns on this embodiment. It is a figure which shows the movement of a seat by a seat drive actuator. (A) is a diagram showing the deceleration of the seat in the case of a model assuming that the occupant and the seat move integrally, and (B) is a diagram showing the seat control force in the case of (A), and (C). ) Is a diagram for explaining the determination of the seat movement start time in the case of (A). (A) is a diagram showing the deceleration of the seat in the case of a model that considers the behavior of the seat belt and the occupant, (B) is a diagram showing the seat control force in the case of (A), and (C) is a diagram showing the seat control force. It is a figure for demonstrating the determination of the seat movement start time in the case of (A), and is the figure which shows the load of the seat belt in the case of (A). (A) is a diagram for explaining a model that considers the behavior of the seat belt and the occupant, and (B) is a diagram showing an example of obtaining the seat target deceleration using a map from the relative speed and the time until the collision. be. It is a flowchart which shows an example of the flow of the impact mitigation seat control performed by the occupant impact mitigation ECU of the occupant impact mitigation device which concerns on this embodiment. (A) is a diagram showing a waveform example of occupant deceleration when the vehicle speed is 100 km / h obtained by the high-speed full-wrap collision test simulation in the present embodiment, and (B) is a diagram showing the waveform example of the occupant deceleration by the high-speed full-wrap collision test simulation in the present embodiment. It is a figure which shows the waveform example of the occupant deceleration in the case of the obtained vehicle speed 80km / h. (A) is a diagram showing an example of the displacement of the occupant and the seat 20 with respect to the collision target when the vehicle speed is 100 km / h obtained by the high-speed full-wrap collision test simulation in the present embodiment, and (B) is a diagram showing the waveform example of the displacement of the seat 20 in the present embodiment. It is a figure which shows the waveform example of the displacement of a occupant and a seat 20 with respect to a collision target at a vehicle speed of 80km / h obtained by a high-speed full-wrap collision test simulation.

Hereinafter, an example of the embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 is a block diagram showing a schematic configuration of an occupant impact mitigation device according to the present embodiment.

As shown in FIG. 1, the occupant impact mitigation device 10 according to the present embodiment includes an occupant impact mitigation ECU (Electronic Control Unit) 12. The occupant impact mitigation ECU 12 is composed of a computer in which a CPU 12A, a ROM 12B, a RAM 12C, and an I / O (input / output interface) 12D are connected to a bus 12E. The occupant impact mitigation ECU 12 corresponds to the estimation unit and the control unit.

The ROM 12B stores a program for performing impact mitigation seat control (details will be described later) that controls the seat in order to alleviate the impact on the occupant due to the collision. The shock mitigation sheet control is performed by expanding the program stored in the ROM 12B into the RAM 12C and executing the program in the CPU 12A.

A radar sensor 14, a collision detection sensor 16, and a seat drive actuator 18 as an example of a drive unit are connected to the I / O 12D.

The radar sensor 14 transmits a signal for detecting the relative distance and relative speed to an object such as a vehicle around the vehicle, receives the signal reflected by the object, and outputs the reception result to the occupant impact mitigation ECU 12. do. For example, the radar sensor 14 applies an ultrasonic radar, a millimeter wave radar, or the like, and the occupant impact mitigation ECU 12 detects the relative distance to an object around the vehicle based on the signal from the radar sensor 14, and the relative distance time. Relative velocity is detected from the change. In the present embodiment, the relative distance and the relative speed are detected based on the detection result of the radar sensor 14, but the present embodiment is not limited to this. For example, based on a signal from a photographing device such as a camera or a stereo camera, or a rider for detecting an object around the vehicle by irradiating a laser beam or the like, the relative distance and relative speed to the object are determined by the occupant. The shock mitigation ECU 12 may detect it. In the present embodiment, the radar sensor 14 and the occupant impact mitigation ECU 12 correspond to an example of the detection unit.

The collision detection sensor 16 detects a physical quantity for detecting the occurrence of a collision. For example, the occurrence of a collision is detected by detecting the acceleration as a physical quantity generated by the collision and outputting the detection result to the occupant impact mitigation ECU 12. When detecting the acceleration, the collision detection sensor 16 detects, for example, the acceleration in the front-rear direction of the vehicle or the acceleration in the vehicle width direction. The collision detection sensor 16 may detect a physical quantity other than acceleration. For example, the detection result of a strain sensor or the like may be detected as a physical quantity. In the present embodiment, the collision detection sensor 16 and the occupant impact mitigation ECU 12 correspond to an example of the detection unit.

As shown in FIG. 2, the seat drive actuator 18 slides the seat 20 of the vehicle toward the rear of the vehicle (in the direction of the arrow in FIG. 2). In the present embodiment, the seat drive actuator is driven to move the seat 20 to the rear of the vehicle in accordance with the timing of the collision occurrence before the collision occurs to alleviate the impact on the occupant. As the drive source, various well-known drive sources such as oil pressure, electricity, and explosive can be applied. As long as the seat drive actuator 18 can drive the occupant and the seat 20 with a predetermined load and responsiveness, any drive source may be applied.

In addition, the vehicle body rigidity is designed under conditions near the maximum vehicle speed assuming a collision.

The occupant impact mitigation device 10 further includes a force limiter 24 that limits the load applied to the occupant from the seat belt 22 by operating the occupant impact mitigation device 10. The force limiter 24 has a variable load limit value, and a load limit value is set so as not to exceed the target deceleration. The force limiter 24 is limited to the load of the seat belt 22 that restrains the occupant by operating after the seat drive in parallel with the impact mitigation after the collision due to the rigidity of the vehicle body designed under the condition near the maximum vehicle speed assuming a collision. It is configured to multiply.

Here, the above-mentioned impact mitigation seat control performed by the occupant impact mitigation ECU 12 will be described.

In the present embodiment, the occupant impact mitigation ECU 12 detects the relative distance Δx (t) and the relative velocity Δv (t) with the object by acquiring the detection result of the radar sensor 14.

Further, the occupant impact mitigation ECU 12 estimates the collision time t_end with the object and the relative velocity Δv (t_end) at the time of collision based on the detected relative distance Δx (t) and relative velocity Δv (t). It is preferable to detect the relative deceleration ΔG (t) and estimate the time t_end at the time of collision and the relative velocity Δv (t_end) at the time of collision, but in the present embodiment, the relative deceleration ΔG (t) is The explanation will be made on the assumption that it is 0.

Then, the occupant target deceleration G_target at the time of collision is set by using a predetermined model for obtaining the occupant target deceleration G_target at the time of collision from the collision time t_end and the relative velocity Δv (t_end) at the time of collision. The requirements for determining the occupant target deceleration G_target are that the maximum deceleration after a collision does not exceed a predetermined maximum value (maximum occupant deceleration) and the amount of displacement that the vehicle collapses after a collision is the space of the occupant. It is calculated based on a predetermined model in consideration of the point that does not exceed (securing the occupant space) and the point that the force limiter 24 limits the load applied to the occupant from the seat belt 22. This calculation depends on the body rigidity of the vehicle (for example, the rigidity of the side members and the like). For example, the method described in JP-A-2006-56440, the method described in JP-A-2001-130354, and Koji Mizuno, "Collision Safety of Automobiles", The University of Nagoya Press, 2012 The method described in the year can be applied.

Further, the occupant impact mitigation ECU 12 determines the seat control force, the seat 20 drive start timing, and the seat based on the obtained occupant target deceleration G_target and the time Δt = t_end-t (current time) from the current time to the collision. The load limit value of the belt 22 is obtained. The seat control force obtains the driving force of the seat drive actuator 18 that generates the occupant target deceleration G_target when the movable amount (maximum displacement) of the seat 20 is moved to the rear during the time Δt until the collision. Further, as the drive start timing, the start time t_start of the seat movement control is obtained by setting the target deceleration G_target as the drive start timing of the seat 20 generated on the seat 20 at the time of collision. Further, the load limit value of the seat belt 22 is required so as not to exceed the target deceleration G_target due to the load applied from the seat belt 22 to the occupant.

In addition, the processing so far is sequentially performed to update the seat control force and the start time t_start of the seat movement control, and the estimation error is corrected until the moment of collision to improve the control accuracy. Then, when the start time t_start is reached, the seat drive actuator 18 is started to be driven. Further, the load limit value of the force limiter 24 is set. There are many possible control patterns for the seat drive actuator, but here, for the sake of simplicity, a constant force will be applied to the seat 20. Further, the seat control force, the seat movement control start time t_start, and the load limit value of the force limiter 24 are updated even after the seat is started to be driven, but after the seat is started to be driven, the displaceable amount of the remaining seats is taken into consideration. Then, the seat control force and the start time of the seat movement control are updated.

The start time t_start of the seat movement control can be easily calculated in the case of a model in which the occupant and the seat 20 are assumed to move integrally without considering the characteristics of the seat belt (rigidity, play, etc.). For example, as shown in FIG. 3 (B), assuming that the seat control force is constant, if the area of the triangle and the inclination of the hypotenuse of the hatched portion in FIG. 3 (C) are determined, the start time t_start of the seat movement control is obtained. Can be done. That is, when the seat control force is a constant value, the inclination of the hypotenuse of the triangle corresponds to the deceleration of the seat 20, so if the occupant target deceleration G_target shown in FIG. 3A is determined, the inclination is uniquely determined. .. Further, since the area of the triangle in FIG. 3C corresponds to the amount of movement of the seat 20, the maximum displacement that allows the amount of movement to move to the rear side of the vehicle is the area. Therefore, the control start time t_start can be calculated from these.

On the other hand, in the case of the model that considers the behavior of the seat belt and the occupant as shown in FIG. 4 (A) above, the displacement of the occupant is delayed with respect to the seat control, so a predetermined model is used. It is necessary to predict the occupant deceleration in the event of a collision. Specifically, the seat is controlled so that the area of the triangle shown by the hatching in FIG. 4C is decelerated by the occupant in the event of a collision under a certain constraint. In this control, it is a constraint condition that the seat control force does not exceed the upper limit (see FIG. 4B). The solid line in FIG. 4 (A) indicates the seat deceleration, and the thick solid line indicates the occupant deceleration. To find the occupant target deceleration using. In addition, the target deceleration G_target of the seat 20, which is the obtained occupant target deceleration, is obtained.

Further, due to the force limiter 24, the load of the seat belt 22 does not exceed the load limit value.

In the case of a model that considers the behavior of the seat belt and the occupant, for example, as shown in FIG. 5 (A), the seat control before the collision, the seat belt rigidity, and the seat belt load limit are modeled, and the seat belt load limit is modeled. Model the body rigidity and seatbelt load limits after a collision. Then, using the time to collision Δt = t_end-t and the estimated relative velocity Δv (t_end) at the time of collision as input values, forward calculation is performed using each model, and the target deceleration G_target of the seat 20 and the seat belt The load limit value of 22 is directly obtained. In addition, when modeling, as described above, the maximum occupant deceleration, securing of occupant space, and seatbelt load limitation are used as constraint conditions, and the time to collision Δt = t_end-t and the relative speed at the time of collision are used. The target deceleration G_target of the seat 20 and the load limit value of the seat belt 22 with respect to Δv (t_end) are directly obtained.

Further, when the target deceleration of the seat 20 and the load limit value of the seat belt 22 are obtained, they may be calculated online in real time by a model prediction control method or the like. Alternatively, using a model, as shown in FIG. 5B, the seat target deceleration G_target and the load of the seatbelt 22 with respect to the time to collision Δt = t_end-t and the relative velocity Δv (t_end) at the time of collision. A map for obtaining the limit value may be created in advance, and the seat target deceleration G_target and the load limit value of the seat belt 22 may be sequentially updated using the map during control by the occupant impact mitigation ECU 12.

Subsequently, a specific flow of impact mitigation seat control performed by the occupant impact mitigation ECU 12 of the occupant impact mitigation device 10 according to the present embodiment configured as described above will be described. FIG. 6 is a flowchart showing an example of a flow of impact mitigation seat control performed by the occupant impact mitigation ECU 12 of the occupant impact mitigation device 10 according to the present embodiment. The process of FIG. 6 is started, for example, when an ignition switch (not shown) is turned on, or when the start of traveling of the vehicle is detected.

In step 100, the CPU 12A detects the relative distance Δx (t) and the relative velocity Δv (t) at the current time, and proceeds to step 102. That is, the CPU 12A detects the relative distance Δx (t) and the relative velocity Δv (t) with respect to the object at the current time by acquiring the detection result of the radar sensor 14.

In step 102, the CPU 12A estimates the collision time t_end and the relative velocity Δv (t_end) at the time of collision based on the relative distance Δx (t) and the relative velocity Δv (t) acquired in step 100, and proceeds to step 104. do.

In step 104, the CPU 12A determines whether or not the time until collision is equal to or less than a predetermined threshold value. In the determination, the time Δt = t_end-t (current time) from the current time and the collision time t_end to the collision is obtained, and it is determined whether or not the time Δt until the collision is equal to or less than a predetermined threshold value. If the determination is denied, the process returns to step 100 and the above processing is repeated, and if the determination is affirmed, the process proceeds to step 106.

In step 106, the CPU 12A sets the occupant target deceleration G_target at the time of collision and the load limit value of the seatbelt 22 from the estimation result, and proceeds to step 108. For example, as described above, a predetermined model for obtaining the occupant target deceleration G_target at the time of collision and the load limit value of the seat belt 22 from the time to collision Δt = t_end-t and the relative velocity Δv (t_end) at the time of collision. The estimated time to collision Δt = t_end-t and the relative speed Δv (t_end) at the time of the collision, the occupant target deceleration at the time of collision (seat target deceleration) G_target, and the load of the seat belt 22 Set a limit value. In step 106, the seat target deceleration G_target is set using a model instead of the occupant target deceleration when considering the behavior of the seat belt and the occupant. The process of step 106 corresponds to an example of the setting unit.

In step 108, the CPU 12A determines the seat control force and the seat movement control start time t_start from the time Δt = t_end-t from the current time t to the collision and the target deceleration G_target, and proceeds to step 110. That is, the driving force of the seat drive actuator 18 that generates the target deceleration G_target at the time of collision and the seat control start time t_start that becomes the seat target deceleration G_target at the timing of the collision are determined, and the process proceeds to step 110. As described above, the seat control force is the seat drive actuator 18 that generates the occupant target deceleration G_target when the movable amount (maximum displacement) of the seat 20 is moved to the rear during the time Δt until the collision. Find the driving force. Further, as the drive start timing, the start time t_start of the seat movement control that occurs when the target deceleration G_target collides is obtained. The seat control force is stored as, for example, a map or the like in which the maximum displacement of the seat 20 (movable amount to the rear), the time Δt until the collision, and the driving force according to the target deceleration G_target are predetermined. , May be determined using a map. Further, regarding the start time t_start, the time Δt until the collision and the start time t_start corresponding to the target deceleration G_target may be stored as a predetermined map or the like and determined by using the map. Further, the process of step 108 corresponds to an example of the determination unit.

In step 110, the CPU 12A and step 114, which will be described later, have already been executed to determine whether or not seat control is in progress. If the determination is denied, the process proceeds to step 112, and if the determination is denied, the process proceeds to step 118.

In step 112, the CPU 12A determines whether or not the sheet movement start time t_start determined in step 108 has been reached. If the determination is affirmed, the process proceeds to step 114, and if the determination is negative, the process returns to step 100 and the above processing is repeated to update the sheet control start time.

In step 114, the CPU 12A drives the seat drive actuator 18 to start the seat movement control and shift to step 116.

In step 116, the CPU 12A determines whether or not the collision detection sensor 16 has detected a collision. If the determination is affirmed, a series of processes are terminated, and if the determination is denied, the process returns to step 100 to repeat the above-mentioned processes, and the seat control force and the seat control start time t_start are sequentially updated.

On the other hand, in step 110, the seat control has already started, and when the process shifts to step 118, the CPU 12A determines whether or not the time is before the seat movement start time t_start set in step 108. If the determination is affirmed, the process proceeds to step 120, and if the determination is denied, the process proceeds to step 116.

In step 120, the CPU 12A stops the seat drive actuator 18 to stop the seat movement control, and then proceeds to step 112. That is, if the sheet movement start time t_start is sequentially updated and the sheet movement start time t_start is changed to a later time by the update after the sheet movement control is started, the sheet movement control has already started and is stopped. After waiting for the updated start time t_start, the seat movement control is started again. On the other hand, if the sheet movement start time t_start is not changed or is changed at an earlier time, the sheet movement control is continued as it is.

Further, the force limiter 24 limits the load of the seat belt 22 that restrains the occupant by operating after the seat is driven in parallel with the shock mitigation after the collision due to the rigidity of the vehicle body.

Here, the results of performing a high-speed full-wrap collision test simulation in each of the present embodiments will be described.

FIG. 7 is a diagram showing a waveform example of occupant deceleration obtained by the high-speed full-wrap collision test simulation in the present embodiment. FIG. 7A is a diagram when the vehicle speed is 100 km / h, and FIG. 7B is a diagram when the vehicle speed is 80 km / h.

FIG. 8 is a diagram showing an example of waveforms of displacement of the occupant and the seat 20 with respect to the collision target obtained by the high-speed full-wrap collision test simulation in the present embodiment. FIG. 8A is a diagram when the vehicle speed is 100 km / h, and FIG. 8B is a diagram when the vehicle speed is 80 km / h.

As shown in FIGS. 7 (B) and 8 (B), the vehicle body rigidity corresponds to a maximum vehicle speed of 100 km / h, and even at a low vehicle speed (80 km / h), it can be controlled within the target deceleration. You can see that.

As described above, the occupant impact mitigation device 10 according to the present embodiment can alleviate the impact applied to the occupant at the time of a collision, as compared with the conventional method of driving the seat to alleviate the impact after the collision occurs. Further, regarding the movement of the occupant and the seat with respect to the collision target, the movement amount of the occupant can be suppressed and the space of the occupant can be secured at the time of the collision as compared with the conventional method of driving the seat after the collision and mitigating the impact. Further, when the vehicle speed at the time of a collision is lower than that at the maximum, the rigidity of the vehicle body becomes relatively rigid and the deceleration of the occupant is suppressed from becoming excessive. Therefore, it is possible to effectively mitigate the impact on the occupant while securing the space for the occupant when a collision occurs.

In addition, by starting the seat movement in advance before the collision so that the seat target deceleration that takes into account the load limit of the seat belt occurs when a collision occurs, the deceleration applied to the occupants in the event of a collision is reduced compared to the past. The impact can be mitigated.

In addition, the requirements for mitigating occupant impact in the event of a vehicle collision, such as securing space for occupants and reducing deceleration of occupants, can be satisfied even in a collision from a high vehicle speed range.

Further, the space for the occupant can be secured by driving and controlling the seat before the collision occurs while sequentially updating the control model using the estimated value of the time until the collision and the relative speed at the time of the collision.

In addition, by designing the vehicle body rigidity on the condition that the vehicle body rigidity is near the maximum vehicle speed assuming a collision, the impact after the collision is mitigated, and the target deceleration is restricted so as not to be exceeded by the load applied to the occupant from the restraint device (seat belt). .. Due to this limitation, when the vehicle speed at the time of a collision is lower than that at the maximum, the vehicle body rigidity becomes relatively rigid and the effect of suppressing the deceleration of the occupant from becoming excessive works.

In the above embodiment, in order to simplify the explanation, the seat control force when driving the seat drive actuator 18 is described as being constant, but the seat control force is not limited to a constant value and is a predetermined pattern. The seat control force may be increased or decreased with the passage of time.

Further, although the case of calculating the target deceleration has been described as an example, the present invention is not limited to this, and a preset target deceleration may be used.

Further, the process of FIG. 6 performed by the occupant impact mitigation ECU 12 in each of the above embodiments has been described as a software process performed by executing a program by a computer, but may be a process performed by hardware. Alternatively, the processing may be a combination of both software and hardware. Further, the program to be processed by software may be stored in various storage media and distributed.

Further, the present invention is not limited to the above, and it goes without saying that the present invention can be variously modified and implemented within a range not deviating from the gist thereof.

10 Crew shock mitigation device 12 Crew shock mitigation ECU
14 Radar sensor 16 Collision detection sensor 18 Seat drive actuator 20 Seat 22 Seat belt 24 Force limiter

Claims (3)

A drive unit that drives the vehicle seat to the rear of the vehicle,
A detection unit that detects the relative distance to the collision target, the relative speed to the collision target, the relative acceleration to the collision target, or the relative distance and the relative speed, respectively.
An estimation unit that estimates the time until a collision based on the detection result of the detection unit, and an estimation unit.
Control to control the drive unit so that when the time until the collision falls within a predetermined time, the target deceleration starts driving the seat to the rear of the vehicle at the drive start timing generated in the seat at the time of the collision. Department and
A limiting unit that limits the load applied to the occupant from the restraint device so as not to exceed the target deceleration
Equipped with a,
Based on the detection result of the detection unit, the estimation unit estimates the time to collision and the relative speed at the time of collision, respectively.
The control unit is set by a setting unit that sets the target deceleration from the estimation result of the estimation unit using a model predetermined in consideration of the load limit value limited by the restriction unit, and the setting unit. The driving force of the driving unit that generates the target deceleration and a determining unit that determines each of the driving start timings of the seat that the target deceleration occurs at the time of a collision are included, and the time until the collision is predetermined. An occupant impact mitigation device that controls the drive unit based on the determination result of the determination unit when the time is within. Equipped with a detection unit that detects collisions
The occupant impact mitigation device according to claim 1 , wherein the control unit sequentially updates the driving force and the driving start timing until a collision is detected by the detecting unit. An occupant impact mitigation program for causing a computer to function as a detection unit, an estimation unit, and a control unit of the occupant impact mitigation device according to claim 1 or 2.

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