JP2004291967A - Occupant restraining protection system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To perform further efficient occupant restraining protection in a further occupant comfortable manner by controlling a seat belt retractor according to the status of an own vehicle in addition. <P>SOLUTION: In this system, a standing weight 83 of a roll-over detecting sensor 80 is greatly tilted during the roll-over of a vehicle to prevent a light from an emitter 84 to be received by an emitter 85. Thus, the roll-over of the vehicle is detected. A CPU determines the status of the own vehicle in accordance with a detection signal from the roll-over detection sensor 80 and drives an electric motor 40 depending on its determination result. With the rotation driving force of the electric motor 40, a gear hold 26 and a reel shaft 4 are turned. Thus, the belt tension of a seat belt 3 is adjusted according to the status of the own vehicle. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a technical field of an occupant restraint protection system using a seatbelt device for protecting an occupant, which is mounted on a vehicle such as an automobile, and particularly relates to a running condition of the vehicle such as rollover, sudden braking or sudden turning. The present invention relates to a technical field of an occupant restraint protection system that detects and adjusts a belt tension of a seat belt according to a situation between the vehicle and an object or a situation of the vehicle to reliably restrain and protect an occupant.

  2. Description of the Related Art Conventionally, a seatbelt device mounted on a vehicle such as an automobile has an occupant jumping out of a seat by restraining the occupant with a seatbelt in an emergency such as when a large deceleration acts on the vehicle at the time of a collision. To protect the occupants.

  In such a seat belt device, a seat belt retractor for winding up the seat belt is provided. The seat belt retractor includes an urging force applying unit such as a spiral spring that constantly urges a reel shaft for winding the seat belt in a winding direction. The seat belt is wound around the reel shaft when the seat belt is not worn by the urging force of the urging force applying means. In addition, when the seat belt is worn, the seat belt is pulled out against the urging force of the urging force applying means to restrain the occupant. In this case, the urging force to wind up the seat belt is provided so that the occupant does not have a feeling of pressure due to the belt tension of the seat belt during normal wearing, and the occupant can easily move by pulling out the seat belt easily. The biasing force of the means is set small.

  Further, the seat belt retractor includes a lock unit that operates in an emergency as described above to prevent the reel shaft from rotating in the pull-out direction. Therefore, when the locking means operates in an emergency, the extension of the seat belt is prevented. This ensures that the seat belt restrains and protects the occupant in an emergency.

  By the way, in such a conventional seat belt device, when the seat belt is worn, substantially constant belt tension is applied to the seat belt by the urging force of the urging force applying means. For this reason, the seat belt retractor operates in substantially the same manner regardless of the situation between the own vehicle and an object around the own vehicle or the own vehicle such as rollover, sudden braking or sharp turning. Therefore, the conventional seat belt device can reliably restrain and protect the occupant in an emergency as described above, but a seat belt device that is more comfortable for the occupant in non-emergency situations as described above is desired. ing.

  Therefore, by controlling the seat belt retractor in consideration of the situation between the own vehicle and the object and / or the situation of the own vehicle, occupant restraint protection is performed more efficiently and more comfortably for the occupant. It is desirable to do so.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to control the seat belt retractor in consideration of the situation of the own vehicle, thereby more efficiently protecting the restraint of the occupant and occupant protection. It is an object of the present invention to provide an occupant restraint protection system that can be performed more comfortably.

  In order to solve the above-mentioned problem, an invention according to claim 1 is provided with a reel shaft for winding a seat belt, a frame for rotatably supporting both ends of the reel shaft, and a frame disposed between the frame and the reel shaft. A seat belt retractor having lock means for allowing rotation of the reel shaft at normal times and operating when necessary to prevent rotation of the reel shaft in the seat belt withdrawal direction. In the occupant restraint protection system of the vehicle for restraining the occupant by preventing the vehicle from being pulled out, a belt tension control mechanism for rotating the reel shaft and a rollover, a sudden brake or a sharp turn of the vehicle. Vehicle situation detecting means for detecting a situation; and a situation of the vehicle based on a situation detection signal from the vehicle situation detecting means. And a central processing unit that controls the belt tension control mechanism based on the determination result, wherein the belt tension of the seat belt is controlled to a predetermined value according to the situation of the vehicle. .

The invention according to claim 2 is characterized in that a predetermined number of modes according to the situation of the vehicle are set, and the set value of the belt tension is set for each mode.
Further, in the invention according to claim 3, as the predetermined number of modes, the comfort mode in which the set value of the belt tension is set to 0 and the set value of the belt tension are set to a first predetermined value. It is characterized in that three modes are set: a warning mode and an alarm mode in which the set value of the belt tension is set to a second predetermined value larger than the first predetermined value.

  Further, in the invention according to claim 4, as the predetermined number of modes, the comfort mode in which the set value of the belt tension is set to 0 and the set value of the belt tension are set to a first predetermined value. A warning mode, an alarm mode in which the set value of the belt tension is set to a second predetermined value larger than the first predetermined value, and a warning mode in which the set value of the belt tension is larger than the second predetermined value. It is characterized in that four modes including an emergency mode set to a predetermined value of 3 are set.

  Further, the invention according to claim 5 is characterized in that the belt tension control mechanism is constituted by a motor controlled by the central processing unit, and a gear transmission mechanism for transmitting a driving force of the motor to the reel shaft. Features.

  Furthermore, the invention according to claim 6 is characterized in that the belt tension control mechanism is controlled by the central processing unit, stops when power is not supplied, and rotates the reel shaft even if a rotational force of a predetermined value or less is applied to the reel shaft. And a motor, such as an ultrasonic motor, which rotates to rotate the reel shaft when energized.

  According to the occupant restraint protection system of the present invention having such a configuration, the seat belt retractor is controlled in consideration of the situation of the vehicle such as rollover, sudden braking or sudden turning, so that the belt tension of the seat belt is reduced. It can be controlled to a predetermined value according to these situations. Therefore, restraint protection of the occupant in an emergency by the seat belt can be performed more efficiently and more comfortably for the occupant.

  In particular, according to the second to fourth aspects of the present invention, a predetermined number of modes are set according to the condition of the vehicle, and the set value of the belt tension is set for each mode. Can be performed more finely and more easily.

Hereinafter, the best mode for carrying out the present invention will be described with reference to the drawings.
FIG. 1 is a sectional view showing an example of a seat belt retractor used in an embodiment of an occupant restraint protection system according to the present invention, FIG. 2 is a right side view of FIG. 1 before a seat belt lock operating means is incorporated, and FIG. 1 is a right side view of FIG. 1 in which some components of the seat belt lock operating means are incorporated, and FIG. 4 is a component in which still other components of the seat belt lock operating means and deceleration sensing means are respectively incorporated. 1 is a right side view, and FIG. 5 is a left side view of FIG.

  As shown in FIG. 1, the seat belt retractor 1 includes a U-shaped frame 2 having left and right side walls 2a and 2b. A reel shaft 4 for winding up the seat belt 3 is disposed between the right and left side walls 2a and 2b of the frame 2. A seat belt lock actuating means 5 is attached to the right side wall 2a, and when a predetermined deceleration is applied to the vehicle, the deceleration is sensed to operate the seat belt lock actuating means 5. Means 6 (shown in FIG. 4) are provided. Further, a belt tension control mechanism 7 is attached to the left side wall 2b, and an urging force applying means 8 for applying a winding force of the seat belt 3 to the reel shaft 4 is attached.

  As shown in FIGS. 1 and 2, the reel shaft 4 is conventionally known, and a ratchet wheel 9 is formed on the right end thereof, and the ratchet wheel 9 is located outside the right side wall 2a. . Further, a pawl 10 is attached to the lower left portion of the right side wall 2a so as to be swingable by a pin 11. A locking claw 10 a is formed at the tip of the pawl 10, and the locking claw 10 a can be engaged with and disengaged from the external teeth 9 a of the ratchet wheel 9. The external teeth 9a of the ratchet wheel 9 are formed in a predetermined number, and the surface of the seat belt 3 facing the pull-out direction α is a relatively gentle slope, and the surface of the seat belt 3 facing the winding direction β is substantially Each is formed on a vertical surface. Further, a protruding cam follower 10b is formed near the tip of the pawl 10. Further, the ratchet wheel 9 and the pawl 10 constitute a locking means of the present invention.

  As shown in FIGS. 1 and 3, a tie plate 12 that supports the pin 11 is provided, and the tie plate 12 is also fitted to the right end 4 a on the right side of the ratchet wheel 9 of the reel shaft 4. .

  The seat belt lock operating means 5 is also conventionally known. As shown in FIGS. 1, 3 and 4, the seat belt lock operating means 5 is rotatably fitted to the right end 4a of the reel shaft 4. The lock ring 13, the retainer 14 fixed to the right end 4 a, and the carrier 15 mounted on the retainer 14 so as to be relatively movable in only one of the radial directions (up and down directions in FIG. 3) with respect to the retainer 14. A coil spring 16 contracted between the retainer 14 and the carrier 15; a disk member 17 supported rotatably on the shaft of the retainer 14; And a ring-shaped split member provided between the disk member 17 and the ring member 18. It is made from grayed 19.

  A predetermined number of internal teeth 13a, 13a,... Are formed on the inner peripheral surface of the lock ring 13. The internal teeth 13a are formed such that a surface facing the pull-out direction α of the seat belt 3 is substantially vertical and a surface facing the winding direction β of the seat belt 3 is a relatively gentle inclined surface. Further, a cam hole 13b is formed in the lock ring 13, and the cam follower 10b of the pawl 10 is fitted into the cam hole 13b. Thus, when the lock ring 13 rotates in the seat belt withdrawing direction α, the cam follower 10b is guided by the cam hole 13b and moves from one end to the other end of the cam hole 13b shown in FIG. As a result, the pawl 10 is rotated from the non-locking position where the locking claw 10a shown in FIG. 3 is separated from the external teeth 9a of the ratchet wheel 9 to the locking position where the locking claw 10a is locked to the external teeth 9a. It turns. The retainer 14 has guide pins 14 a, 14 b and a spring receiver 14 c that supports one end of the coil spring 16, respectively.

  The carrier 15 has a hole 15a formed in the radial direction, a relatively large opening 15b formed in the center, a groove 15c formed in the opening 15b at the same diameter and formed in the radial direction, A spring receiver 15d for supporting the other end of the coil spring 16, a locking claw 15e formed on the outer periphery of the carrier 15 and capable of locking to the internal teeth 13a of the lock ring 13 and a protruding pin 15f are provided. The guide 14a is fitted in the hole 15a, and the guide 14b is fitted in the groove 15c. The carrier 15 is guided by these guides 14a and 14b, and moves relative to the retainer 14 and the lock ring 13 only in one of the radial directions (up and down directions in FIG. 3) as described above. . The carrier 15 is normally held by the urging force of the coil spring 16 at the locking claw 15e shown in FIG. 3 at a non-locking position separated from the internal teeth 13a, and when the carrier 15 is relatively moved with respect to the lock ring 13, The locking claw 15e is at a locking position for locking to the internal teeth 13a.

  The disk member 17 has perforated long holes 17a and 17b into which the guides 14a and 14b are respectively fitted, and also has a circular hole 17c into which the pin 15f is fitted.

  A predetermined number of external teeth 18a, 18a,... Are formed on the outer circumference of the ring member 18, and the external teeth 18a have a relatively gentle inclined surface facing the pull-out direction α of the seat belt 3. In addition, the surfaces facing the winding direction β of the seat belt 3 are formed substantially vertically.

  Normally, the disk member 17 and the ring member 18 are integrally rotated by a ring-shaped spring 19, and move relative to each other when a moment greater than a certain value is applied to them in opposite directions. The disk member 17 and the ring member 18 constitute an inertia member. Each member constituting the seat belt lock operating means 5 is prevented from being removed by a cap 20 fitted and locked to the right end 4a.

The deceleration sensing means 6 is also conventionally known. As shown in FIG. 4, the deceleration sensing means 6 includes a case main body 21 attached to the right side wall 2a, When the deceleration is applied, the inertia body 22 tilts forward (to the left in FIG. 4) and a locking lever 23 provided to be swingable on the case body 21. At the tip of the locking lever 23, a locking claw 23a that can be engaged with the external teeth 18a of the ring member 18 is formed. Normally, as shown in FIG. 4, the inertial body 22 is held upright, and the locking lever 23 is held at a non-locking position where the locking claw 23a is separated from the external teeth 18a. When the deceleration of a certain degree or more acts on the vehicle, the inertia body 22 tilts forward, so that the locking lever 23 swings toward the ring member 18 and the locking claw 23a is locked to the external teeth 18a. It is in the locked position.
As shown in FIG. 1, the drive shaft 24 is spline-fitted to the left end 4 b of the reel shaft 4 so as to rotate integrally with the reel shaft 4.

  As shown in FIGS. 1, 5 and 6, a belt tension control mechanism 7 has a case 25 attached to the left side wall 2b, and a predetermined number of engagement teeth , A friction lever 27 that is rotatably attached to a case 25 about a rotation shaft 27a at one end, and one end that rotates at a support shaft 27b at the other end of the friction lever 27. A friction plate 28 that is rotatably mounted, a rotation shaft 29 rotatably supported by the case 25, a driving gear clutch 30 that is non-rotatably supported by the rotation shaft 29, and a relative rotation by the rotation shaft 29. A driven gear clutch 32 movably supported; a clutch plate 33 supported movably in the axial direction and relatively rotatable on the rotating shaft 29; a driven gear clutch 32; A clutch spring 34 contracted between the clutch plate 33 and a lever member 35 supported on the outer periphery of the clutch plate 33 so as to be relatively rotatable. A ring-shaped spring clutch 36, a U-shaped spring 37 between the lever member 35 and the friction lever 27, a first gear transmission mechanism 38 connecting an electric motor 40 and the drive side gear clutch 30, which will be described later, It comprises a second gear transmission mechanism 39 that connects the driven gear clutch 32 and the gear hold 26, and an electric motor 40.

  As shown in FIG. 9A described later, a return spring 54 is contracted between the friction lever 27 and the case 25. Therefore, the friction lever 27 is moved by a small spring force of the return spring 54 as shown in FIG. ) Is always biased counterclockwise.

  As shown in FIG. 5, the friction plate 28 is formed in a substantially fan shape, and an arc-shaped portion 28a and a radial projection 28b are formed at the tip thereof. One surface side of the arc-shaped portion 28a and the radial projection 28b can contact the large-diameter portion 24a of the drive shaft 24. As shown in FIG. 9A, a return spring 55 is contracted between the friction plate 28 and the case 25. Therefore, the friction plate 28 is constantly urged counterclockwise in FIG. 9A by the small spring force of the return spring 55. Thus, the one surface of the radial projection 28b is normally kept in contact with the large-diameter portion 24a. The large diameter portion 24a of the drive shaft 24 and the friction plate 28 constitute a belt tension detecting means. Note that the friction plate 28 is constantly urged downward in FIG. 9A by the small spring force of the return spring 54 via the friction lever 27.

  As shown in detail in FIG. 6, a predetermined number of teeth 30a are formed on the outer periphery of the drive side gear clutch 30, and these teeth 30a mesh with the teeth of the last gear of the first gear power transmission mechanism 38. ing. Therefore, the rotation driving force of the electric motor 40 is transmitted to the driving gear clutch 30. A predetermined number of teeth 32 a are formed on the outer periphery of the driven gear clutch 32, and these teeth 32 a are meshed with the teeth of the first gear of the second gear power transmission mechanism 39. Therefore, the rotational driving force of the driven gear clutch 32 is transmitted to the gear hold 26.

  Further, clutch teeth 32b and 33a are formed on opposing surfaces of the driven gear clutch 32 and the clutch plate 33, respectively. These clutch teeth 32b, 33a mesh with each other when the clutch plate 33 moves toward the driven gear clutch 32, whereby the rotational driving force of the clutch plate 33 is transmitted to the driven gear clutch 32. I have.

  Further, a cam surface 30b formed of an eccentric, substantially conical concave curved surface is formed on the end surface of the drive side gear clutch 30 facing the clutch plate 33. On the other hand, an arc-shaped bulged portion 33b is formed on the end face of the clutch plate 33 facing the drive side gear clutch 30. When the clutch plate 33 is urged toward the drive side gear clutch 30 by the spring force of the clutch spring 34, the bulging portion 33b is always in contact with the cam surface 30b. Normally, as shown in FIG. 6, the cam surface 30b is set in a state where the clutch plate 33 is farthest from the driven gear clutch 32 by the spring force of the clutch spring 34, and the two clutch teeth 32b and 33a are separated from each other in a non-meshed position. Is set to. Further, when the drive-side gear clutch 30 is relatively rotated with respect to the clutch plate 33 in the direction in which the seat belt 3 is pulled out, the cam surface 30b moves the clutch plate 33 toward the driven-side gear clutch 32 to move the two clutch teeth 32b. , 33a are set at meshing positions where they mesh with each other. Further, the cam surface 30b transmits the rotation of the drive side gear clutch 30 in the pull-out direction of the seat belt 3 to the clutch plate 33, and rotates the clutch plate 33 in the same direction.

  As shown in FIG. 5, an arm 35 a is formed on the lever member 35. The arm 35a comes into contact with the support shaft 27b of the friction lever 27 when the lever member 35 rotates in the pulling-out direction of the seat belt 3. A locking claw 35b is formed at the tip of the arm 35a, and the locking claw 35b can be locked to the teeth 26a of the gear hold 26. Further, a spring support protrusion 35c is formed near the locking claw 35b of the arm 35a. The clutch plate 33 and the lever member 35 normally rotate together by the spring clutch 36, but a rotational moment of a certain magnitude or more in the opposite direction is applied to the clutch plate 33 and the lever member 35. Sometimes, they rotate relative to each other.

  The U-shaped spring 37 has one end supported by a spring support protrusion 35 c of the lever member 35 and the other end supported by a rotation shaft 27 a of the friction lever 27. The U-shaped spring 37 prevents the arm portion 35a of the lever member 35 from wobbling. Also, as shown in FIG. 9A described later, the U-shaped spring 37 is configured such that the spring support protrusion 35c of the arm portion 35a connects the center of the rotation shaft of the lever member 35 and the center of the rotation shaft 27a of the friction lever 27. When the connecting line γ is on the opposite side to the gear hold 26, the arm 35a is urged in a direction away from the gear hold 26, and as shown in FIGS. When γ is on the gear hold 26 side, the arm 35a is urged toward the gear hold 26.

  As shown in FIG. 9A, the rotation of the arm 35a in the direction away from the gear hold 26 is restricted by the stopper 53. Therefore, even if the spring support projection 35c is on the opposite side of the gear hold 26 with respect to the line γ and the arm 35a is urged away from the gear hold 26 by the U-shaped spring 37, the arm 35a is Further rotation in the direction away from the gear hold 26 is prevented.

  Further, the electric motor 40 of the belt tension control mechanism 7 is attached to the frame 2. The rotational driving force of the electric motor 40 is transmitted to the driving gear clutch 30 via the first gear transmission mechanism 38. Further, the rotational driving force of the electric motor 40 is transmitted through the clutch plate 33, the driven gear clutch 32, and the second gear power transmission mechanism 39 when the teeth 32b of the driven gear clutch 32 mesh with the teeth 33a of the clutch plate 33. And transmitted to the gear hold 26.

  The urging force applying means 8 is also conventionally known, and constantly urges the reel shaft 4 in the winding direction of the seat belt 3 via the drive shaft 24 by a spiral spring 41 as shown in FIG.

  Further, as shown in FIG. 1, a central processing unit (hereinafter, also referred to as a CPU) 42 composed of a microcomputer or the like is connected to the electric motor 40. The front object detection sensor 43, the belt tension detection sensor 67, the buckle switch 69, and the vehicle speed sensor 70 are connected to the CPU 42, respectively.

  As shown in FIG. 7, the front object detection sensor 43 is located at a predetermined position on the vehicle compartment side of the front windshield 46, for example, near the rearview mirror 44, near the instrument panel 45, or at a position corresponding to the wiper wiping area. It is attached. In the case of the present embodiment, the front object detection sensor 43 is constituted by an optical system sensor. As shown in FIGS. 8A and 8B, the front object detection sensor 43 includes a light emitting unit that emits light toward the front of the vehicle, a light emitting unit that emits light, and a sensor case 48 that is in close contact with a front windshield 46 by an adhesive 47. And a light receiving unit that receives reflected light reflected from the object. The light emitting section includes a lamp (LED or LD) 49 that emits light, and a lens 50 that collects the light from the lamp 49 and irradiates the light to the front of the vehicle. The light receiving unit includes a lens 51 on which reflected light from an object is incident, and an optical sensor (PSD) 52 that receives the reflected light from the lens 51, converts the reflected light into an electric signal, and sends the electric signal to the CPU. The front object detection sensor 43 detects an object in front of the vehicle and sends an object detection signal to the CPU 42.

  The belt tension detecting sensor 67 detects a belt tension applied to the seat belt 3 when the seat belt is worn, and sends a detection signal to the CPU 42. Further, the buckle switch 69 detects the wearing of the seat belt, that is, the connection between the buckle and the tongue, and sends a detection signal to the CPU 42. Further, the vehicle speed sensor 70 detects the traveling speed of the own vehicle and sends a detection signal to the CPU 42.

  Note that the front object detection sensor 43 is not limited to such an optical sensor, and other object detection means such as radio waves such as millimeter waves, ultrasonic waves, and image recognition can be used. Further, a plurality of front object detection sensors 43 may be provided, or the front object detection sensor 43 may be configured to scan left, right, up, and down.

Next, the operation of the seat belt retractor 1 configured as described above will be described.
I. Operation of Belt Tension Control Mechanism 7 When the CPU 42 determines from the object detection signal from the front object detection sensor 43 that the condition for operating the belt tension control mechanism 7 is satisfied, the electric motor 40 is operated in accordance with the operation condition. In the drawing direction α or the winding direction β.

  When the electric motor 40 is driven to rotate in the pull-out direction α, the drive-side gear clutch 30 and the clutch plate 33 rotate in the same direction α from the state shown in FIGS. 9A and 9B via the first gear power transmission mechanism 38. Move. The rotation of the clutch plate 33 causes the lever member 35 to rotate in the same direction α as the clutch plate 33. Then, the arm 35a of the lever member 35 comes into contact with the support shaft 27b of the friction lever 27 as shown in FIG. At this time, since the spring support projection 35c has moved toward the gear hold 26 beyond the line γ, the arm 35a is urged in the same direction α also by the urging force of the U-shaped spring 37.

  When the arm 35a of the lever member 35 further rotates in the pull-out direction α, the friction lever 27 turns around the rotation shaft 27a in the pull-out direction α against the spring force of the return spring 54. By the rotation of the friction lever 27 in the pull-out direction α, the support shaft 27b also rotates in the same direction α. As a result, the friction plate 28 moves upward in FIG. 10A, and the arcuate portion 28a of the friction plate 28 contacts the large diameter portion 24a of the drive shaft 24. Therefore, the rotation of both the lever member 35 and the clutch plate 33 stops.

  However, even if the rotation of the clutch plate 33 is stopped, the drive side gear clutch 30 further rotates in the pull-out direction α, so that the cam surface 30 b of the drive side gear clutch 30 33b is pressed in the direction of the driven gear clutch 32. Therefore, the clutch plate 33 moves in the direction of the driven gear clutch 32, and the teeth 33 a of the clutch plate 33 mesh with and engage with the teeth 32 b of the driven gear clutch 32. Thus, the clutch plate 33 and the driven gear clutch 32 are connected.

  When the rotational driving force of the electric motor 40 becomes larger than the rotational resistance of the clutch plate 33 due to the spring clutch 36, the rotational driving force of the electric motor 40 causes the clutch plate 33 to rotate due to the connection between the clutch plate 33 and the driven gear clutch 32. The power is transmitted to the driven gear clutch 32 through the transmission. Further, the rotational driving force is transmitted to the gear hold 26 via the second gear power transmission mechanism 39. As a result, the gear hold 26 rotates in the pull-out direction α, whereby the drive shaft 24 and the reel shaft 4 rotate in the same direction α. Therefore, the seat belt 3 is pulled out.

  By rotating the large-diameter portion 24a of the drive shaft 24 in the pull-out direction α, the friction plate 28 returns clockwise due to friction between the large-diameter portion 24a and the arcuate portion 28a as shown in FIG. It turns against the spring force of the spring 55. Then, the arc-shaped portion 28a comes off the large-diameter portion 24a, so that the friction plate 28 can move further upward in FIG. 11A. Therefore, the lever member 35 further rotates in the same direction α, and the locking claw 35b of the arm 35a bites into and engages with the teeth 26a of the gear hold 26. When the rotation of the electric motor 40 is stopped by the timer or the belt tension detection sensor 67 or the like, the rotation of the reel shaft 4 in the drawing direction α is also stopped. Therefore, the pulling out of the seat belt 3 stops.

  In this state where the pulling out of the seat belt 3 is stopped, the rotation driving of the electric motor 40 is not transmitted to the lever member 35 because the rotation driving of the electric motor 40 is stopped. However, in this state, since the locking claw 35b is urged by the urging force of the U-shaped spring 37 in the direction in which the locking claw 35b meshes with the teeth 26a, the engagement engagement between the locking claw 35b and the teeth 26a is established. Will be retained.

  Further, in this state, since the rotation of the reel shaft 4 in any of the drawing direction α and the winding direction β is prevented, the urging force of the urging force applying means 8 is not transmitted to the seat belt 3. Therefore, the seat belt 3 is maintained in a tensionless state where no tension is applied.

  In releasing the engagement between the locking claw 35b and the teeth 26a, the CPU 42 drives the electric motor 40 to rotate in the winding direction β. As a result, the drive side gear clutch 30 rotates in the winding direction β, so that the bulging portion 33b of the clutch plate 33 is guided by the cam surface 30b, and the clutch plate 33 moves in the axial direction. As a result, the meshing engagement between the teeth 33a and the teeth 32b is released, and the connection between the clutch plate 33 and the driven gear clutch 32 is released. Therefore, the drive-side gear clutch 30, the driven-side gear clutch 32, and the clutch plate 33 are in the same state as the state shown in FIG. 9B.

  Further, by further rotating the electric motor 40 in the winding direction β, the drive side gear clutch 30 rotates in the same direction β. As a result, the clutch plate 33 rotates in the same direction β, so that the lever member 35 rotates in a direction in which the arm portion 35a moves away from the gear hold 26. As a result, the locking claw 35b is disengaged from the teeth 26a, and the gear hold 26 is free to rotate. Therefore, the urging force of the urging force applying means 8 is transmitted to the seat belt 3 via the reel shaft 4.

  When the lever member 35 further rotates in the same direction and the arm portion 35a comes into contact with the stopper 53, the rotation of the electric motor 40 stops. In this state, since the spring support projection 35c is located on the opposite side of the gear hold 26 with respect to the line γ, the arm 35a is held in a state of being in contact with the stopper 53 by the urging force of the U-shaped spring 37. Thus, the belt tension control mechanism 7 is in the initial state shown in FIG.

  On the other hand, when the electric motor 40 is driven to rotate in the winding direction β from the state of the seat belt retractor 1 shown in FIGS. 9A and 9B, the driving gear clutch 30 and the first gear power transmission mechanism 38 The clutch plate 33 attempts to rotate in the same direction β from the state shown in FIGS. 9A and 9B. However, since the arm 35a of the lever member 35 is in contact with the stopper 53, the clutch plate 33 and the lever member 35 do not rotate in the same direction β.

  Even if the clutch plate 33 does not rotate in the same direction β, the driving gear clutch 30 further rotates in the winding direction β, so that the cam surface 30 b of the driving gear clutch 30 expands the clutch plate 33. The protrusion 33b is pressed in the direction of the driven gear clutch 32. Therefore, the clutch plate 33 moves in the direction of the driven gear clutch 32, and the teeth 33 a of the clutch plate 33 mesh with and engage with the teeth 32 b of the driven gear clutch 32. Thus, the clutch plate 33 and the driven gear clutch 32 are connected.

  When the rotational driving force of the electric motor 40 becomes larger than the rotational resistance of the clutch plate 33 due to the spring clutch 36, the rotational driving force of the electric motor 40 causes the clutch plate 33 to rotate due to the connection between the clutch plate 33 and the driven gear clutch 32. The power is transmitted to the driven gear clutch 32 through the transmission. Further, the rotational driving force is transmitted to the gear hold 26 via the second gear power transmission mechanism 39. As a result, the gear hold 26 rotates in the winding direction β, whereby the drive shaft 24 and the reel shaft 4 rotate in the same direction β. Therefore, the seat belt 3 is wound up. Thus, the belt tension is applied to the seat belt 3 by the winding force generated by the rotational driving force of the electric motor 40. When the belt tension reaches a predetermined magnitude, the CPU 42 stops rotating the electric motor 40.

  When the electric motor 40 stops, the power transmission system from the electric motor 40 to the reel shaft 4 loses the winding force due to the rotational driving force of the electric motor 40 and has no resistance in the pull-out direction α. Due to the urging force of the applying means 8, it gradually rotates in the pull-out direction α. For this reason, the belt tension applied to the seat belt 3 gradually decreases from a predetermined magnitude. Eventually, the belt tension of the seat belt 3 becomes large due to the urging force of the urging force applying means 8.

II. When the belt tension control mechanism 7 is not operating to rotate the reel shaft in the pull-out direction α. In this case, the friction lever 27, the friction plate 28, and the lever member 35 are respectively shown in FIG. Position. Therefore, the arc-shaped portion 28a of the friction plate 28 is separated from the large-diameter portion 24a of the drive shaft 24, and the side surface of the radial projection 28b of the friction plate 28 is in contact with the large-diameter portion 24a. Further, the locking claw 35b of the lever member 35 is in a non-engagement position away from the teeth 26a of the gear hold 26. Thus, the gear hold 26 is freely rotatable. Further, the arm 35a is in contact with the stopper 53, so that further rotation in the direction away from the gear hold 26 is prevented. Therefore, at this time, a normal operation is performed similarly to the conventional seat belt retractor.

(i) Normal state in which deceleration of a predetermined value or more does not act on the vehicle In this state, the deceleration sensing means 6 does not operate, and the seat belt retractor 1 is in the state shown in FIGS. In this state, the locking claw 23a of the locking lever 23 is set at a position where it does not engage with the teeth 18a of the ring member 18, and the locking claw 10a of the pawl 10 does not engage with the teeth 9a of the ratchet wheel 9. Is set to Accordingly, in this state, the reel shaft 4 is freely rotatable, and the seat belt 3 is urged by the urging force applying means 8 via the drive shaft 24 in the winding direction β.

(Seat belt 3 not worn)
In this state, the tongue (not shown) attached to the seat belt 3 is separated from the buckle member (not shown). Therefore, the seat belt 3 is wound around the reel shaft 4 by the urging force of the urging force applying means 8.

(State when the seat belt 3 is pulled out)
When the occupant pulls out the seat belt 3 to put on the seat belt 3, the reel shaft 4 rotates in the pulling-out direction α against the urging force of the urging force applying means 8. Thus, the seat belt 3 is freely pulled out.

(The state when the hand is released from the seat belt 3 after the tongue and the buckle member are joined.)
At the time when the occupant has joined the tongue and the buckle member, the seat belt 3 is in a state where the seat belt 3 has been pulled out more than the drawn length in the normal wearing state. Therefore, when the occupant releases the seat belt 3 after the joining operation, the seat belt 3 is wound up by the urging force of the urging force applying means 8 until the seat belt 3 fits the occupant's body. At this time, a belt tension is applied to the seat belt 3 only by the urging force of the urging force applying means 8. However, when the vehicle starts and reaches a set speed (10 to 20 km / h) as described later, the belt tension control mechanism 7 is activated, and the seat belt 3 enters a tensionless state in which no belt tension is applied to the seat belt 3. It is retained (however, in the case of the comfort mode described later).

(The seat belt 3 is not attached after the tongue and the buckle member are released)
When the occupant releases the coupling between the tongue and the buckle member in order to release the seat belt 3, the operation of the belt tension control mechanism 7 is released by a disconnection detection signal from the buckle switch 69 that couples the tongue and the buckle member. The seat belt 3 is wound around the reel shaft 4 by the urging force of the urging force applying means 8 as in the case where the seat belt is not worn.

(ii) A state in which a deceleration of a predetermined value or more acts on the vehicle If a deceleration of a predetermined value or more acts on the vehicle due to sudden braking or the like while the vehicle is running with the seat belt 3 fastened, the seat belt lock operating means 5 operates. First, as the first stage, the inertia body 22 of the deceleration sensing means 6 is tilted forward by this deceleration, so that the locking lever 23 is rotated in the direction of the ring member. For this reason, the locking claw 2 a of the locking lever 23 is set at a position where it engages with the teeth 18 a of the ring member 18. On the other hand, the seat belt 3 is pulled out because the occupant attempts to move forward due to the deceleration greater than or equal to the predetermined value. As the seat belt 3 is pulled out, the reel shaft 4, the ratchet wheel 9, the retainer 14, the carrier 15, the disk member 17 and the ring member 18 all rotate in the pulling direction α. As a result, the teeth 18a of the ring member 18 immediately engage with the locking claws 23a, so that the rotation of the disk member 17 and the ring member 18 in the drawing direction α is stopped.

  Since the occupant tries to move further forward, the seat belt 3 is further pulled out, and the reel shaft 4, the ratchet wheel 9, the lock ring 13 and the retainer 14 are all further rotated in the pulling-out direction α. Therefore, relative rotation occurs between the retainer 14 and the disk member 17, and the carrier 15 moves in the radial direction (upward in FIG. 3) guided by the guides 14a and 14b due to the relative rotation. Due to the movement of the carrier 15, the locking claw 15e of the carrier 15 is set to a position where it engages with the internal teeth 13a of the lock ring 13. When the seat belt 3 is further pulled out and the moment in the pull-out direction α applied to the disk member 17 becomes larger than the urging force of the ring-shaped spring 19, the carrier 15 and the disk member 17 also rotate in the same pull-out direction α.

  The rotation of the carrier 15 in the pull-out direction α causes the locking claw 15e to engage with the internal teeth 13a, and rotates the lock ring 13 in the pull-out direction α. By the rotation of the lock ring 13 in the pulling direction α, the cam follower 10b of the pawl 10 is guided by the rotating cam hole 13b. By the movement of the cam follower 10b, the pawl 10 rotates toward the ratchet wheel 9, and the pawl 10a of the pawl 10 is set at a position where the pawl 10a engages with the external teeth 9a of the ratchet wheel 9. Further, when the seat belt 3 is to be pulled out, the locking claw 10a is engaged with the external teeth 9a by the rotation of the reel shaft 4 and the ratchet wheel 9 in the pulling-out direction α. As a result, the rotation of the reel shaft 4 and the ratchet wheel 9 is stopped, and the withdrawal of the seat belt 3 is prevented. Thereby, the occupant is reliably restrained by the seat belt 3 and protected.

iii. State when the seat belt is rapidly pulled out When the seat belt 3 is pulled out very rapidly compared to the normal pulling speed, the reel shaft 4, the ratchet wheel 9 and the retainer 14 are all rapidly turned in the pulling direction α. Move. However, the inertial member including the disk member 17 and the ring member 18 does not follow this rapid rotation, and causes an operation delay. Due to this operation delay, relative rotation occurs between the retainer 14 and the disk member 17. As in the case of the rapid deceleration described above, the carrier 15 is moved in the radial direction by this relative rotation, and the locking claw 15a is engaged with the internal teeth 13a of the lock ring 13. Then, the lock ring 14 rotates together with the retainer 14 in the pull-out direction α, and the pawl 10 a of the pawl 10 engages with the teeth 9 a of the ratchet wheel 9. As a result, the rotation of the reel shaft 4 is stopped, and the seat belt 3 is prevented from being pulled out.

  When the belt tension control mechanism 7 is not operating, the gears of the second gear power transmission mechanism 39 and the driven side are rotated regardless of the rotation of the reel shaft 4 in the pulling direction α and the winding direction β. The gear clutch 32 rotates together with the rotation of the reel shaft 4. However, since the clutch teeth 32b and the clutch teeth 33a do not mesh with each other, the drive side gear clutch 32, the clutch plate 33, the gears of the first gear power transmission mechanism 38, and the electric motor 40 rotate with the rotation of the reel shaft 4. It does not move.

III. When the belt tension control mechanism 7 is operating to rotate the reel shaft in the pull-out direction α At this time, since the gear hold 26 is held as shown in FIG. 4 does not rotate in either the drawing direction α or the winding direction β. Therefore, regardless of the operation of the deceleration sensing means 6, the seat belt 3 is not pulled out. Therefore, even if a deceleration large enough to activate the deceleration sensing means 6 is applied to the vehicle, the occupant is reliably restrained and protected by the seat belt 3.

  By the way, in the occupant restraint protection system of the present embodiment, four modes are provided for the control of winding and pulling out the seat belt 3. As shown in FIG. 12, these four modes are a comfort mode, a warning mode, a warning mode, and an emergency mode.

  In the comfort mode, the winding force of the seat belt 3 is set to 0 kgf in the operation of the system. In this case, the electric motor 40 is driven to rotate in the pull-out direction α of the seat belt 3 so that the winding force of the seat belt 3 due to the urging force of the urging force applying means 8 is eliminated. That is, the belt tension is removed and the seat belt 3 is set in a tensionless state. In this embodiment, the conditions for operating the occupant restraint system in the comfort mode are as follows: 1. When there is no detected object, 2. When the detected object does not approach, 3. When the detected object is approaching, the occupant is avoided. Three conditions are set when there is sufficient room for the operation or when an avoidance operation such as deceleration is already performed.

  Then, in actually determining whether one of the conditions of the comfort mode is satisfied, there was no object detection signal from the front object detection sensor 43, and there was an object detection signal from the front object detection sensor 43. At this time, the CPU 42 determines that the difference between the speed of the own vehicle and the speed of the object, that is, the relative speed between the own vehicle and the object is relative speed ≦ 0, or that no other mode is established. It is determined that the comfort mode condition is satisfied. After a predetermined time (for example, 3 to 5 seconds, etc.) elapses after it is determined that one of these conditions is satisfied, the occupant restraint system is operated so as to enter the comfort mode.

  To set the occupant restraint system to the comfort mode, first, the occupant sits on the vehicle seat in the normal posture and fastens the seat belt 3, and the vehicle speed of the own vehicle exceeds the set speed for a predetermined time. After the elapse, the CPU 42 once slowly rotates the electric motor 40 slowly in the belt winding direction. By the rotation of the electric motor 40, the seat belt 3 is once wound up until it is fitted to the occupant once seated. In this state, the CPU 42 determines whether or not the occupant restraint system is normal, checks the seating state of the occupant in the normal posture, and sets initial conditions. Thereafter, the comfort mode is set by slowly rotating the electric motor 40 in the belt withdrawing direction to eliminate the winding force by the urging force applying means 8 and to place the seat belt 3 in a tensionless state.

  Also, in order to set the occupant restraint system set to a mode other than the comfort mode to the comfort mode, once a predetermined time elapses after one of the conditions of the comfort mode is satisfied, the seat is temporarily set as described above. The belt 3 is wound up, and then the comfort mode is set.

  Further, when the occupant slightly moves and pulls out the seat belt 3 with the system set to the comfort mode, the urging force of the memory spring built in the gear hold 26 is applied to the seat belt 3. ing. This biasing force is set to 0.5 kgf or less. Then, when the occupant returns to the original normal posture, the urging force of the memory spring is eliminated to place the seat belt 3 in a tensionless state.

  In the alert mode, in operation of the system, the belt tension of the seat belt 3 is set to the belt tension only by the winding force (for example, 0.50 kgf) by the urging force of the urging force applying means 8. This prevents the winding force due to the rotational driving force of the electric motor 40 from contributing to the belt tension. Conditions for operating the system in this alert mode include: 1. When the seat belt 3 is fastened or removed, 2. While the vehicle is traveling at a speed of 10 to 20 km / h or more, the detected object is approaching, When the avoidance operation has no margin, the following two conditions are set.

  In actually determining whether one of the operating conditions in the alert mode is satisfied, the first condition is to detect and determine the connection and separation of the tongue and the buckle. That is, a detection sensor is provided on at least one of the tongue and the buckle, and connection or separation with the buckle is determined based on an output signal from the detection sensor.

The establishment determination of 2 conditions, first vehicle running speed V _s is equal to or a 10~20km / h or more _{(V s ≧ 10~20km / h)} . Then, the host when the vehicle traveling speed V _s is determined to be 10~20km / h or more, the relative distance in the longitudinal direction between the vehicle and the object by the object detection signal from the front object detection sensor 43 D _r and the relative velocity V _{Find r} . When the vehicle running speed V _s is greater than the relative velocity V _r and the relative velocity V _r is positive _{(V s> V r ≧ 0} ), traveling to the object vehicle and the same direction in the (1) Destination It is determined that the vehicle is a following vehicle in which the vehicle is traveling ahead and the relative distance to the preceding vehicle is reduced. Also, when the vehicle running speed V _s is less than the relative velocity V _r, it is determined that the object is stationary or oncoming vehicle in the (2) away.

(1) When the following travel First of vehicle of the same set deceleration d (m / sec ²⁾ (Example .4~6m / sec ²⁾ of when decelerating at the safe inter-vehicle distance D _s (m) with the following It is determined by Equation 1.

Then, when the relative distance D _r is less safe distance D _s obtained in _{(D r ≦ D s),} 2 condition is judged to be satisfied.

(2) in the case of stationary or oncoming vehicle First, the safe inter-vehicle distance D _s when decelerating the vehicle with the same set deceleration d is obtained by Equation 2.

Then, when the relative distance D _r is less safe distance D _s obtained in _{(D r ≦ D s),} 2 condition is judged to be satisfied.

  When it is determined that the condition of the alert mode is satisfied, the occupant restraint protection system is operated so as to enter the alert mode.

  To set the occupant restraint system to the alert mode, when it is determined that the alert mode condition is satisfied, the electric motor 40 is slowly rotated in the belt winding direction after a predetermined time has elapsed. Thus, after the seat belt 3 is set to a state in which only the winding force by the urging force applying means 8 is applied, the electric motor 40 is stopped. Thus, the occupant restraint system is set to the alert mode.

  In the alarm mode, the first set belt tension (for example, 2 to 3 kgf) is applied to the seat belt 3 by temporarily winding the seat belt 3 by the rotational driving force of the electric motor 40 in the operation of the system. The first setting belt tension is a load that is large enough for the occupant to feel that the occupant has pulled the seat belt 3, and has a magnitude that can cause the occupant to lean forward to some extent. By raising the occupant's body in this way, an effect of preventing drowsiness is performed. Moreover, when the occupant feels that the seat belt 3 has been pulled, the occupant can know the alarm by bodily sensation in addition to the normal alarm means such as an alarm sound and an alarm lamp described below.

  Further, in the alarm mode, an alarm is sounded to alert the driver, an alarm lamp is turned on, or both are performed. Conditions for operating the occupant restraint system in this alert mode include the following conditions: 1. When a detected object is approaching and an occupant avoidance operation is required immediately.

The method of actually determining whether or not the operating condition of the warning mode is satisfied is almost the same as that of the above-mentioned warning mode. The safe inter-vehicle distance D _s is obtained by Expressions 1 and 2, and the safe inter-vehicle distance D _s When the distance is _{equal to} or longer than the distance _Dr , it is determined that the condition 1 is satisfied. However in the warning mode, instead of the second set margin distance shorter than the first set margin distance safe distance D _s determined in alert mode (for example 5m) (e.g. 2m) in the first set margin distance Equation 1 and 2 Te seek a safe inter-vehicle distance D _s. When it is determined that the condition of the alarm mode is satisfied, the occupant restraint protection system is operated so as to enter the alarm mode.

  In order to set the occupant restraint system to the alarm mode, when it is determined that the condition of the alarm mode is satisfied, the alarm is sounded and / or the alarm lamp is turned on and then the electric motor 40 is wound around the belt. Rotate slowly in the same direction as in the alert mode. As a result, after the seat belt 3 is set to the state where the first set belt tension is applied by the rotational driving force of the electric motor 40, the electric motor 40 is stopped. Thus, the occupant restraint system is set to the alarm mode.

  In the emergency mode, the second set belt tension (for example, 5 kgf or more) larger than the first set belt tension is applied to the seat belt 3 by temporarily winding the seat belt 3 by the rotational driving force of the electric motor 40 in the operation of the system. I try to add it. The second set belt tension is a load of a magnitude that the occupant feels quite tight, and is set to a size that can also wind up the lap belt of the seat belt device to some extent. In this emergency mode, an alarm sound is emitted, an alarm lamp is turned on, or both of them are performed.

  Conditions for operating the occupant restraint system in this emergency mode are as follows: 1. When the vehicle is traveling at a speed of 10 to 20 km / h or more, collision with the detected object cannot be avoided by the driver's avoidance operation. Have been.

Indeed in determining the whether the operating condition of the emergency mode is established, first, the vehicle running speed V _s is equal to or a 10~20km / h or more. Then, when the vehicle running speed V _s is determined to be 10~20km / h or more _{(V s ≧ 10~20km / h)} , the object detection signal from the front object detection sensor 43 between the vehicle and the object relative The speed _Vr and the relative distance _Dr are obtained. On the other hand, determining an operating completion time of the system which is set in advance T _s distance converted based (e.g. 0.3 sec) the relative velocity _{V r (V r · T s} ). Also, 'it may be set (for example, 2m or the like), the converted distance of operation completion time T _s of the obtained system (V _r · T _s) and the third set margin distance D _e' third set margin distance D _e between (V _r · T _s + D _e ′). Then, regardless of whether or not the follow-up run, when the relative velocity V _r is the sum _{(V r · T s + D} e ') below _{(V r ≦ V r · T} s + D e'), It is determined that the emergency mode condition is satisfied. When it is determined that the condition of the emergency mode is satisfied, the occupant restraint protection system is operated so as to enter the emergency mode.

  In order to set the occupant restraint system to the emergency mode, when it is determined that the condition of the emergency mode is satisfied, the alarm is sounded and / or the alarm lamp is turned on, and then the electric motor 40 is temporarily wound around the belt. The seat belt 3 is quickly wound by being rapidly rotated in the take-up direction. The winding speed is set to be lower than the seat belt retracting speed by a general pretensioner of the seat belt device. Thus, after the seat belt 3 is set to the state where the second set belt tension is applied by the rotational driving force of the electric motor 40, the electric motor 40 is stopped. Thus, the occupant restraint system is set to the emergency mode.

FIG. 13 is a control block diagram of the belt tension control mechanism 7 in the present embodiment.
As shown in FIG. 13, the control block of the belt tension control mechanism 7 is roughly composed of four blocks: a sensor unit 56, an input processing unit 57, a control unit 58, and a control target and a sensor 59.

  The sensor unit 56 includes a lamp (LED or LD) 49 and an optical sensor (PSD) 52 of the plurality of front object detection sensors 43, a light emitting side development logic circuit 60, and a light receiving side preamplifier 61. Then, a lamp (LED or LD) 49 is turned on by a control signal including a lighting clock from the input arithmetic processing unit 57 to illuminate an object in front of the own vehicle. Next, light reflected by the light of the lamp 49 hitting the object is received by the optical sensor (PSD) 52. The optical sensor 52 converts the received reflected light into an electric signal, and the electric signal is amplified by the preamplifier 61 and transmitted to the input arithmetic processing unit 57. The sensor unit 56 performs object detection.

  The sensor unit 56 is set so that the measurement distance to the object is 30 to 50 m, the detection angle is ± 30 degrees, and a plurality of light beams from the lamp 49 can be fixed or can be scanned. These values are not limited to the set values, and various set values are possible.

  The input operation processing unit 57 includes a timing controller 62, an automatic gain control unit 63, an analog / digital converter (A / D) 64, and an operation unit 65. Then, the timing controller 62 receives a control signal from the control unit 58 and sends a lighting control signal for the lamp 49 to the sensor unit 56. The gain of the electric signal of the reflected light sent from the sensor unit 56 is adjusted by the automatic gain control means 63 and is converted into a digital signal by the A / D 64. The calculation unit 65 obtains the vector amount of the position and speed of the object based on the electric signal of the reflected light converted into the digital signal, and calculates the relative speed, the relative distance, the safe inter-vehicle distance, and the system operation completion time based on the vector amount. The converted distance is obtained and sent to the control unit 58.

  The control unit 58 includes a CPU control unit 66. The CPU control unit 66 sends a control signal for performing object detection by the stored object detection algorithm to the timing controller 62 and the calculation unit 65. Also, the object detection algorithm determines which mode the relationship between the own vehicle and the object is in based on each data value of the object, the seat belt wearing signal, and the own vehicle traveling speed signal sent from the arithmetic unit 65. . Then, the CPU control unit 66 sends a control signal to the control target and the sensor 59 so as to be in the determined mode while watching the belt tension signal from the control target and the sensor 59.

  The control object and the sensor 59 include a belt tension detecting sensor 67, a seat belt retractor mechanism 68 including the electric motor 40, a buckle switch 69, and a vehicle speed sensor 70. The belt tension detection sensor 67 detects the belt tension of the seat belt 3 and sends a detection signal to the control unit 58. The seat belt retractor mechanism 68 operates according to a control signal from the controller 58 to control the belt tension of the seat belt 3. Further, the buckle switch 69 sends a seat belt fastening signal to the control unit 58 when the tongue and the buckle are connected and the seat belt 3 is fastened. Further, the vehicle speed sensor 70 detects the traveling speed of the own vehicle and sends a traveling speed signal to the control unit 58.

FIG. 14 is a diagram illustrating the operation timing of the occupant restraint protection system.
In FIG. 14, after the occupant gets on the vehicle and sits on the seat in a normal posture, the buckle switch 69 is turned on when the tongue is connected to the buckle and the seat belt 3 is worn. In this state, the belt tension becomes 0.5 kgf whose size is determined by the urging force applying means 8. When the vehicle starts running and the traveling speed becomes 10 km / h, the vehicle speed sensor 70 is turned on.

  After a predetermined time has elapsed since the vehicle speed sensor 70 was turned on, the electric motor 40 is once rotationally driven slowly in the winding direction β. Thereby, the seat belt 3 is once wound up. When the belt tension reaches about 2 to 3 kgf, the electric motor 40 stops. For this reason, the belt tension gradually decreases. After a short time has passed since the electric motor 40 stopped, the electric motor 40 is slowly driven to rotate in the drawing direction α. As a result, the belt tension decreases relatively quickly, and the urging force of the urging force applying means 8 is eliminated to be 0 kgf, and the seat belt 3 is in a tensionless state. When the seat belt 3 enters the tensionless state, the electric motor 40 stops. Thus, the comfort mode is set. In the comfort mode, since the gear hold 26 is held, the tensionless state of the seat belt 3 is maintained. The comfort mode is maintained during normal riding.

  When the occupant moves and pulls out the seat belt 3 during the comfort mode, the urging force of the memory spring built in the gear hold 26 is applied to the seat belt 3. This biasing force is set to 0.5 kgf or less. When the occupant stops, the seat belt 3 is wound up by the urging force applying means 8 until the urging force becomes 0 kgf, and the seat belt 3 is again in a tensionless state.

  When the operating condition of the alert mode is satisfied, the electric motor 40 is slowly driven to rotate in the winding direction β after a predetermined time has elapsed. In this case, the holding of the gear hold 26 is released by a slight rotation of the electric motor 40, and the urging force of the urging force applying means 8 is applied to the reel shaft 4. Thereby, the comfort mode is released. When the hold of the gear hold 26 is released, the electric motor 40 stops. As a result, belt tension is applied to the seat belt 3 only by the urging force of the urging force applying means 8. Thus, the alert mode is set. In this alert mode, the belt tension is caused only by the urging force of the urging force applying means 8, so that even if the electric motor 40 is stopped, the belt tension is maintained only by this urging force.

  When the operating condition in the alarm mode is satisfied, the electric motor 40 is slowly driven to rotate in the winding direction β after a predetermined time has elapsed. As a result, the belt tension due to the rotational driving force of the electric motor 40 is also applied to the seat belt 3. When the belt tension reaches the first set belt tension (2 to 3 kgf), the electric motor 40 stops. Thus, the alarm mode is set. In this alarm mode, the belt tension gradually decreases because the electric motor 40 is stopped and the gear hold 26 is not held. Finally, the belt tension becomes the belt tension only by the urging force of the urging force applying means 8.

  When the operating condition in the emergency mode is satisfied, the electric motor 40 is rapidly driven to rotate in the winding direction β after a lapse of a predetermined time. As a result, the belt tension due to the rotational driving force of the electric motor 40 is also applied to the seat belt 3. When the belt tension reaches the second set belt tension (5 kgf or more), the electric motor 40 stops. Thus, the emergency mode is set. In this emergency mode, the belt tension gradually decreases because the electric motor 40 is stopped and the gear hold 26 is not held, as in the above-described alarm mode. Finally, the belt tension becomes the belt tension only by the urging force of the urging force applying means 8.

  From the state of the mode other than the comfort mode, when there is no fear of collision or the like and the operation condition of the comfort mode is restored, the comfort mode is set in the same manner as described above.

  When the operating condition changes from the comfort mode to the alarm mode, when the operating condition changes from the comfort mode to the emergency mode, or when the operating condition changes from the warning mode to the emergency mode, the electric motor 40 further moves in the winding direction β. And an alarm mode or an emergency mode is set as described above.

  When the operation condition of the alert mode or the emergency mode is changed to the alert mode, the motor is stopped in the alert mode or the emergency mode, so that the belt tension is set only by the urging force of the urging force applying means 8 as in the alert mode. Therefore, the warning mode is set without the electric motor 40 being driven to rotate.

  Further, when the operation condition is changed from the emergency mode to the alarm mode, the electric motor 40 rotates in the winding direction β because the belt tension in the emergency mode is caused only by the urging force of the urging force applying means 8. Drive. Then, similarly to the case of the above-described alarm mode setting, when the belt tension becomes the first set belt tension, the electric motor 40 stops.

  When the vehicle stops and the connection between the buckle and the tongue is released due to getting off, the operation condition of the alert mode is satisfied. Accordingly, similarly to the case where the above-described operation condition of the alert mode is satisfied, after the predetermined time has elapsed, the electric motor 40 is driven to rotate slowly in the winding direction β for a short time and the hold of the gear hold 26 is released. Therefore, only the urging force of the urging force applying means 8 is applied to the reel shaft 4, and the seat belt 3 is wound up by this urging force. After the electric motor 40 stops, after a lapse of a predetermined time (several seconds), the electric motor 40 is rotationally driven again slowly in the winding direction β for a short time. Thus, the seat belt 3 is completely wound around the reel shaft 4.

  By the way, even when the occupant restraint system is set to not only the comfort mode but also other modes, the same operation as the above-mentioned conventional seat belt retractor, that is, the seat belt lock operating means 5, the deceleration sensing means 6 and Each operation of the pawl 10 is performed.

  In the above-described embodiment, the belt tension is temporarily decreased to the first or second set belt tension in the alarm mode or the emergency mode, and then gradually decreased. Alternatively, the belt tension may be held at the first or second set belt tension, respectively. In this case, the rotational drive of the electric motor 40 may be appropriately controlled by, for example, pulse control or the like during the alarm mode or the emergency mode.

  In the above-described embodiment, four modes are set in the occupant restraint system. However, the present invention is not limited to the four modes. For example, the warning mode and the warning mode are combined into one mode, and three modes are provided as a whole. The mode can be set, or another predetermined number of modes can be set.

  15A and 15B show another embodiment of the present invention, in which FIG. 15A is a diagram schematically and partially showing a left side portion of an automobile, and FIG. 15B is a sectional view taken along line XVB-XVB in FIG. is there. The same components as those in the above-described embodiment are denoted by the same reference numerals, and a detailed description thereof will be omitted.

  The vehicle occupant restraint protection system of this embodiment is a system that controls a seatbelt retractor according to a situation between a host vehicle and an object located on the left and right sides of the host vehicle. That is, as shown in FIGS. 15A and 15B, the left and right side object detection sensors 75, 76 are located closer to the vehicle interior than the window glasses 73, 74 at the positions of the window openings of the left and right front doors 71, 72 of the automobile. Are provided respectively. The left object detection sensor 75 detects an object on the left side of the vehicle, and the right object detection sensor 76 detects an object on the right side of the vehicle. Note that the left and right side object detection sensors 75 and 76 may be provided at any other part of the vehicle other than the window openings of the left and right front doors 71 and 72 as long as they are provided so as to be able to detect the left and right side objects of the vehicle. Can be provided.

  These left and right side object detection sensors 75 and 76 can be constituted by the same one as the front object detection sensor 43 shown in FIGS. 7 and 8 for detecting an object in front of the vehicle. Therefore, the following description will be made using an optical sensor.However, as the left and right side object detection sensors 75 and 76, for example, radio waves such as millimeter waves, ultrasonic waves or other object detection means such as image recognition can be used. Needless to say.

  Although not shown, the light sensor of the light emitting unit and the optical sensor of the light receiving unit are connected to the CPU 42 in the same manner as the lamp 49 of the light emitting unit and the optical sensor 52 of the light receiving unit of the front object detection sensor 43. Controls the lighting and extinguishing of the lamp, and supplies an object detection signal from the optical sensor to the CPU 42.

  In the occupant restraint protection system according to the present embodiment, three modes are set for the take-up and pull-out control of the seat belt 3, that is, a comfort mode, a warning mode, and an emergency mode. The belt winding force in the comfort mode, the warning mode, and the emergency mode of the present embodiment is set to be the same as the belt winding force in the seat belt control mode for the forward object shown in FIG. ing.

  As conditions for setting the occupant restraint system to each of these modes, in this embodiment, the setting conditions for each mode are determined as shown in Table 1 below.

That is, based on the magnitude of the time to collision S _sr determined according to the situation between the vehicle and the object on the side of the vehicle, the time to collision S _sr is set to the first set value δsec (eg, When the time is less than 0.2 sec), the emergency mode is set. When the time to collision S _sr is larger than the first set value δ and smaller than the second value ε sec, the alarm mode is set and the time to collision S _sr is set to the second. When the set value is equal to or longer than εsec (ε>δ; for example, 0.5 sec), the comfort mode is set.

In _{obtaining the} collision allowance time S _sr , first, when an object is detected on the side of the own vehicle, the side relative distance D _sr and the side relative speed V _sr between the own vehicle and the detected object on the side are determined. And ask. Next, using these values D _sr and V _sr , a collision margin time S _sr is obtained by the following Expression 3.

  In the present embodiment, both the object detection signals of the left and right side object detection sensors 75 and 76 are supplied to the CPU 42. Each mode of the seat belt is set by the logic of OR. That is, not only when an object is detected on either side of the vehicle, but also when an object is detected on one side of the vehicle, each mode is set based on the object detection signal. I am trying to be. In this case, if an object is detected on both the left and right sides of the own vehicle, the comfort mode is the mode determined based on the situation between the own vehicle and the object on one of the left and right sides. If the mode determined by the situation between the vehicle and the object on the other side is either the alarm mode or the emergency mode, the occupant restraint system is set to the alarm mode or the emergency mode. Also, the mode determined by the situation between the own vehicle and one of the left and right lateral objects is the alarm mode, and the mode between the own vehicle and the left or right lateral object is the other. If the mode determined according to the situation is the emergency mode, the occupant restraint system is set to the emergency mode. That is, when the modes determined on the left and right sides are different, the occupant restraint system is set to the mode in which the belt force of the seat belt is greater.

If no object is detected on either side of the host vehicle, the lateral relative distance D _sr and the lateral relative speed V _sr are both zero. For this reason, it is not possible to obtain the collision allowance time S _sr from Expression 3. Therefore, in the present embodiment, when no object is detected on any of the left and right sides, the occupant restraint system is set to the comfort mode. That is, when the lateral relative distance D _sr and the lateral relative velocity V _sr are both 0, the collision allowance time S _sr is a predetermined value γsec that is arbitrarily set to be equal to or greater than the second set value ε (eg, ε is 0.5 At this time, for example, 1.0 sec) is set in advance.

Further, when the object approaches the host vehicle from an oblique side, the collision margin time is calculated by using the left-right component of the _host vehicle as the side relative distance D _sr and the side relative speed V _sr. S _{sr is obtained} by Expression 3. Then, the mode of the occupant restraint system is set based on the mode setting conditions shown in Table 1 in the same manner as in the case of the left and right directions of the own vehicle described above, using the obtained time to collision S _sr .

Further, for example, when the oncoming vehicle is turning around inside a curved portion of the road while the own vehicle is turning outside the curved portion of the road, the above-described object approaches the own vehicle from an oblique side. Similarly to the above, the collision margin time S _sr is obtained by using the components in the left-right direction of the own vehicle as the side relative distance D _sr and the side relative speed V _sr . When traveling on this curve, the other vehicle comes very close to the vehicle, and the traveling speed of the other vehicle may be so high that the vehicle cannot cross the curve and may cross the center line. In this case, two modes, a comfort mode and an emergency mode, are set. That is, the occupant restraint system is set to the comfort mode when the time to collision S _sr is equal to or longer than the second set value ε, and to the emergency mode when the time to collision S _sr is smaller than the second set value ε. I have. In this case, as a method of detecting that the vehicle is traveling on a curve, there is, for example, a method of detecting the curve traveling by detecting the steering angle of the steering wheel with a steering angle sensor.

Furthermore, in the case of a simple passing between the own vehicle and the oncoming vehicle traveling on the straight road section, the side relative speed V _sr becomes zero. Therefore, according to Equation 3, the collision allowance time S _sr is equal to or longer than the second set value ε, so that the occupant restraint protection system is set to the comfort mode.
Other configurations, belt tension control methods, control blocks, and control timings in the present embodiment are the same as those in the above-described embodiment, and thus description thereof will be omitted.

  FIG. 16 is a perspective view partially showing still another embodiment of the present invention. The same components as those in the above-described embodiments are denoted by the same reference numerals, and detailed description thereof will be omitted.

  The occupant restraint protection system for a vehicle according to this embodiment is a system that controls a seat belt retractor according to a situation between a host vehicle and an object behind the host vehicle. That is, as shown in FIG. 16, a rear object detection sensor 79 is provided on the rear part of the automobile, for example, on the rear package tray panel 77 and on the vehicle interior side with respect to the rear windshield 78. The rear object detection sensor 79 detects an object behind the automobile. The rear object detection sensor 79 can be provided at any other part of the vehicle other than the rear package tray panel 77 as long as it is provided so as to detect an object behind the vehicle.

  The rear object detection sensor 79 can be constituted by the same one as the front object detection sensor 43 for detecting an object ahead of the vehicle shown in FIGS. 7 and 8 described above. Therefore, although the following description will be made using an optical sensor, it goes without saying that other object detecting means such as radio waves such as millimeter waves, ultrasonic waves, or image recognition can be used as the rear object detecting sensor 79.

  Although not shown, the light sensor of the light emitting unit and the optical sensor of the light receiving unit are connected to the CPU 42 in the same manner as the lamp 49 of the light emitting unit and the optical sensor 52 of the light receiving unit of the front object detection sensor 43. Controls the lighting and extinguishing of the lamp, and supplies an object detection signal from the optical sensor to the CPU 42.

  In the occupant restraint protection system of this embodiment, the comfort mode, the alert mode, the alarm mode, and the emergency mode are set in the same manner as in the above-described control of winding and pulling out the seat belt 3 with respect to the object in front of the vehicle shown in FIG. Four modes are set, and the belt winding force in each mode is set the same as in the embodiment shown in FIG.

  As shown in FIG. 17, the conditions for operating the occupant restraint system in the comfort mode are as follows: in this embodiment, 1. when there is no detected object, 2. when the detected object does not come close, 3. when the detected object is approaching The three conditions are set when the occupant has a sufficient margin for the avoidance operation, or when the occupant has already performed the avoidance operation such as acceleration.

  In actually determining whether or not one of the comfort mode conditions is satisfied, there was no object detection signal from the rear object detection sensor 79 and an object detection signal from the rear object detection sensor 79. At this time, the CPU 42 determines that the difference between the speed of the own vehicle and the speed of the object, that is, the relative speed between the own vehicle and the object is relative speed ≧ 0, or that no other mode is established. It is determined that the comfort mode condition is satisfied.

  Conditions for operating the occupant restraint system in the alert mode include: 1. When the seat belt 3 is fastened or removed, 2. When the vehicle is traveling at a speed of 10 to 20 km / h or less, the detected object is approaching. Two conditions are set when there is no room for the occupant's avoidance operation.

  In actually determining whether one of the operating conditions in the alert mode is satisfied, the first condition is to detect and determine the connection and separation of the tongue and the buckle. That is, a detection sensor is provided on at least one of the tongue and the buckle, and connection or separation with the buckle is determined based on an output signal from the detection sensor.

The establishment determination of 2 conditions, vehicle running speed V _s first determines whether a 10~20km / h or less _{(V s ≦ 10~20km / h)} . Then, the host when the vehicle traveling speed V _s is equal to or less than 10~20km / h, the relative distance in the longitudinal direction between the vehicle and the object by the object detection signal from the rear object detection sensors 79 D _r and the relative velocity V _{Find r} . When the vehicle running speed V _s is the relative velocity V _r from the large and the relative velocity V _r is positive _{(V s> V r ≧ 0} ), (1) an object located behind the vehicle is traveling in the vehicle in the same direction It is determined that the vehicle is following and the relative distance to the following vehicle is short. Also, when the vehicle running speed V _s is less than the relative velocity V _r, it is determined to be (2) an object located behind the stationary or oncoming vehicle.

(1) When the following travel First of, obtaining a safe distance D _s when accelerated by the vehicle same preset acceleration a (eg .4~6m / sec ²⁾ by the following equation 4.

Then, when the determined relative distance D _r is less safe distance D _s of _{(D r ≦ D s),} 2 condition is judged to be satisfied.

(2) in the case of stationary or oncoming vehicle First, the safe inter-vehicle distance D _s when accelerating the vehicle in the same set acceleration a by Equation 5.

Then, when the relative distance D _r is less safe distance D _s obtained in _{(D r ≦ D s),} 2 condition is judged to be satisfied.

Further, as conditions for operating the occupant restraint system in the alarm mode, the following conditions are set: 1. When a detected object is approaching and an occupant avoidance operation is required immediately.
How the operating conditions of the alarm mode is actually judged whether or not the established is almost the same as the aforementioned warning mode, determine a safe distance D _s in Equation 4 and 5, the relative distance D _r is the safe inter-vehicle when the distance is D _s or less, 1 condition is judged to be satisfied. However in the warning mode, the first set margin distance D _e first set margin distance (Example 5m) shorter than the second set margin distance (Example 2m) Equation 4 and 5 of the safe inter-vehicle distance D _s determined in the alert mode instead of D _e seek safe distance D _s.

  The conditions for operating the occupant restraint protection system in the emergency mode are as follows: 1. When the vehicle is traveling at a speed of 10 to 20 km / h or less, a collision with the detected object cannot be avoided by the driver's avoidance operation. ing.

Indeed in determining the whether the operating condition of the emergency mode is established, first, the vehicle running speed V _s is equal to or less than 10~20km / h. Then, when the vehicle running speed V _s is determined to be 10~20km / h or less _{(V s ≦ 10~20km / h)} , the object detection signal from the rear object detection sensor 79 between the vehicle and the object relative The speed _Vr and the relative distance _Dr are obtained. On the other hand, determining an operating completion time of the system which is set in advance T _s distance converted based (e.g. 0.3 sec) the relative velocity _{V r (V r · T s} ). Also, 'it may be set (for example, 2m or the like), the converted distance of operation completion time T _s of the obtained system (V _r · T _s) and the third set margin distance D _e' third set margin distance D _e between (V _r · T _s + D _e ′). Then, regardless of whether or not the follow-up run, when the relative velocity V _r is the sum _{(V r · T s + D} e ') below _{(V r ≦ V r · T} s + D e'), It is determined that the emergency mode condition is satisfied.

  The occupant restraint protection system according to the present embodiment is actually set to each mode in the same manner as the above-described mode settings for an object in front of the vehicle. Since the control method, control block, and control timing are the same as those in the above-described embodiments, their description will be omitted.

FIG. 18 is a partially cutaway perspective view showing still another embodiment of the present invention, and FIG. 19 is a diagram for explaining the operation of this embodiment. The same components as those in the above-described embodiments are denoted by the same reference numerals, and detailed description thereof will be omitted.
The vehicle occupant restraint protection system of this embodiment is a system that controls a seat belt retractor when the vehicle rolls over. That is, a rollover detection sensor 80 (corresponding to a vehicle situation detecting means of the present invention) as shown in FIG. 18 is provided, for example, built in the seat belt retractor or the CPU 42. The rollover detection sensor 80 detects the rollover of the vehicle, that is, the turning. Note that the rollover detection sensor 80 can be provided at any other portion of the vehicle other than the seat belt retractor or the CPU 42 as long as it is provided so as to detect the rollover of the vehicle.
As shown in FIG. 18, the rollover detection sensor 80 includes a standing weight 83 having an axial through hole 82 at the center thereof in a case 81, and a light transmitted through the through hole 82 when the standing weight 83 is erected. A light emitting device 84 that emits (e.g., infrared light) and a light receiving device 85 that can receive transmitted light passing through the through hole 82 when the standing weight 83 is erected are provided.

  The standing weight 83 includes a large-diameter portion 83a having a circular cross section and a small-diameter portion 83b having a circular cross-section. The standing weight 83 is erected in the case 81 such that the large-diameter portion 83a is at the top and the small-diameter portion 83b is at the bottom. It is provided. The light emitting device 84 and the light receiving device 85 are both connected to the CPU 42. The light emission of the light emitting device 84 is controlled by a control signal from the CPU 42, and the light received by the light receiving device 85 is converted into an electric signal and supplied to the CPU 42. It is supposed to.

  The standing weight 83 is set in an upright state as shown in FIG. In this upright state of the standing weight 83, the optical axis of the light emitting device 84, the central axis of the hole (no symbol) of the case 81, the central axis of the through hole 82 of the standing weight 83, and the optical axis of the light receiver 85 are the same axis. It is located on the line. Therefore, in this state, the light emitted from the light emitter 84 passes through the hole of the case 81 and the through hole 82 of the standing weight 83 and is received by the light receiver 85. That is, when the light from the light emitter 84 is received by the light receiver 85, the vehicle is not rolled over, and the rollover detection sensor 80 detects this non-rollover state of the vehicle.

  During a rollover in which the body of the automobile is inclined to a predetermined angle or more, the standing weight 83 tilts further more until the large diameter portion 83a of the standing weight 83 comes into contact with the case 81 as shown in FIG. In this tilted state of the standing weight 83, the central axis of the through hole 82 of the standing weight 83 is deviated from the optical axis of the light emitting device 84, the central axis of the hole (no symbol) of the case 81, and the optical axis of the light receiving device 85. It is not located on the axis. Therefore, in this state, the light emitted from the light emitting device 84 is transmitted through the hole of the case 81 and then transmitted along the through hole 82 of the standing weight 83, so that the light is shifted from the optical axis of the light receiving device 85, The light is not received by the light receiver 85. That is, when the light from the light emitter 84 is blocked by the light receiver 85 and is not received by the light receiver 85, the vehicle has rolled over, and the rollover detection sensor 80 detects this rollover state of the vehicle. Detect.

  In addition, in this embodiment, as shown in FIG. 20, even when the vehicle does not roll over, when the centrifugal force at the time of a sharp turn at a curved part of the road is equal to or more than a predetermined value, or when the inertia at the time of a sudden brake while driving is made. When the force is equal to or greater than a predetermined value, or when the impact force in a collision with the own vehicle from any direction is equal to or greater than the predetermined value, the standing weight 83 tilts and the light from the light emitter 84 is received. The light is not received by the device 85.

  In the occupant restraint protection system of this embodiment, two modes, a comfort mode and an emergency mode, are set, and the belt winding force in each mode is set to the same value as the corresponding mode of the embodiment shown in FIG. Is set. When the standing weight 83 is in the upright state and the light from the light emitter 84 is received by the light receiver 85, the occupant restraint protection system is set to the comfort mode, and the light from the light emitter 84 is received. When no light is received by the device 85, the occupant restraint system is set to the emergency mode.

  The other configurations, the belt tension control method, the control block, and the control timing in the present embodiment are the same as those in the above-described embodiments, and the description thereof will be omitted.

  In the present embodiment, the occupant is set so that the standing weight 83 does not tilt even when the vehicle body tilts greatly when climbing up or downhill on a steep slope, or when traveling on a curved road with a large cant. Ensure that the restraint protection system is not unnecessarily set to emergency mode. However, it is also possible to set the standing weight 83 to tilt even during such a large tilt of the vehicle body. In this case, the occupant restraint system is set to the emergency mode even when the vehicle body is tilted greatly, so that the occupant can be more reliably restrained by the seat belt.

  Further, in the present embodiment, the small diameter portion 83b of the standing weight 83 is formed in a circular cross section, but at least the small diameter portion 83b is formed in various other cross sectional shapes such as an ellipse, an ellipse, a square, a rectangle, and a polygon. Can also be formed. In this case, if the small-diameter portion 83b is formed in a cross-sectional shape such that the standing weight 83 can easily tilt in a predetermined direction, the detection sensitivity of the rollover detection sensor 80 in a specific direction can be increased. As a result, the mode of the occupant restraint system can be made different depending on the direction of the vehicle, and finer control can be performed.

  Further, in each of the above-described embodiments, the belt tension control according to one of the situation between the vehicle and the object in front of and behind the vehicle, the situation between the vehicle and the object on the left and right sides of the vehicle, or the situation of the own vehicle. However, the present invention can also control the belt tension by combining a plurality of arbitrary ones of these situations. In that case, the belt tension control is performed by the logic of “OR” of a plurality of modes set based on a plurality of situations. In addition, when a plurality of modes set at the same time are different, a mode having a larger belt tension is selected, and belt tension control is performed.

  Further, the conventionally known reel shaft 4, seat belt lock operating means 5, deceleration sensing means 6 and urging force applying means 8 used in the seat belt retractor in each of the above-described embodiments are each other known conventionally. Types can also be used. In addition, the electric motor 40, the central processing unit 42, the object detecting means and the like measure the normal webbing winding of the reel shaft 4 and measure the deceleration of the own vehicle to control the reel shaft 4, so that the seat belt lock operating means 5, The deceleration sensing means 6 and the urging force applying means 8 may be omitted.

  Further, in each of the above-described embodiments, the belt tension control mechanism 7 includes the electric motor 40, the first gear transmission mechanism 38, the driving gear clutch 30, the driven gear clutch 32, and the second gear transmission mechanism 39. However, the present invention is not limited to this, and is controlled by the CPU 42 to stop when the power is not supplied and to stop the rotation of the reel shaft 4 even if a rotational force of a predetermined value or less is applied to the reel shaft 4. A motor such as an ultrasonic motor disclosed in Japanese Patent Application Laid-Open No. 59-122385, for example, which rotates and rotates the reel shaft 4 directly when energized, can also be used. By using such a motor, the seat belt lock operating means 5, the deceleration sensing means 6, the urging force applying means 8, and the gear transmission mechanism can be omitted.

  The occupant restraint protection system of the present invention detects a running condition of a vehicle such as a rollover, a sudden brake or a sharp turn, and adjusts a belt tension of a seat belt according to a condition between the vehicle and an object or a condition of the vehicle. By making the adjustment, it can be suitably used for an occupant restraint protection system that reliably restrains and protects the occupant.

It is a sectional view showing an example of a seat belt retractor used for each embodiment of an occupant restraint protection system concerning the present invention. FIG. 2 is a right side view of FIG. 1 before a seat belt lock operating means is incorporated. FIG. 2 is a right side view of FIG. 1 in which some components of the seat belt lock operating means are incorporated. FIG. 5 is a right side view of FIG. 1 in which still another part of the seat belt lock operating means and the deceleration sensing means are respectively incorporated. It is a left view of FIG. FIG. 6 is a cross-sectional view corresponding to a cross-section taken along line VI-VI of FIG. 5 and illustrating a state where teeth of a driven gear and teeth of a clutch plate are not meshed. It is a figure explaining the attachment position of a front object detection sensor. FIG. 3A schematically shows a state in which a front object detection sensor is in close contact with a front windshield, wherein FIG. 4A is a cross-sectional view of a light-emitting unit, and FIG. FIG. 6A schematically shows a non-operating state of the belt tension control mechanism, FIG. 6A is a plan view thereof, and FIG. 6B shows a state in which the teeth of the driven gear and the teeth of the clutch plate are not engaged. It is sectional drawing. FIG. 6 schematically shows a part of an operation state of a belt tension control mechanism, (a) is a plan view thereof, and (b) shows a state where teeth of a driven gear and teeth of a clutch plate are engaged with each other. FIG. FIG. 3A schematically shows still another part of the operation state of the belt tension control mechanism, in which FIG. 3A is a plan view thereof, and FIG. 3B is a view showing a state in which the teeth of the driven gear and the teeth of the clutch plate are meshed. It is sectional drawing corresponding to 6. It is a figure explaining the mode of an occupant restraint system. It is a figure which shows the control block of an occupant restraint system schematically. It is a figure showing operation timing of an occupant restraint protection system. The mounting positions of the left and right side object detection sensors used in another embodiment of the present invention will be described, wherein (a) is a view partially showing the left side of the vehicle, and (b) is a line XVB-XVB in (a). FIG. FIG. 11 is a perspective view illustrating a mounting position of a rear object detection sensor used in still another embodiment of the present invention. It is a figure explaining the mode of the occupant restraint protection system to a back object. FIG. 11 is a perspective view showing a rollover detection sensor used in still another embodiment of the present invention, partially cut away. The operation of the rollover detection sensor shown in FIG. 18 will be described, in which (a) shows a non-operating state and (b) shows an operating state. It is a figure explaining other operation of a rollover detection sensor.

Explanation of reference numerals

DESCRIPTION OF SYMBOLS 1 ... Seat belt retractor, 2 ... Frame, 2a ... Right side wall, 2b ... Left side wall, 3 ... Seat belt, 4 ... Reel shaft, 5 ... Seat belt lock operation means, 6 ... Deceleration sensing means, 7 ... Belt tension control Mechanism, 8: urging force applying means, 9: ratchet wheel, 10: pawl, 24: drive shaft, 25: case body, 26: gear hold, 27: friction lever, 28: friction plate, 29: rotating shaft, 30 ... Drive side gear clutch, 30b ... Cam surface, 32 ... Driving side gear clutch, 33 ... Clutch plate, 33b ... Expansion part, 34 ... Clutch spring, 35 ... Lever member, 36 ... Spring clutch, 37 ... U-shaped spring , 38: first gear power transmission mechanism, 39: second gear power transmission mechanism, 40: electric motor, 41: spiral spring, 42: central processing unit CPU), 43: forward object detection sensor, 49: lamp (LED or LD), 52: optical sensor (PSD), 56: sensor unit, 57: input operation processing unit, 58: control unit, 59: control object and sensor Reference numeral 60, a light emitting side development logic circuit, 61, a light receiving side preamplifier, 62, a timing controller, 63, an automatic gain control means, 64, an analog-to-digital converter (A / D), 65, an arithmetic unit, 66, a CPU control unit 67, a belt tension detection sensor, 68, a seat belt retractor mechanism, 69, a buckle switch, 70, a vehicle speed sensor, 75, a left object detection sensor, 76, a right object detection sensor, 79, a rear object detection sensor, 80 ... Rollover detection sensor, 81 ... Case, 82 ... Through hole, 83 ... Standing weight, 84 ... Light emitter, 85 ... Receiver

Claims (6)

A reel shaft for winding the seat belt, a frame for rotatably supporting both ends of the reel shaft, and a rotation shaft disposed between the frame and the reel shaft, which normally allows the rotation of the reel shaft and operates when necessary. An occupant restraint protection system for a vehicle, wherein a seat belt retractor having lock means for preventing rotation of a reel shaft in a seat belt withdrawing direction is used, and when necessary, the seat belt is prevented from being pulled out to restrain an occupant. In the system,
Further, a belt tension control mechanism for rotating the reel shaft, a vehicle condition detecting means for detecting a condition of the vehicle such as rollover, sudden braking or sharp turning of the vehicle, and a condition detection from the vehicle condition detecting device A central processing unit that determines the condition of the vehicle based on the signal, and controls the belt tension control mechanism based on the determination result, and determines a belt tension of the seat belt according to a condition of the vehicle. A vehicle occupant restraint protection system characterized in that the value is controlled to a value. The occupant restraint protection system for a vehicle according to claim 1, wherein a predetermined number of modes are set according to a condition of the vehicle, and the set value of the belt tension is set for each mode. As the predetermined number of modes, the comfort mode in which the set value of the belt tension is set to 0, the alert mode in which the set value of the belt tension is set to a first predetermined value, and the 3. The occupant restraint protection system for a vehicle according to claim 2, wherein three modes are set, and an alarm mode in which a set value is set to a second predetermined value larger than the first predetermined value. As the predetermined number of modes, the comfort mode in which the set value of the belt tension is set to 0, the alert mode in which the set value of the belt tension is set to a first predetermined value, and the An alarm mode in which the set value is set to a second predetermined value larger than the first predetermined value; and an emergency mode in which the set value of the belt tension is set to a third predetermined value larger than the second predetermined value. The vehicle occupant restraint protection system according to claim 2, wherein four modes are set. 5. The belt tension control mechanism according to claim 1, wherein the belt tension control mechanism includes a motor controlled by the central processing unit, and a gear transmission mechanism that transmits a driving force of the motor to the reel shaft. The vehicle occupant restraint protection system according to any one of the preceding claims. The belt tension control mechanism is controlled by the central processing unit, stops when power is not supplied, stops rotation of the reel shaft even when a rotational force of a predetermined value or less is applied to the reel shaft, and rotates when power is supplied. The vehicle occupant restraint protection system according to any one of claims 1 to 4, further comprising a motor such as an ultrasonic motor that rotates the reel shaft.

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