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WO2018110365A1 - Dispositif de détection d'occupant de véhicule - Google Patents

Dispositif de détection d'occupant de véhicule Download PDF

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Publication number
WO2018110365A1
WO2018110365A1 PCT/JP2017/043601 JP2017043601W WO2018110365A1 WO 2018110365 A1 WO2018110365 A1 WO 2018110365A1 JP 2017043601 W JP2017043601 W JP 2017043601W WO 2018110365 A1 WO2018110365 A1 WO 2018110365A1
Authority
WO
WIPO (PCT)
Prior art keywords
occupant
determination unit
vibration
vehicle
load
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2017/043601
Other languages
English (en)
Japanese (ja)
Inventor
睦巳 反町
周 大田
伸夫 小倉
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Marelli Corp
Original Assignee
Nissan Motor Co Ltd
Calsonic Kansei Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd, Calsonic Kansei Corp filed Critical Nissan Motor Co Ltd
Publication of WO2018110365A1 publication Critical patent/WO2018110365A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • A—HUMAN NECESSITIES
    • A47—FURNITURE; DOMESTIC ARTICLES OR APPLIANCES; COFFEE MILLS; SPICE MILLS; SUCTION CLEANERS IN GENERAL
    • A47C—CHAIRS; SOFAS; BEDS
    • A47C7/00—Parts, details, or accessories of chairs or stools
    • A47C7/62—Accessories for chairs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/90—Details or parts not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/015—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting the presence or position of passengers, passenger seats or child seats, and the related safety parameters therefor, e.g. speed or timing of airbag inflation in relation to occupant position or seat belt use
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/48—Control systems, alarms, or interlock systems, for the correct application of the belt or harness

Definitions

  • This case relates to a vehicle occupant detection device.
  • Vehicles such as automobiles are provided with an airbag device that can protect an occupant seated in the seat.
  • the airbag device is provided with a vehicle occupant detection device.
  • This vehicle occupant detection device detects whether or not an occupant is seated in a seat.
  • Such a vehicle occupant detection device includes a load sensor attached to a seat and occupant detection means for detecting an occupant based on a detection value from the load sensor (see, for example, Patent Document 1). .
  • the vehicle occupant detection device described in Patent Literature 1 detects an occupant based on a detection value of a load sensor, the vehicle occupant determination result is not updated when vehicle vibration is detected. By keeping the previous occupant determination result as it is, the occupant determination result can be obtained stably.
  • the vehicle vibration is generated by getting on or off the door or closing the door. Therefore, even if the detected vehicle vibration is that of getting on and off, there is a possibility that the previous occupant determination result is held as it is and the occupant determination result is not updated.
  • the purpose of this case is to enable occupant determination results to be updated as soon as boarding / exiting occurs.
  • a load sensor that is mounted around the seat and detects a load acting on the seat; Occupant detection means for detecting the occupant based on the detection value of the load sensor,
  • the occupant detection means is at least An occupant determination unit that determines a seating state of the occupant with respect to the seat based on the detection value;
  • a vibration change amount determination unit for determining presence or absence of vehicle vibration based on the detected value;
  • An occupant determination unit that determines whether to update an occupant determination result for the seating state from the occupant determination unit or to hold a previous occupant determination result based on presence or absence of vehicle vibration from the vibration change amount determination unit;
  • Checking the waveform of the detection value of the load sensor and including a door closing determination unit that determines door closing based on a load variation pattern indicating door closing included in the waveform of the detection value,
  • the vibration change amount determination unit When the door closing determination unit determines that the door is closed, The vehicle vibration when the door is closed is determined to be vehicle vibration that occurred while the vehicle was stopped,
  • the passenger determination result can be updated at an early stage when the passenger gets on and off.
  • FIG. 1 is a schematic plan view showing a vehicle equipped with a vehicle occupant detection device according to this embodiment.
  • FIG. 2 is a block diagram illustrating a configuration of an airbag device including the vehicle occupant detection device of FIG.
  • a vehicle 1 such as an automobile is provided with a seat 2 (for example, a seat such as a passenger seat) on which an occupant sits.
  • the seat 2 is equipped with an airbag device 3 that can protect a seated passenger in an emergency.
  • the figure shows an example in which the vehicle 1 is a left-hand drive vehicle, even if the vehicle 1 is a right-hand drive vehicle, the airbag device 3 is similarly attached to the seat 2 such as a passenger seat.
  • the same airbag apparatus 3 can be employ
  • the airbag apparatus 3 is mainly comprised by the airbag module 4 and the airbag control apparatus 5, and also has display parts, such as a passenger
  • the airbag module 4 is stored in a position in front of the seat 2 in the instrument panel 9 disposed in the front part of the passenger compartment.
  • the airbag module 4 stores the bag-shaped airbag body in a folded state, and also has a cushioning function for the passenger by deploying the airbag body and inflating it into the vehicle compartment in order to protect the passenger in an emergency. It is something that demonstrates.
  • the airbag module 4 can change the size and deployment force during deployment in at least two stages according to the airbag deployment signal 5a output from the airbag control device 5. It can be what can be.
  • the airbag control device 5 incorporates a CPU and, based on the occupant information 8a obtained by the vehicle occupant detection device 8, for example, deploys the airbag module 4 when no occupant is seated on the seat 2. First, the airbag module 4 is deployed when an adult is seated on the seat 2, and the airbag module 4 is not deployed when a child is seated on the seat 2 (or the deployment force is weakened). The airbag module 4 is deployed, and an airbag deployment signal 5a is output to the airbag module 4.
  • the airbag control device 5 outputs a display signal 5b to the occupant state display lamp 6 based on the occupant information 8a from the vehicle occupant detection device 8, and also detects a failure of the airbag device 3. Outputs a failure signal 5 c to the warning lamp 7.
  • the occupant state display lamp 6 is installed on the instrument panel 9 disposed in the front part of the passenger compartment, and at least according to the display signal 5b output from the airbag control device 5, "not seated” (or empty seat), It is an indicator lamp for displaying occupant information 8a such as "adult seating” and "child seating”.
  • the warning lamp 7 is installed on an instrument panel 9 disposed in the front part of the passenger compartment, and displays a warning in response to a failure signal 5c output from the airbag control device 5 when a failure of the airbag device 3 is detected. It is a warning light for performing.
  • the vehicle occupant detection device 8 determines the seating state of the occupant on the seat 2 and outputs the determined occupant information 8a to the airbag control device 5.
  • the vehicle occupant detection device 8 includes a load sensor 11 as load detection means and an occupant detection means 12 (occupant detection control device).
  • the vehicle occupant detection device 8 is configured to be able to output the occupant information 8a by performing the occupant determination independently without using external information as much as possible.
  • Two load sensors 11 are attached to the seat 2 or its periphery so that the load acting on the seat 2 can be detected (S1, S2).
  • the load sensor 11 for example, a piezoelectric film that outputs a voltage signal corresponding to the applied pressure can be used.
  • the seat 2 extends in the front-rear direction via a pair of left and right parallel slide rails 33, 34 extending in the front-rear direction 32 (vehicle front-rear direction) with respect to the vehicle body 31.
  • 32 is slidable (position adjustable).
  • the seat 2 is supported at a total of four positions on the pair of left and right slide rails 33 and 34 via front and rear support points 35a and 35b and support points 35c and 35d, respectively.
  • the (four) load sensors 11 are installed at all the support points 35a to 35d.
  • the two load sensors 11 described above are installed at any two positions of the plurality of support points 35a to 35d. Specifically, one load sensor 11 (S1) is attached to the front and inner support points 24a, and the other load sensor 11 (S2) is attached to the rear and inner support points 24b. ing. That is, the two load sensors 11 are juxtaposed in a state of being separated from the longitudinal direction 32 of the vehicle 1.
  • two load sensors 11 or reducing the number from four to two
  • the acceleration The occupant determination can be performed without being affected by deceleration.
  • the detection value 11a (see FIG. 2) output from (S1) is small, but conversely, since the load applied to the rear load sensor 11 (S2) is large, the detection value 11a (S2) from the rear load sensor 11 (S2) is large.
  • the detected value 11b (see FIG. 2) to be output becomes large, and the sum of the detected values 11a and 11b output from the two load sensors 11 (S1 and S2) indicates that the vehicle 1 travels at a constant speed. This is because it is no different from the case of being. This is the same when the vehicle 1 decelerates.
  • FIG. 4 is a graph showing a difference in detected value characteristics due to a difference in the number of load sensors 11 installed.
  • the waveform of the characteristic 11e shown in FIG. 4 is obtained when the load sensors 11 (S1, S2) are installed at the two front and rear support points 35a and 35b as in this embodiment.
  • the sum of the detection values 11a and 11b output from (S1, S2) is shown.
  • the waveform of the characteristic 11f shown in FIG. 4 shows the detection values output from the four load sensors 11 when the four load sensors 11 are installed at all the support points 35a to 35d. The sum is shown.
  • the vehicle 1 travels in the order of a straight path, a curve, and a straight path.
  • the waveform of the characteristic 11e obtained by installing the load sensor 11 at two locations on one side is obtained from all the support points 35a to 35a.
  • the size is approximately half of the sum of the detection values indicated by the characteristic 11f obtained when the load sensor 11 is installed at 35d.
  • the sum of the detected values 11a and 11b is greatly reduced in the waveform of the characteristic 11e compared to when traveling on a straight path. This is because the centrifugal force acts on the side opposite to the side where the load sensor 11 (S1, S2) is provided (for example, the outside of the vehicle body 31). This is because the load applied to the load sensor 11 (S1, S2) installed at the inner support points 35a, 35b is reduced.
  • the load sensors 11 are installed at all the support points 35a to 35d as the load detecting means, even if the vehicle is traveling on a curve, as indicated by the waveform of the characteristic 11f, Similarly, the sum of the detection values is a substantially stable value. This is because even if the occupant's body is tilted due to the centrifugal force, if the outputs of all the load sensors 11 constituting the load detecting means are added, the influence of the occupant's weight shift is offset and almost constant. This is because it becomes the value of.
  • the occupant determination result obtained by performing the occupant determination is updated.
  • the vehicle 1 is traveling on a curve, the occupant determination result is obtained even if the occupant determination is performed.
  • it is possible to perform occupant detection without erroneous detection.
  • the fluctuations in the detection values 11a and 11b are larger during a curve run than when running on a straight road, if the fluctuations in the detection values 11a and 11b are detected, the car is running on a straight road. It is possible to distinguish between the case of and the case of traveling on a curve. Details will be described later.
  • the two load sensors 11 are installed at two front and rear support points 24c and 24d on the outer slide rail 34, instead of being installed at the two front and rear support points 24a and 24b on the inner slide rail 33. It may be installed, and even in this way, a signal similar to the above can be obtained except that the left and right are reversed.
  • the occupant detection means 12 described above performs occupant determination of the seat 2 based on the detection values 11 a and 11 b output from the two load sensors 11, and a CPU 12 a that performs necessary calculation processing.
  • the CPU 12a includes a signal conversion unit 13, a vibration waveform removal unit 14, and an occupant determination unit 15.
  • the occupant determination means 15 includes at least an occupant determination unit 16 (or a seating determination unit).
  • the occupant determination unit 16 mainly determines the occupant's seating situation with respect to the seat 2 and obtains the occupant determination result 16a.
  • the vibration change amount determination unit 17 and the load change amount determination unit 18 are mainly for determining the situation of the vehicle 1.
  • the occupant determination means 15 may include a determination count unit 19 (occupant determination frequency count unit).
  • This determination count unit 19 is mainly for forcibly updating the occupant determination result 16a when the same occupant determination result 16a continues for a certain period of time.
  • the occupant determination means 15 includes an occupant determination unit 21 (update determination unit or occupant determination result update availability determination unit).
  • the occupant determination unit 21 updates the occupant determination result 16a for the seating state from the occupant determination unit 16 based on the presence / absence of the vehicle vibration 17a from the vibration change amount determination unit 17 and the count ⁇ by the determination count unit 19 or the previous time. Is determined to hold the passenger determination result 16a.
  • the occupant determination unit 16 operates so as to continuously send the occupant determination result 16a to the occupant determination unit 21.
  • the vibration change amount determination unit 17 operates so as to continuously send the presence / absence of the vehicle vibration 17a to the occupant determination unit 21.
  • the determination counting unit 19 operates so as to continuously send the count ⁇ to the occupant determination unit 21.
  • crew determination means 15 can be comprised as a functional block by software.
  • the software is stored in a memory 22 (internal memory or external memory) provided inside or outside the CPU 12a and executed by the CPU 12a.
  • the occupant determination unit 16 is configured as occupant determination logic
  • the vibration change amount determination unit 17 is configured as vibration change amount determination logic
  • the load change amount determination unit 18 is configured as load change amount determination logic.
  • the determination count unit 19 is configured as determination count logic
  • the occupant determination unit 21 is configured as occupant determination logic.
  • each part of the vehicle occupant detection device 8 is continuously operated from when the vehicle 1 is turned on until it is turned off. Further, the memory 22 can appropriately record input / output to / from each part of the occupant detection means 12. Therefore, each part of the passenger
  • the signal conversion unit 13 reads the detection values 11a and 11b output from the two load sensors 11, and converts them from analog signals to digital signals (detection values 13a and 13b).
  • the signal converter 13 is provided for each load sensor 11 attached to the seat 2.
  • the vibration waveform removal unit 14 removes the vibration waveform indicating that the vehicle 1 is vibrating from the detection values 13a and 13b digitized by the signal conversion unit 13, and obtains the vibration waveform removal signals 14a and 14b. Generate.
  • the “vibration waveform” is, for example, a high-frequency vibration component in the vertical direction (vehicle vibration such as running vibration).
  • a low-pass filter LP or LPF capable of removing a vibration waveform such as a high-frequency vibration component can be used as the vibration waveform removing unit 14.
  • a plurality of low-pass filters having different frequencies that can be removed can be used depending on the purpose and situation.
  • the vibration waveform removal unit 14 is provided corresponding to each of the signal conversion units 13.
  • the load detection signal from the load sensor 11 detection values 11a and 11b or the sum thereof
  • the detection values 13a and 13b digitized by the signal conversion unit 13 or
  • the sum of the vibration waveforms may indicate the vibration waveform removal signals 14a and 14b (or the sum thereof) that are detection values from which the vibration waveform has been removed by the vibration waveform removal unit 14. Further, these may be referred to as detected load or weight information depending on the situation.
  • the load change amount determination unit 18 is based on the detection values after the vibration waveform is removed by the vibration waveform removal unit 14 from the digitized detection values 13a and 13b, that is, based on the vibration waveform removal signals 14a and 14b.
  • a vibration threshold value 18a used in the vibration change amount determination unit 17 is set.
  • the “vibration threshold value 18a” is a reference value used when determining whether or not the vehicle vibration 17a is generated.
  • the load change amount determination unit 18 varies the vibration threshold value 18a between when the fluctuation amount of the vibration waveform removal signals 14a and 14b is small and when the fluctuation amount of the vibration waveform removal signals 14a and 14b is large. Can be done.
  • the load change amount determination unit 18 determines that the vibration threshold value 18a is less than when the fluctuation amount of the vibration waveform removal signals 14a and 14b is large when the fluctuation amount of the vibration waveform removal signals 14a and 14b continues for a predetermined time. Can be changed to a higher value.
  • the setting of the vibration threshold value 18a is specifically as shown in FIG. That is, the load change amount determination unit 18 obtains the sum of the vibration waveform removal signals 14a and 14b, and obtains the load change amount ⁇ W that is an absolute value of the change amount of the sum. Then, the load change amount ⁇ W is compared with a weight threshold value (TH / L ⁇ ) preset in the load change amount determination unit 18. When the load change amount ⁇ W is equal to or less than the weight threshold value (TH / L ⁇ ) continues for a predetermined time, the load acting on the seat 2 is stable, that is, the weight information is stably output.
  • the vibration threshold value 18a (TH / L ⁇ High) having a preset high value is selected.
  • the vibration change amount determination unit 17 sets the detection values 13a and 13b digitized by the signal conversion unit 13 and the vibration threshold value 18a (TH / L ⁇ High or TH / L ⁇ Low) set by the load change amount determination unit 18. Based on this, it is determined whether or not the vehicle vibration 17a is generated.
  • the detection values 13a and 13b digitized by the signal conversion unit 13 are the detection values 13a including many vibration waveforms before the vibration waveform removal unit 14 removes the vibration waveforms from the detection values 11a and 11b. , 13b.
  • the determination of whether or not the vehicle vibration 17a is generated by the vibration change amount determination unit 17 is specifically digitized from the detected value 11a (output from the front load sensor 11 (S1) inside the seat 2).
  • the absolute value of the fluctuation amount of the detection value 13a) and the detection value 11b (detection value 13b obtained by digitizing the detection value 11b) output from the load sensor 11 (S2) on the inner side of the seat 2 is obtained.
  • a vibration change amount ⁇ that is a sum of absolute values of the respective fluctuation amounts is obtained, and this vibration change amount ⁇ and the vibration threshold value 18a (TH / L ⁇ High or TH / L ⁇ Low) selected by the load change amount determination unit 18 are obtained.
  • the occupant determination unit 16 performs the occupant determination using the detection values after the vibration waveforms are removed from the digitized detection values 13a and 13b by the vibration waveform removal unit 14, that is, the vibration waveform removal signals 14a and 14b.
  • the “occupant determination” means a seat determination for determining whether or not an occupant is seated in the seat 2 and whether or not the occupant seated in the seat 2 is large (adult or child). And physique determination to determine whether or not. Of these, either one may be executed.
  • this occupant determination is performed by obtaining a detected load W as a sum of the vibration waveform removal signals 14a and 14b, and the occupant determination threshold value which is a weight threshold value set in advance in the detected load W and the occupant determination unit 16.
  • the occupant determination thresholds preset in the occupant determination unit 16 include, for example, a first threshold TH / L ⁇ 1, a second threshold TH / L ⁇ 2 (not shown), a third threshold TH / L ⁇ 3 (not shown), etc. is there.
  • crew determination threshold value is 1st threshold value> 2nd threshold value> 3rd threshold value.
  • the passenger determination threshold value is not limited to the above.
  • the occupant determination unit 21 updates the occupant determination result 16a based on the determination result of the vibration change amount determination unit 17 (presence / absence of the vehicle vibration 17a) and the occupant determination result 16a (or seating determination) of the occupant determination unit 16. In addition, it is determined whether to hold the occupant determination result 16a, and the updated occupant determination result 16a or the retained (previous) occupant determination result 16a is output to the airbag control device 5 as occupant information 8a.
  • this occupant determination unit 21 is output from the occupant determination unit 16 when the vibration change amount determination unit 17 determines that the vehicle vibration 17a has not occurred (based on the detection values 13a and 13b).
  • the occupant determination result 16a is updated with the occupant determination result 16a as a new occupant determination result 16a.
  • the vibration change amount determination unit 17 determines that the vehicle vibration 17a is occurring (based on the detection values 13a and 13b)
  • the occupant determination result 16a output from the occupant determination unit 16 is a new one.
  • the previous occupant determination result 16a is held instead of the occupant determination result 16a.
  • the occupant determination means 15 determines that the vehicle vibration 17a has not occurred, the occupant determination execution result is updated and the vehicle vibration 17a is generated, assuming that the situation of the vehicle 1 is stable. If it is determined that the vehicle 1 is in an unstable state, the result of the occupant determination is not updated and the previous occupant determination result 16a is retained even if the occupant determination is executed.
  • the above-described determination counting unit 19 is for forcibly executing the update of the occupant determination result 16a when the same occupant determination result 16a continues for a predetermined time.
  • the determination count unit 19 counts the number of times that the same occupant determination result 16 a is obtained continuously, and outputs the counted value (count ⁇ ) to the occupant determination unit 21.
  • the occupant determination unit 21 also determines whether to update the occupant determination result 16a described above or to hold the previous occupant determination result 16a for the output result of the determination count unit 19 as well. Will be performed.
  • FIG. 5 shows the load change amount determination unit 18 when the vehicle 1 travels in the order of a straight path, a curve, and a straight path while an adult (for example, a woman with a weight of 49 kg) is on the seat 2 (passenger seat).
  • 4 is a time chart showing a load change amount ⁇ W, a vibration change amount ⁇ by a vibration change amount determination unit 17, a detection load W by an occupant determination unit 16, and an update timing of an occupant determination result 16a by an occupant determination unit 21, respectively.
  • the load change amount determination unit 18 has a vibration threshold value 18 a (TH / L ⁇ High, TH) that is greater when the load change amount ⁇ W is smaller than when the load change amount ⁇ W is large.
  • TH / L ⁇ Low is set to a high value (TH / L ⁇ High). Therefore, when the vehicle 1 travels on the first straight path and a stable detected load W is output, the load change amount ⁇ W of the load change amount determination unit 18 falls below the weight threshold TH / L ⁇ at time t1.
  • the vibration threshold value 18a (TH / L ⁇ Low) of the vibration change amount determination unit 17 is changed to a vibration threshold value 18a (TH / L ⁇ High) which is a higher value.
  • the vibration change amount ⁇ falls below the vibration threshold value 18a (TH / L ⁇ High) from time t2 to t4, so that the occupant determination unit 16 executes the occupant determination, and the occupant determination unit 21 displays the occupant determination result 16a. Updated.
  • the vibration threshold value 18a (TH / L ⁇ High) of the vibration change amount determination unit 17 is greater than this.
  • the vibration threshold value 18a (TH / L ⁇ Low) which is a low value, is changed.
  • the vibration change amount ⁇ exceeds the vibration threshold value 18a (TH / L ⁇ Low), so that the occupant determination unit 16 executes the occupant determination, but the occupant determination unit 21 updates the occupant determination result 16a. Instead, the previous occupant determination result 16a is maintained or held.
  • the load change amount ⁇ W by the load change amount determination unit 18 once increases and then gradually decreases, so that it falls below the weight threshold TH / L ⁇ at time t5, and this state continues.
  • a predetermined time for example, 3 [s]
  • the low vibration threshold value 18a (TH / L ⁇ Low) of the vibration change amount determination unit 17 is changed to the high vibration threshold value 18a (TH / L ⁇ High).
  • the load change amount ⁇ W by the load change amount determination unit 18 again exceeds the weight threshold value TH / L ⁇ at time t7, so the vibration change amount determination unit 17 uses the vibration threshold value 18a (TH / L ⁇ High ),
  • the vibration threshold value 18a is changed to TH / L ⁇ Low, and the occupant determination unit 16 executes the occupant determination, but the occupant determination unit 21 updates the occupant determination result 16a. Instead, the previous occupant determination result 16a is maintained.
  • the occupant determination unit 16 causes the detected load W to exceed the first threshold value TH / L ⁇ 1, so that the seating of the child during the curve travel, Alternatively, the occupant determination result 16a that has been determined to be vacant is output as an occupant determination result 16a of adult seating.
  • the determination count unit 19 clears the count ⁇ indicating the number of times the occupant determination result 16a is the same as the previous time (one time before).
  • the count ⁇ of the determination counter 19 indicates the period T from the time t8 to the time t9 when the predetermined period T set for forced update elapses. Therefore, since the vibration change amount ⁇ in the vibration change amount determination unit 17 exceeds the vibration threshold value 18a (TH / L ⁇ Low), the occupant determination unit 16 executes the occupant determination, but the occupant determination unit 21 determines the occupant determination. The result 16a is not updated, and the previous occupant determination result 16a is maintained.
  • the period T is, for example, a sufficiently long time (for example, 3 minutes) with respect to the maximum time (for example, 1 minute) required to travel on a gentle curve with a long curvature radius on a general road.
  • the count ⁇ of the determination count unit 19 reaches a predetermined count value N, so that the vibration change amount ⁇ in the vibration change amount determination unit 17 does not exceed the vibration threshold value 18a (TH / L ⁇ Low).
  • the occupant determination unit 16 performs occupant determination, the occupant determination unit 21 updates the occupant determination result 16a.
  • the vibration change amount ⁇ in the vibration change amount determination unit 17 remains in excess of the vibration threshold value 18a (TH / L ⁇ Low)
  • the predetermined value is again set. Until the period T elapses, even if the occupant determination unit 16 executes the occupant determination, the occupant determination unit 21 does not update the occupant determination result 16a, and the previous occupant determination result 16a is maintained.
  • the occupant determination result 16a is updated, and the correct occupant determination result 16a of “adult” is output respectively.
  • the vibration change amount ⁇ in the vibration change amount determination unit 17 exceeds the vibration threshold value 18a (TH / L ⁇ High or TH / L ⁇ Low), that is, when it is determined that the vehicle vibration 17a is occurring.
  • the vibration threshold value 18a TH / L ⁇ High or TH / L ⁇ Low
  • the occupant determination result 16a is updated every time the predetermined period T elapses, so that the occupant determination may be erroneous due to a load change.
  • the occupant determination result 16a can be updated after passing through the curve. Further, the passenger determination result 16a can be reliably updated every predetermined period T without being affected by the generation of the vehicle vibration 17a.
  • the occupant determination result 16a can be reliably updated every predetermined period T. Therefore, it can be determined that the occupant is seated early when the occupant is subsequently seated.
  • the occupant determination result 16a is reliably updated every predetermined period T even when the occupant continuously shakes his / her body back and forth or performs a poor shake. be able to.
  • t, T, and N are local variables that are valid only in this case, and have different meanings when used elsewhere (the same applies hereinafter).
  • the occupant determination means 15 is provided with a boarding / alighting determination unit 23 (or a stability determination unit).
  • the boarding / alighting determination unit 23 monitors the occurrence of boarding from a vacant seat state (section 41) as shown in FIG. 6 or the occurrence of a vacant seat state due to getting off (section 42) as shown in FIG. To get on and off). Then, when the passenger has boarded from a vacant seat or is in a vacant seat by getting off, the boarding (section 43 in FIG. 6) is stable or the boarding (section 44 in FIG. 7) is stable. Each is obtained by calculation (stability determination is performed).
  • the passenger determination means 15 (the passenger determination part 21) does not update the passenger determination result 16a. Also, the occupant determination result 16a is updated (temporarily and forcibly).
  • the situation in which the occupant determination result 16a is not updated (holding state) includes a situation in which the previous occupant determination result 16a should be retained, the execution of the occupant determination result 16a (before the occupant determination result 16a appears), It is assumed to include immediately after execution (after the passenger determination result 16a is output).
  • each part of the occupant determination means 15 (the occupant determination unit 16, the vibration change amount determination unit 17, the load change amount determination unit 18, the determination count unit 19, and the occupant determination unit 21). At least one of them) performs a required standby process or the like in order to improve the determination accuracy or the like, so that the occupant determination result 16a is not updated (pending state).
  • the boarding / alighting determination unit 23 can be considered to perform an exception process for the vibration change amount determination unit 17 that eliminates all the effects of vibration.
  • the boarding / alighting determination unit 23 may use the vibration waveform removal signals 14a and 14b that are detection values from which the vibration waveform has been removed by the vibration waveform removal unit 14 (or the detection values 13a and 13b digitized by the signal conversion unit 13). And the detected load W and the load change amount ⁇ W are obtained (or obtained from the memory 22 and other parts (the occupant determination unit 16 and the load change amount determination unit 18)), and Using these, the above-mentioned boarding / exiting monitoring and stability calculation (stability judgment processing) are performed, and the presence / absence of boarding / exiting is output to the passenger judgment unit 21.
  • the vibration waveform removal unit 14 uses a filter.
  • the applied vibration waveform removal signals 14a and 14b are used.
  • the filter to be used can be set to an optimal value for the boarding / alighting determination unit 23.
  • the term “detected value” refers to either the vibration waveform removal signals 14a and 14b or the detected values 13a and 13b.
  • the getting-on / off determination unit 23 can be configured as a functional block by the software described above.
  • the boarding / alighting determination unit 23 is configured, for example, as a boarding / alighting algorithm including a boarding algorithm and a boarding algorithm.
  • the forced update of the passenger determination result 16a is allowed only for a short time, for example, about 1 second.
  • the boarding / alighting determination unit 23 first performs boarding or boarding monitoring (boarding monitoring or boarding monitoring) using the detected load W and two occupant judgment thresholds (AdultTH / L, EmptyTH / L).
  • the detected load W decreases so as to be 0 [N].
  • the detected load W is not necessarily 0 [N] and is more extreme than 0 [N]. If the detected load W is large and touches the-side, it is clearly not getting off, so it is judged that the vehicle is running on a curve. Thus, the monitoring of getting off may be stopped immediately.
  • the boarding / alighting determination part 23 is a vacant seat state before boarding (section 43) before boarding (section 43) from the vacant seat state as shown in FIG. 6 or getting off (section 42) as shown in FIG.
  • the stability determination process is performed for the vehicle after getting off (section 44).
  • the stability determination process before getting on (section 43) or after getting off (section 44) sets a time range necessary for determining stability (for example, about 4 seconds), and within that range. To do.
  • FIG. 8 is a diagram showing the stability determination process by the boarding / alighting determination unit 23.
  • this stability determination process first, the current load (W (t)) and the previous load (W (t-1)) are calculated.
  • Sen1 (t) Sen1 (t) + Sen2 (t) ⁇ (Sen1 (t-1) + Sen2 (t-1)).
  • Sen1 (t), Sen1 (t-1) are vibration waveform removal signals 14a (LPF_Sen1 (t), LPF_Sen1 (t-1)), which are detected values from which the vibration waveform has been removed by the vibration waveform removal unit 14.
  • the weight information may be used.
  • Sen2 (t) and Sen2 (t-1) are vibration waveform removal signals 14b (LPF_Sen2 (t), LPF_Sen2 (t-1)), which are detection values from which the vibration waveform has been removed by the vibration waveform removal unit 14.
  • the weight information may be used.
  • the judgment threshold value JudgeTH / L
  • the determination threshold value may be the same value as the determination threshold value used in determination A, or a different value may be used. In this example, the same value is used. Gn-JudgeTH / L ⁇ W (t) -W (t-1) ⁇ Gn + JudgeTH / L ... Judgment B
  • the stability determination process the number of times that the above determination A and determination B are both established is counted (stable count), and the number of times that this count can be reliably determined to be stable (the number of stable determinations). Alternatively, it is determined whether time (stability determination time, for example, about 3 seconds) has been continued (decision C).
  • determination A to determination C The specific method of determination using the above three determinations (determination A to determination C) is as follows.
  • the judgment threshold value of judgment A (first threshold value for stability judgment) and the judgment threshold value of judgment B (second threshold value for stability judgment) are both 3 [N], and the above judgments A to C are concretely detected.
  • the example applied with respect to the waveform of a load is shown.
  • the determination A is established.
  • the load value at is set to the variable reference G1, and the determination B is performed from the time point T1 to count how long the determination A and the determination B continue. Then, both are established until the count of 4, but at the next time, the absolute value of the difference between the detected loads becomes 4 [N] (> 3 [N]), and the judgment A is not established.
  • the count is stopped and reset. If the count number is 4, the stability determination has not yet been reached, so the stability determination is not performed.
  • the absolute value of the difference from the detected load at the previous time point again becomes 1 [N] ( ⁇ 3 [N]), and the determination A is established.
  • the determination B is performed from the time T3, and how long the determination A and the determination B continue is counted.
  • the judgment C is determined when the count number ⁇ reaches the number of stability judgments. To establish. As a result, a determination result that the operation is stable is obtained.
  • the boarding / exiting determination unit 23 determines that the detected load W has exceeded the third threshold (EmptyTH / L) of the passenger determination threshold. Further, when exceeding the first threshold value (AdultTH / L, not shown) and detecting that it corresponds to the boarding from the vacant seat state (section 41), before boarding (by reading the data recorded in the memory 22, etc.) The above calculation (determination A to determination C) is performed retroactively to the section 43), but the determination C is established because the determination C continues for a long period of time exceeding the number of stable determinations or the stability determination time. Therefore, it is determined that the operation is stable.
  • the third threshold EmptyTH / L
  • the boarding / alighting determination unit 23 further increases the first threshold (AdultTH / L) after the detected load W exceeds the third threshold (EmptyTH / L) of the occupant determination threshold. If it is detected that the vehicle is in a vacant seat (section 41), the above calculation is performed retroactively (by reading the data recorded in the memory 22) before the boarding (section 43). (Determination A to determination C) is performed, but the count of the determination C is so short that it does not reach the number of stable determinations or the stable determination time, and thereafter, the determination C is not satisfied. Will not be done. In the case of FIG. 10, actually, a threshold (NobodyTH / L) for determining the presence or absence of a baggage slightly heavier than the third threshold (EmptyTH / L) is used instead of the third threshold (EmptyTH / L). As an example.
  • the getting-on / off judging unit 23 performs the third threshold (EmptyTH / L) after the detected load W falls below the first threshold (AdultTH / L, not shown) of the occupant judging threshold.
  • the third threshold EsmptyTH / L
  • the above calculation determination A to determination C
  • the judgment C continues for a long time as the number of stability judgments or the stability judgment time is exceeded, the judgment C is established and the judgment of stability is made.
  • the boarding / alighting determination unit 23 performs the third threshold (EmptyTH after the detected load W falls below the first threshold (AdultTH / L, not shown) of the occupant determination threshold. / L), when it is detected that the seat is vacant due to getting off (section 42), the above calculation is performed for (after section 44), but the count of judgment C is stable. Since the number of judgments or the stability judgment time is too short (almost) and judgment C is not established for a long time, the judgment of stability is not performed.
  • the boarding / alighting determination unit 23 detects detection values (detection values 13 a and 13 b) indicating a vacant seat state after getting on (section 41) from the vacant seat state or getting off (section 42).
  • detection values 13 a and 13 b detection values indicating a vacant seat state after getting on (section 41) from the vacant seat state or getting off (section 42).
  • the load change time the length of the sections 41 and 42
  • the vibration waveform removal signals 14a and 14b satisfies a predetermined time condition for separating a boarding or alighting
  • the boarding / alighting determination unit 23 changes the time condition for boarding (when the detected load W increases) from a vacant seat state to a boarding state (EmptyTH / L ⁇ AdultTH / L). Can be determined to be within the required time (the required travel time 51, for example, the elapsed time of the section 41 is within about 7 seconds).
  • the boarding / alighting determination unit 23 changes the time condition at the time of getting off (when the detected load W is decreased) from the getting off state to the empty seat state (AdultTH / L ⁇ EmptyTH / L). It can be determined that the time is within the required time (the required time for getting off 52, for example, the elapsed time of the section 42 is within about 4 seconds).
  • time conditions (required boarding time 51, boarding time 51) can be appropriately set based on the average time required for an adult to get on and get off.
  • the specific value of the time condition is not limited to the above.
  • the boarding / alighting determination unit 23 detects values (detection values 13a and 13b or vibration waveform removal signals 14a and 14b) indicating a vacant seat state due to getting on from the vacant seat (section 41) or getting off (section 42).
  • the calculation ((1) stable calculation) for determining whether or not the load change amount ⁇ W is stable is satisfied only when a predetermined load condition for separating a boarding or getting off is satisfied. good.
  • the boarding / alighting determination unit 23 sets a predetermined value (+10 [N]) during the boarding judgment period (EmptyTH / L ⁇ AdultTH / L, section 41). It is monitored whether or not a larger load change amount ⁇ W is observed.
  • the getting-on / off judging unit 23 performs a predetermined value (stable calculation trigger at getting off) during the getting-off judgment period (AdultTH / L ⁇ EmptyTH / L, section 42). It is monitored whether or not a load change amount ⁇ W lower than the threshold value: ⁇ 10 [N]) is observed.
  • the above-described load condition (stability calculation trigger threshold) is set as a value that can be divided between when the vehicle is stopped and when the vehicle is traveling on a curve.
  • the specific value of the load condition is not limited to the above as long as it is possible to distinguish between getting on and off and (curve) traveling.
  • the boarding / alighting determination unit 23 may be operated at all times in the same manner as other parts of the occupant determination means 15 (the occupant determination unit 16, the vibration change amount determination unit 17, the load change amount determination unit 18, etc.). The operation may be performed only when necessary. Therefore, for example, a stability calculation trigger threshold 55 for boarding that is smaller than the boarding stability value 53 (for example, 5 [N]), or a stability calculation trigger threshold 55 for boarding that is smaller than the boarding stability value 54 (for example, ⁇ 5 [N]) is set, and when the load change amount ⁇ W exceeds the stability calculation trigger threshold 55 or the stability calculation trigger threshold 55, the operation of the getting-on / off determination unit 23 may be prepared. .
  • a stability calculation trigger threshold 55 for boarding that is smaller than the boarding stability value 53 (for example, 5 [N])
  • a stability calculation trigger threshold 55 for boarding that is smaller than the boarding stability value 54 for example, ⁇ 5 [N]
  • the occupant determination unit 21 updates the occupant determination result 16a even if the occupant determination is performed by the occupant determination unit 16. The previous occupant determination result 16a is held without executing.
  • the occupant determination result 16a can be updated.
  • the boarding / alighting determination unit 23 is made to monitor the occurrence of boarding from a vacant seat state or the occurrence of a vacant seat state by getting off. Then, in the case of getting in from a vacant seat state or in a vacant seat state by getting off, it is determined by calculation whether it is stable before getting on or stable after getting off. As a result, it is possible to correctly determine whether it is a sudden boarding or alighting that actually occurred while the vehicle was stopped, such as a loose curve while driving (similar to a boarding or alighting when stopped) Case can be eliminated. It should be noted that a gentle curve during traveling can be classified by making a judgment on stability because the waveform stability corresponding to that before getting on or after getting off is low.
  • the occupant determination unit 21 does not execute the update of the occupant determination result 16a by receiving a signal from the vibration change amount determination unit 17 that the vehicle vibration 17a is present or the like, temporarily (for example, 1 second).
  • the suspension state is released and the occupant determination unit 21 can update the occupant determination result 16a, for example, while the occupant determination result 16a cannot be updated due to the influence of getting on and off while the vehicle is stopped. It is possible to quickly and correctly update the situation such as a sudden boarding or alighting that has occurred.
  • the boarding / alighting determination unit 23 sets in advance the load change time of the detected load W based on detection values (detection values 13a, 13b or vibration waveform removal signals 14a, 14b) indicating the occupancy from the unoccupied state or the unoccupied state by dismounting.
  • detection values detection values 13a, 13b or vibration waveform removal signals 14a, 14b
  • the majority of cases such as loose curves during driving that have a waveform similar to that of a stop (steep) Can be excluded.
  • the load change time of the detected value becomes a value within a certain range, whereas in the case of a gentle curve while traveling, the detected value of The load change time varies depending on the situation during the curve travel (for example, the weight on the seat 2, the speed of the vehicle 1, the rudder angle, etc.). Part can be excluded.
  • the load change amount ⁇ W (vibration change amount ⁇ ) of the detection value (detection values 13a, 13b or the vibration waveform removal signals 14a, 14b) indicating the occupancy from the vacant seat state or the vacant seat state by getting off the vehicle.
  • the load change amount ⁇ W of the detected value includes a part that suddenly changes greatly due to the influence of the getting off (load fluctuation, vibration, etc.).
  • the load change amount ⁇ W of the detected values 13a and 13b is almost free from suddenly changing portions such as getting on and off when the vehicle is stopped. By narrowing down by ⁇ W, it is possible to exclude most of the curve running.
  • a load sensor 11 that is attached to the periphery of the seat 2 and detects a load acting on the seat 2;
  • the occupant detection means 12 examines at least the waveform of the detection value of the load sensor 11 and determines whether the door is closed based on a load variation pattern indicating door closing, which is included in the waveform of the detection value. Is prepared.
  • the door closing determination unit 101 is configured as, for example, a door closing determination logic.
  • the door closing has a characteristic waveform as shown in FIGS. 19 and 20.
  • the waveform indicating the closing of the door shows a large load variation (large variation portion 102a) due to the door closing, and then repeats the increase / decrease variation alternately (for example, in a cycle of approximately 100 ms) (increase / decrease portion 102b).
  • the characteristic converges to the value before closing the door (convergence portion 102c).
  • the process for confirming whether or not the door closing waveform by the door closing determining unit 101 is performed according to the following five items, for example.
  • “Section 2” Check for large load fluctuations due to door closing
  • Check the “door closing process” flag When the “door closing process” flag is present, the process proceeds to item 3 without performing the calculation of A below.
  • the “door closing process” flag is not present, the following calculation A is performed. If it is established, the “door closing process” flag is set and the process proceeds to item 3.
  • the “door closing process” flag is not present, the following calculation A is performed. If not established, proceed to item 1 without performing items 3 and after.
  • the value of DoorTrigTH / L (door closing trigger threshold) can be arbitrarily selected within a range in which large load fluctuations due to door closing can be identified. For example, it may be 5 [N] to 10 [N].
  • “Section 5” (confirm the end of door closing) It is confirmed whether the code continuous count or the same code count has reached a predetermined number (N times). If not established, proceed to item 1 without doing anything. At the time of establishment, the calculation result of B is confirmed and C is calculated.
  • ⁇ DoorSumTH / L ⁇ ⁇ ⁇ C DoorSumTH / L (door closing threshold) can be selected arbitrarily within a range where convergence can be confirmed. For example, it may be 2 [N] to 10 [N]. If C is established, the door closing process flag is not set, the count of the stability determination process is validated during the period from the start of A to the current result, and the process proceeds to item 1. If C is not established, the door closing process flag is not set, the stability determination process count is invalid during the period from the start of A to the current result, and the process proceeds to item 1.
  • the door closing trigger threshold (DoorTrigTH / L) is set to 5 [N].
  • the door closing threshold (DoorSumTH / L) is 2 [N].
  • the door closing may be accompanied by either getting on or getting off, but in this case, an example of getting off is described.
  • the load change amount ⁇ W becomes +6 [N] (> 5 [N]: door closing trigger threshold)
  • the door closing determination is started. Thereafter, the load change amount ⁇ W is +1 [N], ⁇ 9 [N], +5 [N], ⁇ 2 [N], 1 [N], ⁇ 1 [N], 0 [N], and 0 [N].
  • the 4 sign consecutive counts are “0” “1” “0” “0” “1” “0”,
  • the coincidence counts of the four terms are “0”, “0”, “1”, “1”, “1”, and “2”, and the fifth term is established.
  • the difference value DoorSum (x) when the coincidence count becomes “2” becomes +7 [N] (> DoorSumTH / L), and convergence to the load immediately before the start of the door closing determination is not observed. It is determined that the door is not closed.
  • the load change amount ⁇ W becomes +6 [N] (> 5 [N]: door closing trigger threshold)
  • the door closing determination is started.
  • the load change amount ⁇ W becomes ⁇ 10 [N], +3 [N], +4 [N], +3 [N], ⁇ 1 [N], and +1 [N].
  • the sign of the three terms is “+” “ ⁇ ” “+” “+” “+”.
  • the difference value DoorSum (x) from the load immediately before the start of the door closing determination at that time becomes “+6”, “ ⁇ 4”, “ ⁇ 1”, “+3”, “+6”,.
  • the sign continuous count of the four terms becomes “0”, “0”, “0”, “1”, “2”,.
  • the door closing determination unit 101 can determine whether the door is closed.
  • the occupant detection means 12 is at least Based on the detected value and the vibration threshold value 18a, a vibration change amount determination unit 17 that determines the presence or absence of the vehicle vibration 17a is provided. Then, the vibration change amount determination unit 17 When the door closing determination unit 101 determines that the door is closed, The vehicle vibration 17a when the door is closed is determined to be the vehicle vibration 17a generated while the vehicle is stopped.
  • a signal indicating whether the door is closed or not from the door closing determination unit 101 is input to the vibration change amount determination unit 17.
  • the waveform indicating the door closing converges to the value before the door closing while repeating the increase / decrease in the change in a short time (for example, in a cycle of 100 ms) after a large load fluctuation due to the door closing. It becomes a characteristic load fluctuation pattern. Therefore, it is possible to determine whether the door is closed or not by calculating whether the waveform of the detected value has the characteristic load fluctuation pattern as described above. Thus, if it can be determined that the door is closed, it can be used for various controls.
  • the vibration change amount determining unit 17 may determine that the vibration generated when the door is closed is the vibration generated while the vehicle is stopped. it can. Therefore, it is possible to prevent the vibration change amount determination unit 17 from erroneously determining that the vehicle is stopped due to the vibration of closing the door. Alternatively, it is possible to directly determine whether the vehicle is stopped by closing the door, or to perform processing by including the door closing while the vehicle is stopped (for example, adding the door closing time while the vehicle is stopped). Therefore, the vehicle vibration 17a during traveling and the door closing can be reliably identified, and it can be accurately determined whether the vehicle is stopped or traveling.
  • the occupant detection means 12 is at least An occupant determination unit 16 that determines the seating state of the occupant with respect to the seat 2 based on the detection value (and the occupant determination threshold); Based on the detected value (and the vibration threshold value 18a), a vibration change amount determination unit 17 that determines the presence or absence of the vehicle vibration 17a; Based on the presence or absence of the vehicle vibration 17a from the vibration change amount determination unit 17, the occupant determination unit 21 determines whether to update the occupant determination result 16a for the seated state from the occupant determination unit 16 or to hold the previous occupant determination result 16a. And. When the door closing determination unit 101 determines that the door is closed, The occupant determination unit 21 can update the occupant determination result 16a even in a situation where a disturbance such as vehicle vibration occurs.
  • a signal indicating whether the door is closed or not from the door closing determination unit 101 is input to the occupant determination unit 21. Even if a disturbance such as the vehicle vibration 17a occurs, if the door closing determination unit 101 reliably determines that the disturbance is due to the door closing, the occupant determination unit 21 updates the occupant determination result 16a. However, there is no particular problem.
  • the door when getting on and off the vehicle while the vehicle is stopped, the door is closed. When the door is closed, a vibration is generated. If this vibration is erroneously determined by the vibration change amount determination unit 17 as a running vibration or the like, even if the passenger determination by the passenger determination unit 16 is performed, The determination unit 21 holds the previous occupant determination result 16a without updating the occupant determination result 16a.
  • the door closing determination unit 101 so that the door closing determination unit 101 can detect vibration due to “door closing”, it is possible to correctly determine whether or not the vehicle is stopped. As a result, the door closing vibration is not erroneously determined as traveling.
  • the suspension state is released and the occupant determination unit 21 can update the occupant determination result 16a.
  • the update of the occupant determination result 16a due to the influence of getting on and off while the vehicle is stopped It is possible to quickly and correctly update the situation such as a sudden boarding or getting off that occurred while a disturbance is occurring. This makes it possible to match the passenger determination result with the actual situation even when getting on and off.
  • a boarding / alighting determination unit 23 (stability determination unit) that obtains by calculation whether the state before boarding is stable or after boarding is stable is provided.
  • the occupant determination unit 21 updates the occupant determination result 16a even in a situation where vehicle vibration is occurring (a situation where the occupant determination result 16a is not updated).
  • the boarding / alighting determination unit 23 handles the determination of the door closing by the door closing determination unit 101 as stable.
  • the signal indicating whether the door is closed or not from the door closing determination unit 101 is input to the boarding / alighting determination unit 23.
  • a boarding / alighting determination unit 23 is provided to allow the boarding / alighting determination unit 23 to monitor the occurrence of boarding from a vacant seat state or the occurrence of a vacant seat state due to getting off. Then, in the case of getting in from a vacant seat state or in a vacant seat state by getting off, it is determined by calculation whether it is stable before getting on or stable after getting off. As a result, it is possible to correctly determine whether it is a sudden boarding or alighting that actually occurred while the vehicle was stopped, such as a loose curve while driving (similar to a boarding or alighting when stopped) Case can be eliminated. It should be noted that a gentle curve during traveling can be classified by making a judgment on stability because the waveform stability corresponding to that before getting on or after getting off is low.
  • the boarding / alighting determination unit 23 handles the determination of the door closing by the door closing determination unit 101 as stable. Thereby, it is possible to prevent the vibration accompanying the door closing from affecting the stability determination. Therefore, the boarding / alighting determination unit 23 can correctly determine boarding / alighting when the vehicle is stopped even if the door is closed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Seats For Vehicles (AREA)

Abstract

En détectant la fermeture des portes, la présente invention peut mettre à jour les résultats d'évaluation de l'occupation à un stade précoce en cas d'entrée dans le véhicule ou de sortie du véhicule. L'invention concerne un dispositif de détection d'occupant de véhicule (8) qui est caractérisé en ce qu'il comprend : un capteur de charge (11) qui est fixé à la périphérie d'un siège (2) ; et un moyen de détection d'occupant (12) qui détecte un occupant sur la base d'une valeur de détection en provenance du capteur de charge (11). Le moyen de détection d'occupant (12) est caractérisé en ce qu'il comprend une unité d'évaluation d'occupation (16) qui évalue si le siège est occupé, une unité de détermination de variation des vibrations (17) qui détermine si le véhicule vibre (17a), une unité de détermination d'occupation (21) qui détermine s'il faut mettre à jour ou conserver les résultats d'évaluation d'occupation et une unité de détermination de fermeture de porte (101) qui analyse une forme d'onde pour la valeur de détection en provenance du capteur de charge (11) et détermine s'il y a eu ou non fermeture de porte sur la base d'un motif de fluctuation de charge qui indique une fermeture de porte. Lorsque l'unité de détermination de fermeture de porte (101) a déterminé qu'il y a eu une fermeture de porte, l'unité de détermination de variation des vibrations (17) détermine que le véhicule a vibré (17a) lors de l'arrêt du véhicule et l'unité de détermination d'occupation (21) peut mettre à jour les résultats d'évaluation d'occupation.
PCT/JP2017/043601 2016-12-16 2017-12-05 Dispositif de détection d'occupant de véhicule Ceased WO2018110365A1 (fr)

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JP2016-244719 2016-12-16
JP2016244719 2016-12-16

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114643931A (zh) * 2020-12-18 2022-06-21 丰田自动车株式会社 装载量通知装置

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013166459A (ja) * 2012-02-15 2013-08-29 Aisin Seiki Co Ltd シート乗員判定装置
JP2013256243A (ja) * 2012-06-14 2013-12-26 Calsonic Kansei Corp 車両用乗員検知装置
JP2014162403A (ja) * 2013-02-27 2014-09-08 Aisin Seiki Co Ltd シート乗員判定装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013166459A (ja) * 2012-02-15 2013-08-29 Aisin Seiki Co Ltd シート乗員判定装置
JP2013256243A (ja) * 2012-06-14 2013-12-26 Calsonic Kansei Corp 車両用乗員検知装置
JP2014162403A (ja) * 2013-02-27 2014-09-08 Aisin Seiki Co Ltd シート乗員判定装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114643931A (zh) * 2020-12-18 2022-06-21 丰田自动车株式会社 装载量通知装置
CN114643931B (zh) * 2020-12-18 2023-11-28 丰田自动车株式会社 装载量通知装置

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