JP7358032B2 - Occupant protection device - Google Patents

Description

The present invention relates to an occupant protection device.

Conventionally, various occupant protection devices have been proposed for suppressing the so-called submarine phenomenon in which the lower body of a vehicle occupant moves forward. For example, there is a vehicle bench seat in which an airbag device is housed in the front end of the seat of the bench seat in order to restrain the occupant's buttocks from moving forward by restraining the back of the occupant's thighs. Yes (see Patent Document 1).

Japanese Patent Application Publication No. 2002-079862

However, although the occupant protection device described above can protect an occupant in a single seating state, in reality, there may be various other seating states, not just the assumed single seating state. If the occupant is in a different seating position than expected, there is a possibility that the occupant's lower back and buttocks may move forward during a collision.

In view of this, the problem to be solved by the present invention is that in the event of a collision, the occupant's lower limbs move forward, resulting in a seated state in which it may be difficult to properly absorb the impact with the airbag and restrain the occupant with the belt. It is an object of the present invention to provide an occupant protection device that can suppress this regardless of the seating state of the occupant.

As a means for solving the above problem, an occupant protection device according to the present invention includes a seat having a seat cushion on which an occupant can sit, and a driving means capable of driving upward inside the seat cushion. , a first detection means for detecting a collision or a possibility of a collision of the vehicle; a second detection means for detecting a seating state of the occupant seated on the seat cushion; and a control means for controlling driving of the drive means. The drive means is capable of displacing a drive position for driving upward, and the control means is configured to displace the second detection means when a collision or a possibility of collision of the vehicle is detected by the first detection means. determining a first driving position based on the seating state detected by the means, and driving the driving means upward within the seat cushion at a second driving position different from the determined first driving position. In this state, control is performed to displace the drive position of the drive means toward the first drive position.

In the occupant protection device according to the present invention, the drive means may be capable of displacing the drive position of the drive means from the second drive position toward the first drive position along the vehicle longitudinal direction. preferable.

In the occupant protection device according to the present invention, it is preferable that the control means determines the first drive position in front of the waist or buttocks of the occupant detected by the second detection means.

In the occupant protection device according to the present invention, it is preferable that the seating state includes at least one of a seating position of the occupant on the seat cushion and a seating posture of the occupant.

In the occupant protection device according to the present invention, the driving means has a protrusion that deforms the seating surface upward by pressing the seating surface by driving upward, and displaces the driving position. It is preferable that the position at which the seat surface is deformed by the protrusion can be changed.

In the occupant protection device according to the present invention, the protruding portion is an airbag that can be deployed upwardly below the seat surface, or a structure that can be moved upwardly by an actuator below the seat surface. The drive means has a moving part that moves the protrusion, and the control means deploys the airbag or moves the structure from the second drive position toward the first drive position. It is preferable that control is performed to displace the deformed position of the seat surface by moving the protrusion part using the moving part while moving the seat surface upward.

In the occupant protection device according to the present invention, the protruding portion is a plurality of airbags that are arranged in parallel in the longitudinal direction of the vehicle on the seat cushion and can be deployed upwardly below the seat surface, and the control means includes: It is preferable that control is performed to sequentially deploy the airbag from the airbag disposed at the second drive position to the airbag disposed at the first drive position.

In the occupant protection device according to the present invention, the driving means has a plurality of the protrusions in the width direction of the seat cushion, and the control means is arranged such that the seating state is biased toward one side in the width direction of the seat cushion. If so, it is preferable that the second drive position is set on one side in the width direction of the seat cushion from the determined first drive position.

According to the present invention, when a collision or a collision is predicted, the driving means is driven upward inside the seat cushion at the second driving position, and the driving means is further moved toward the first driving position depending on the seating state of the occupant. This makes it possible to restrict the movement of the occupant's waist or buttocks, and by performing control according to the seating state, it is possible to accommodate various seating states. It is also possible to correct the seating condition of the occupant. This suppresses the forward movement of the occupant's lower limbs in the event of a collision, so it is important to create and maintain a seating condition in which the airbag can properly absorb shock and belts can properly restrain the occupant. Therefore, it is possible to provide an occupant protection device that can be used without depending on the vehicle.

1(a) to 1(b) are schematic views showing an occupant protection device according to an embodiment of the present invention, FIG. 1(a) is a side view showing the occupant protection device, and FIG. 1(b) is a side view showing the occupant protection device. FIG. 3 is a plan view showing the occupant protection device. FIG. 2 is a partially enlarged explanatory view showing a protrusion in the occupant protection device shown in FIG. 1. FIG. 3(a) and 3(b) are explanatory diagrams showing the driving form of the protrusion shown in FIG. 2, and FIG. 3(a) is a schematic diagram showing the protrusion in a driven state at the second drive position. , FIG. 3(b) is a schematic diagram showing the protrusion in the driven state in the first driving position. 4(a) to (c) are schematic diagrams showing the driving process of the occupant protection device shown in FIG. 1, and FIG. 4(a) shows the occupant protection device in a state where the driving means is driven at the second drive position. FIG. 4(b) is a side view showing the occupant protection device in a state where the driving means is driven in the first driving position, and FIG. 4(c) is a side view showing the occupant protection device in a state where the driving means is driven in the first driving position. FIG. 3 is a plan view showing the occupant protection device in the state shown in FIG. FIG. 5 is a flowchart showing a control flow when regulating the seating state of an occupant using the occupant protection device shown in FIG. FIGS. 6(a) and 6(b) are schematic diagrams showing a driving form different from the driving form of the occupant protection device shown in FIG. FIG. 6B is a side view showing the occupant protection device in a state where the means is driven, and FIG. 6(b) is a side view showing the occupant protection device in a state in which the drive means is driven at the first drive position in another drive mode. 7(a) to 7(b) are schematic diagrams showing a driving form different from the driving form of the occupant protection device shown in FIG. FIG. 7B is a side view showing the occupant protection device in a state where the means is driven, and FIG. 7(b) is a side view showing the occupant protection device in a state in which the drive means is driven at the first drive position in another drive mode. FIG. 8 is a schematic side view showing an occupant protection device according to another embodiment of the present invention. 9(a) to 9(b) are schematic plan views showing a driving form of the occupant protection device different from the driving form shown in FIG. FIG. 9B is a plan view showing the device, and FIG. 9B is a plan view showing the passenger protection device after regulating the seating state of the passenger. FIG. 10 is a flowchart showing a control flow when regulating the seating state of an occupant using the occupant protection device shown in FIG.

An embodiment of an occupant protection device according to the present invention will be described with reference to FIGS. 1 to 3.
Note that FIGS. 1(a) and 1(b) are schematic diagrams showing an occupant protection device 1 which is an embodiment of the present invention, and FIG. 1(a) is a side view showing the occupant protection device 1. (b) is a plan view showing the occupant protection device 1. FIG. FIG. 2 is a partially enlarged explanatory diagram showing a protrusion in the occupant protection device 1 shown in FIG. 1. FIG. 3(a) and 3(b) are explanatory diagrams showing the driving form of the protrusion shown in FIG. 2, and FIG. 3(a) is a schematic diagram showing the protrusion in a driven state at the second drive position P2. 3(b) is a schematic diagram showing the protrusion in a driven state at the first drive position P1.

As shown in FIG. 1, the occupant protection device 1 includes a seat 100, a drive means 2, a first detection means 3, a second detection means 4, and a control means 5.
Note that the driving means 2 will be described later with reference to FIGS. 2 and 3.

The seat 100 includes a seat cushion 101 on which an occupant P can sit, and a seat back 102 on which the occupant P can lean back.
In particular, as shown in FIG. 1(b), a pair of drive parts (projections described below) are provided on the left and right sides inside the seat cushion 101.

The first detection means 3 detects a vehicle collision or collision possibility. Specifically, the first detection means 3 detects whether there is a collision or a possibility of a collision between the own vehicle and another vehicle or an obstacle, based on the results of monitoring the surrounding environment outside the vehicle using an appropriate camera, sensor, etc. . The first detection means 3 is capable of outputting the detection result to the control means 5.
A collision can be detected by detecting an impact acting on the own vehicle using, for example, an acceleration sensor mounted on the vehicle, thereby making it possible to determine that a collision has occurred.
In addition, the possibility of a collision can be detected by combining the results of monitoring other vehicles or obstacles by an external monitoring camera or monitoring sensor mounted on the vehicle with parameters such as the own vehicle's running speed and direction. , the possibility that another vehicle or an obstacle may come into contact with the own vehicle is derived. Furthermore, it is possible to determine whether the collision possibility is high or low depending on whether the derived result exceeds an appropriate threshold value.
As the first detection means 3, for example, a combination of an on-vehicle camera, a monitoring sensor, an acceleration sensor, etc. and an arithmetic processing device for analyzing monitoring results can be used.

The second detection means 4 detects the seating state of the occupant P seated on the seat cushion 101. Specifically, the second detection means 4 detects at least one of the seating position of the occupant P in the vehicle and the seating posture of the occupant P using an appropriate in-vehicle monitoring camera, sensor, or the like. The second detection means 4 is capable of outputting the detection result to the control means 5.
The seating position and sitting posture of the occupant P are determined by a driver monitoring system (DMS) using a camera for monitoring the occupant P, pressure-sensitive sensors arranged on the surfaces of the seat cushion 101 and the seat back 102 that can derive the load distribution, By using an angle sensor or the like that detects the reclining angle of the seat back 102, the reclining angle can be detected as appropriate.

Various detection elements can be used for the second detection means 4 to detect the seating position of the occupant P. For example, the seating position of the occupant P is defined by detecting the position on the seat cushion 101 where the most load is applied. can be attached. In reality, the lower position of the lower back (lumbar vertebrae) of the occupant P or the contact position between the buttocks and the seat cushion 101 can be defined as the seating position, as shown by the downward black arrow in FIG. 1(a). In FIG. 1(b), the contact area between the buttocks of the occupant P and the seat cushion 101 is shown by a dashed line as the seating position of the occupant P.
The seating position of the occupant P shown in Fig. 1 is such that the occupant P is protected by protection devices installed in existing vehicles, such as front airbags, side airbags, curtain airbags, knee airbags, and seat belts. This is the expected appropriate seating position when Note that other seating positions include a seating position in which the load of the occupant P is biased toward the front, left, or right with respect to the above-mentioned appropriate seating position.

Various detection elements can be used for the second detection means 4 to detect the sitting posture of the occupant P, such as the position of each part of the body of the occupant P, the angle formed by each part of the body, etc. . More specifically, the relative angles and positions of the head, shoulders, neck, torso, lower back, buttocks, thighs, knees, and shins of the occupant P, the positions and angles of each joint, etc. can be mentioned.
The seating posture of the occupant P shown in FIG. 1 is a seating posture when performing normal manual operation, and the upper body of the occupant P is in an upright position. Other sitting postures include a state in which the upper body is tilted backward together with the seat back 102.

The control means 5 controls the driving of the drive means 2. Specifically, the control means 5 determines the first drive position of the drive means 2 based on the detection results output from the first detection means 3 and the second detection means 4, and also controls the determined first drive position. Control is performed to drive the drive means 2 at a second drive position different from the first drive position. The control means 5 is capable of outputting a drive signal to the drive means 2.
As the control means 5, for example, an ECU, which is an in-vehicle arithmetic processing unit, can be used.

Next, the driving means 2 will be described in detail with reference to FIGS. 2 and 3.
As shown in FIG. 1, the occupant protection device 1 according to the present embodiment includes a pair of driving portions arranged side by side on the left and right as the driving means 2. As shown in FIG. The driving means 2 is capable of driving upward within the seat cushion 101 and is capable of displacing the driving position at which it is driven upward. The drive means 2 according to the present embodiment is provided with a right side protrusion 21R and a left side protrusion 21L, and the areas below the seat cushion 101 where each of the protrusions is driven serve as drive parts.
Since each driving portion has the same type of members except for the difference in arrangement, the structure of the protrusion will be described below using the right protrusion 21R as an example.
Note that the first drive position and the second drive position of the drive means in the present invention can be defined in various ways. can be the direction in which it is pressed. Also in the illustrated embodiment, the protruding deformation positions of the seat surface by each airbag body will be described as a first drive position P1 and a second drive position P2.

As shown in FIG. 2, the drive means 2 has a right side protrusion 21R and a housing section 210 at the front of the region where the drive means 2 is disposed. Further, the right side protrusion 21R includes an airbag body 211 and an inflator 212.
As the airbag body 211 and the inflator 212, those used in existing vehicle airbags can be used. The inflator 212 is fixedly provided inside the housing section 210.
The housing section 210 is a housing that houses the right side protrusion 21R, and is fixedly provided inside the seat cushion 101. The accommodating parts 210 are arranged side by side on the left and right, and one accommodating part 210 accommodates the right side protrusion 21R, and the other accommodating part 210 accommodates the left side protrusion 21L. Since the accommodating portion 210 according to the present embodiment is open at the top, it does not hinder the inflation of the airbag body 211, which will be described later.

The driving means 2 according to this embodiment includes a moving part 6 that makes the right side protrusion 21R and the left side protrusion 21L movable.
The moving section 6 includes an actuator 61 and a slide rail 62.

The actuator 61 functions as a power source that generates a driving force for moving the right side protrusion 21R, and can use an appropriate motor or the like.
The slide rail 62 is a rail-shaped member disposed below the seat surface 103 along the longitudinal direction of the vehicle. The accommodating portion 210 is disposed below the seat surface 103 in engagement with the slide rail 62 via a bearing for linear motion, etc., so that the accommodating portion 210 is slidable with respect to the slide rail 62. The actuator 61 applies a force to the accommodating section 210 to move it back and forth, so that the accommodating section 210 can move on the slide rail 62 . Thereby, the right side protrusion 21R accommodated in the accommodation portion 210 becomes movable back and forth.

Note that the initial positions of the right side protrusion 21R and left side protrusion 21L in the occupant protection device 1 are not particularly limited, but the first drive position P1 and the second drive position P2 may be determined to be either the front side or the rear side. In order to make it easier for the right side protrusion 21R and the left side protrusion 21L to reach the right side protrusion 21R and the left side protrusion 21L quickly, the seat surface 103 is located approximately at the center in the front and back direction.

In the drive form of the drive means 2 shown in FIGS. 3A and 3B, the first drive position P1 of the drive means 2 is determined by the control means 5 at the rear of the seat surface 103. Note that the second drive position P2 is at the front of the seat surface 103.

In one driving mode of the driving means 2 shown in FIG. 3, the right side protrusion 21R and the left side protrusion 21L are both driven.
The right side protrusion 21R and the left side protrusion 21L are driven by the driving means 2 to press the seat surface 103 of the seat cushion 101 from below, thereby projecting and deforming the seat surface 103 upward.
To drive the right side protrusion 21R and the left side protrusion 21L, first, a drive signal from the control means 5 is input to the inflator 212, and the gunpowder in the inflator 212 is ignited. As a result, gas is generated in the inflator 212, and this gas is press-fitted into the airbag body 211, so that the airbag body 211 can be inflated. That is, the driving of the driving means 2 shown in FIG. 2 is the upward deployment of the airbag body 211.

The drive state shown in FIG. 3A is a state in which the protrusions 21R and 21L are driven at the second drive position P2. That is, the protrusions 21R and 21L shown in FIG. 3(a) are in a state where they have started to be driven upward.
The second drive position P2 is the front end portion on the seat surface 103. In addition, in FIG. 3(a), the first drive position P1, which is determined to be a rear portion of the seat surface 103 from the center in the front-rear direction, is indicated by a broken line.

Next, the driving state shown in FIG. 3(b) is a state in which the protrusions 21R and 21L are driven at the first driving position P1. That is, the protrusions 21R and 21L shown in FIG. 3(b) are in a state in which the seating state of the occupant P is restricted. When moving from the drive state shown in FIG. 3A to the drive state shown in FIG. It moves backward along the slide rail 62 to P1.

The first drive position P1 and the second drive position P2 are both in front of the waist or buttocks of the occupant P.

In particular, the first drive position P1 can be determined in various ways, but can be determined, for example, on the basis of a particular seating position in which the occupant P can receive appropriate occupant protection by the protection device. When the drive positions of the protrusions 21R and 21L are displaced while the seat surface 103 is maintained in a protruding and deformed state, the lower back or buttocks of the occupant P are pressed and moved by the protrusions 21R and 21L, and the lower back of the occupant P is moved. Or the position of the buttocks will be corrected. That is, the first drive position P1 can be determined to be a position where it is preferable to guide the waist or buttocks of the occupant P or a position to be guided (target position) by the guidance by pressing the protrusions 21R and 21L. Suitable positions for the waist or buttocks of the occupant P include positions where appropriate protection functions are achieved when vehicle protection devices such as various airbags and seat belts are activated.

Normally, the seated state in which the occupant P can receive appropriate protection from the protection device is the lower back or buttocks on the seat surface 103 with the back and lower back of the occupant P in contact with or close to the seat back 102 as the seated front and rear positions. The preferred position is This seating position is a position close to the rear of the position indicated by a broken line as the first drive position P1 in FIG. 3(a), and the protrusion 21R and This is a position close to the rear of the position where 21L is being driven. This is the position of the waist or buttocks of the occupant P when seated deeply. As shown in FIG. 3, the seated left and right positions where the occupant can receive appropriate protection from the protection device are those where the load of the occupant P is distributed approximately evenly to the left and right with respect to the approximately central portion of the seat cushion 101 in the width direction. Distributed locations are preferred.
In addition, in a seated state where the occupant can receive appropriate protection from the protection device, it is preferable that the seated posture is such that the upper body of the occupant P is in a substantially erect state as shown in FIGS. 1 and 3. .

The second drive position P2 is not particularly limited, but can be determined, for example, in front of the position of the waist or buttocks of the occupant P detected by the second detection means 4. Note that the distance between the position of the waist or buttocks of the occupant P detected by the second detection means 4 and the second driving position P2 is not particularly limited; Alternatively, it is preferable that the interval be set based on the time remaining for regulating the seating state of the occupant P, depending on the possibility of a collision. Specifically, if the time delay is large, the above-mentioned interval may be large; if the time delay is small, it is necessary to quickly regulate the seating state, so the second detection means 4 detects the occupant P. It is preferable to reduce the above distance by determining the second drive position P2 close to the waist or buttocks of the user.

Next, the driving form and control process when regulating the seating state of the occupant P using the occupant protection device 1 shown in FIG. 1 will be described with reference to FIGS. 4 and 5.
Note that FIGS. 4(a) to 4(c) are schematic diagrams showing the driving process of the occupant protection device 1 shown in FIG. 1, and FIG. 4(a) shows a state in which the driving means 2 is driven at the second driving position P2. FIG. 4(b) is a side view showing the occupant protection device 1 in a state where the driving means 2 is driven at the first drive position P1, and FIG. FIG. 1 is a plan view showing the occupant protection device 1 in a state where the driving means 2 is driven at a first driving position P1. FIG. 5 is a flowchart showing a control flow when regulating the seating state of the occupant P using the occupant protection device 1 shown in FIG.

In the embodiment shown in FIG. 4, a position in front of and close to the waist or buttocks of the occupant P when the occupant P is deeply seated is determined as the first drive position P1 of the drive means 2, and The second driving position P2 of the driving means 2 is a position located in front of and close to the waist or buttocks of the occupant P before the restriction is performed.
The occupant P shown in FIG. 4A is in a seated state before being corrected before the driving means 2 is driven. By detecting this seating state by the second detection means 4, the first drive position P1 and the second drive position P2 of the drive means 2 can be determined.

When the driving means 2 is driven, first, as shown in FIG. 4(a), the airbag bodies 211 of the right side protrusion 21R and the left side protrusion 21L are deployed at the second drive position P2, thereby moving the seat surface 103 upward. Protrude and deform.

In the occupant protection device according to the present invention, when a plurality of protrusions are provided in the width direction of the seat cushion, it is preferable that the positions of the protrusion deformation of the seat surface by the protrusions are aligned along the width direction of the seat cushion. Thereby, the lower back or buttocks of the occupant can be supported and restrained from the front without bias along the width direction of the seat cushion by the protrusion. By supporting and restraining the occupant's lower back or buttocks evenly along the width direction of the seat cushion, it is possible to place the occupant's upper body in a state in which, for example, the occupant's upper body is directly facing the longitudinal direction of the vehicle. When the occupant's upper body is directly facing the longitudinal direction of the vehicle, various airbags, for example, can provide the intended protection for the occupant.

The driving state of the driving means 2 shown in FIG. 4(a) then changes to the driving state shown in FIGS. 4(b) and 4(c). At this time, each airbag body 211 of the right side protrusion 21R and the left side protrusion 21L in the driving means 2 moves from the second drive position P2 to the first drive position P1 while maintaining the expanded state, so that the seat surface 103 The upwardly protruding deformation portion in is displaced.

Next, control when using the occupant protection device 1 will be described with reference to FIG. 5.

First, the first detection means 3 determines whether there is a collision or a possibility of a collision between the own vehicle (step S1). In this step, when the first detecting means 3 determines that a collision has actually occurred based on the detection result of the first detecting means 3, the process moves to the next step (YES in step S1). In addition, in this step, the first detection means 3 derives the risk that increases when another vehicle or an obstacle approaches the own vehicle based on the detection result of the first detection means 3, and the risk is determined as appropriate. If the threshold value is exceeded, the first detection means 3 determines that there is a possibility of a collision, and in this case, the process similarly moves to the next step (YES in step S1).
Note that if the first detection means 3 determines that a collision has not occurred based on the detection result of the first detection means 3, there is no need to prepare for a collision and no need to drive the drive means 2, so this control flow is not performed. Completed (NO in step S1). In addition, if there is no possibility of a collision because the other vehicle or obstacle is not approaching the own vehicle, or if the other vehicle or obstacle is approaching the own vehicle but the above risk exceeds the appropriate threshold. Even if the possibility of collision is low because it does not exceed the limit, this control flow is similarly completed (NO in step S1).
The determination result of the first detection means 3 is output to the control means 5.

When the first detection means 3 determines that a collision has occurred or there is a possibility of a collision (YES in step S1), the second detection means 4 detects the seating state of the occupant P (step S2). In this step, the second detection means 4 detects the seating state of the occupant P, such as the seating position and seating posture. Through this process, the second detection means 4 detects, for example, a seated state in which the occupant P shown in FIG. 4 has his or her lower back or buttocks located at the black arrow and the upper body is in a substantially erect state. The second detection means 4 according to this embodiment continues to detect the seating state of the occupant P, and sequentially outputs the detection results to the control means 5.
Note that instead of sequentially outputting the detection results by the second detection means 4, the second detection means 4 may perform detection as necessary. That is, the control means 5 outputs a drive signal to the second detection means 4 in response to the input from the first detection means 3, thereby detecting the seating state such as the seating position or sitting posture of the occupant P. The second detection means 4 may perform the detection, and the detection result may be outputted from the second detection means 4 to the control means 5.

Next, the control means 5 determines the first drive position P1 of the drive means 2 (step S3). By going through the pre-process, the seating state of the occupant P is clarified in the detection result by the second detection means 4, so it is possible to derive how to correct the seating state of the occupant P to be in a preferable seating state. It becomes. In this step, the drive position of the drive means 2 when the occupant P is corrected to a preferred seating state is determined by the control means 5 as the first drive position P1.

When the first drive position P1 of the drive means 2 is determined in this step, the second drive position P2 of the drive means 2 is determined by the control means 5 in an area forward and close to the current seating position of the occupant P. Ru.
That is, the second drive position P2 is a drive position of the drive means 2 determined according to the current seating state of the occupant P, that is, the seating state actually detected by the second detection means 4.
On the other hand, the first drive position P1 is a drive position of the drive means 2 that is determined according to the seating state of the occupant P, which is changed from the current state and can realize more appropriate occupant protection.

Note that if the detection result of the second detection means 4 is that the occupant P is in a seated state where the occupant P can receive appropriate protection by the occupant protection device, the first drive position P1 and the second drive position determined by the control means 5 are determined. The same position as P2 is determined.

When the second drive position P2 is determined, the moving unit 6 moves the protrusion 21 from the initial position to the determined second drive position P2. Specifically, a drive signal for moving the protrusions 21R and 21L from the initial position to the second drive position P2 is output from the control means 5 to the actuator 61. As a result, the protrusion 21 is positioned at the second drive position P2.

Next, the control means 5 performs drive control of the right side protrusion 21R and the left side protrusion 21L in the drive means 2 (step S4). In this step, a drive signal is input from the control means 5 to the protrusions 21R and 21L located at the second drive position P2, so that the protrusions 21R and 21L in the drive means 2 are driven. As a result, the airbag body 211 expands upward and presses the seat surface 103 from below, so that the seat surface 103 is deformed to protrude upward at the second drive position P2.

Furthermore, the control means 5 performs drive control of the moving part 6 in the drive means 2 (step S5). In this step, a drive signal for moving the protrusions 21R and 21L from the second drive position P2 to the first drive position P1 is output from the control means 5 to the actuator 61. By driving the actuator 61, the accommodating portion 210 slides on the slide rail 62, so that the protrusions 21R and 21L accommodated in the accommodating portion 210 move rearward along the slide rail 62. At this time, since the airbag body 211 is maintained in an upwardly deployed state, when the protruding parts 21R and 21L are moved rearward by the moving part 6, the protruding deformation part of the seat surface 103 is displaced rearward. .
When this step is executed, this control flow is completed.

In the embodiment shown in FIGS. 1 and 4, an airbag device that can be deployed upwardly is provided below the seat surface 103 as protrusions 21R and 21L. Moreover, when the control means 5 determines the drive position, it also determines the protruding deformation position of the seat surface 103. That is, the control means 5 performs control to deploy the airbag body at the determined protruding deformation position of the seat surface 103 and displacing the protruding deformation position.

The seat surface 103 protrudes upward in front of the lower back or buttocks of the occupant P, and the protruding deformed portion is further displaced from the second drive position P2 to the first drive position P1, so that the seat surface 103 protrudes, the protrusion 21R and 21L presses the waist or buttocks of the occupant P from the front toward the rear. Thereby, the seated state is corrected by displacing the waist or buttocks of the occupant P to the rear of the first drive position P1. Further, during the correction and even after the correction, the lower back or buttocks of the occupant P is supported from the front by the protrusions 21R and 21L. As a result, it is possible to suppress the occurrence of the so-called submarine phenomenon in which the lower limbs of the occupant P move forward during a collision.

Therefore, when a collision or a collision is predicted, the driving means 2 is driven upward inside the seat cushion 101 at a driving position (second driving position P2) corresponding to the seating state of the occupant P, and an even more preferable driving position (first driving position By displacing it to the drive position P1), it becomes possible to restrict movement of the waist or buttocks of the occupant P. In other words, the lower back or buttocks of the occupant P who is attempting to move forward due to the collision is moved rearward by the protrusions 21R and 21L, and is then supported and restrained from the front. Thereby, the occupant P can be placed in an appropriate seating state in which the occupant P can be subjected to shock absorption by an airbag, which is a protection device mounted on the vehicle, and restraint by a belt.

Note that in this embodiment, the second drive position P2 is determined after determining the first drive position P1, but in the present invention, the first drive position may be determined after determining the second drive position. good. In other words, the second drive position is first determined according to the actual seating state of the occupant detected by the second detection means, and then the control means etc. derives the position of the occupant's waist or buttocks to be moved. 1 drive position can also be determined.

In the present invention, the control means controls the drive means to move from the second drive position toward the first drive position while driving the drive means upward inside the seat cushion. As described above, in the illustrated embodiment, the control means 5 first drives the protrusions 21R and 21L, and then further moves the protrusions 21R and 21L while maintaining the driven state.
In the present invention, the order of driving and moving the driving means can be changed in various ways. Specifically, for example, the upward driving and movement of the driving means are started at the same time, the movement of the driving means is started first, and then the driving means reaches a position where the seating state of the occupant can be regulated; It is possible to adopt a form in which the driving means is driven upward before reaching the target position.

Here, other driving forms of the driving means 2 will be explained with reference to FIGS. 6 and 7.
Note that FIGS. 6(a) and 6(b) are schematic diagrams showing a drive form different from the drive form of the occupant protection device 1 shown in FIG. 4, and FIG. FIG. 6B is a side view showing the occupant protection device 1 in a state where the drive means 2 is driven at a position P2, and FIG. 6(b) is a side view showing the occupant protection device 1 in a state where the drive means 2 is driven at a first drive position P1 in another drive mode. FIG. 1 is a side view showing FIG. 7(a) and 7(b) are schematic diagrams showing a driving form different from the driving form of the occupant protection device 1 shown in FIG. 4, and FIG. 7(a) shows a second driving position P2 in the other driving form. 7(b) is a side view showing the occupant protection device 1 in a state where the drive means 2 is driven at the first drive position P1, and FIG. FIG.

First, the occupant P shown in FIG. 6 is in a state where the seat back 102 is tilted backward, so that the upper body of the occupant P is also tilted backward. Further, the seating position of the occupant P before the seating state is regulated is approximately the same as the seating position shown in FIGS. 1 and 4. Specifically, as shown by the black arrow in FIG. 6A, the lower back or buttocks of the occupant P is located at approximately the center of the seat cushion 101 in the front-rear direction. Therefore, as shown in FIG. 6A, the seated state of the occupant P is such that the upper body is tilted backward, and the seated position is approximately at the center of the seat cushion 101, which is neither too deep nor too shallow. The second detection means 4 detects that the seat is in the seated position. Note that such a seating position is likely to occur not only in the normal driving posture shown in FIGS. 1 and 4 but also in a relaxed posture as shown in FIG. 6.

When the occupant P is in the seated state as shown in FIG. 6, the drive position of the drive means 2 is set to the second drive position in front of and close to the waist or buttocks of the occupant P, similar to the embodiment shown in FIG. It can be determined as P2. Further, the first drive position P1 can also be determined at the rear of the seat surface 103, similarly to the embodiment shown in FIG.
As a result, the seat surface 103 protrudes upward in front of the waist or buttocks of the occupant P, so that the seat surface 103 and the protrusions 21R and 21L support the waist or buttocks of the occupant P from the front. Further, as the protruding deformation portion of the seat surface 103 moves rearward, the waist or buttocks of the occupant P is pressed and moved from the front to the rear. This corrects the seating position from the seating position shown in FIG. 6(a) to the seating position shown in FIG. 6(b), and also makes it difficult for the occupant to change the seating position forward, resulting in the lower limbs of the occupant being lowered in the event of a collision. It is possible to suppress the occurrence of the so-called submarine phenomenon in which the vehicle moves forward.

Subsequently, the occupant P shown in FIG. 7 is in a state where the seat back 102 is tilted backward, so that the upper body of the occupant P is also tilted backward. Further, the seating position of the occupant P before the seating state is regulated is a position forward of the seating position shown in FIGS. 1, 4, and 6. Specifically, as shown by the black arrow in FIG. 7A, the lower back or buttocks of the occupant P is located in the front part of the seat cushion 101. Therefore, it is assumed that the seated state of the occupant P shown in FIG. 2 detection means 4 will detect.

When the occupant P is in the seated state shown in FIG. 7, the driving position of the driving means 2 can be determined as a second driving position P2 that is located in front of the waist or buttocks of the occupant P. Further, the first drive position P1 can be determined at the rear of the seat surface 103, similarly to the embodiments shown in FIGS. 4 and 6.
As a result, the seat surface 103 protrudes upward in front of the waist or buttocks of the occupant P, so that the seat surface 103 and the protrusions 21R and 21L support the waist or buttocks of the occupant P from the front.
Further, as the protruding deformation portion of the seat surface 103 moves rearward, the waist or buttocks of the occupant P is pressed and moved from the front to the rear. Even if the lower back or buttocks of the occupant P are in the front compared to the seating position in the normal driving posture as shown in FIG. The waist or buttocks will be pushed backwards and moved. This corrects the seating position from the seating position shown in FIG. 7(a) to the seating position shown in FIG. 7(b), and also makes it difficult for the occupant to change the seating position forward, resulting in the lower limbs of the occupant being lowered in the event of a collision. It is possible to suppress the occurrence of the so-called submarine phenomenon in which the vehicle moves forward.

As shown in FIGS. 1 and 4, when the upper body of the occupant P is in an upright state, if a collision occurs from the front, the lower back and buttocks of the occupant P will sink downward into the seat cushion 101. It may start moving forward after moving.
In response to the movement of the body of the occupant P caused by the seated state of the occupant P shown in FIG. The buttock and the protrusions 21R and 21L have a positional relationship in which they overlap more reliably in the vehicle longitudinal direction. Thereby, the waist or buttocks of the occupant P who is attempting to move forward is easily supported from the front so as to be caught by the driven drive means 2.

On the other hand, when the upper body of the occupant P is tilted backward as shown in FIGS. 6 and 7, when a collision occurs from the front, the lower back and buttocks of the occupant P sink into the seat cushion 101. There is a possibility that it may slide forward on the seat surface 103. Movement of the lower limbs of the occupant P during such a collision is particularly likely to occur in the seated state shown in FIG. 7, and it is necessary to quickly and reliably regulate the seated state of the occupant P during the collision.
In the seated state shown in FIG. 7(a), if the lower limbs of the occupant P move forward even over a short distance, the lower back or buttocks of the occupant P will come off the seat surface 103 forward, and the seat belt will tighten against the abdomen of the occupant P. There is a possibility that it will bite you. In other words, since there is little time until it becomes difficult to properly protect the occupant with an airbag or restrain him with a belt, it is necessary to suppress the forward movement of the occupant's P lower limbs as much as possible.

In view of this, at least one of the second drive position P2, drive timing, and upward drive amount of the drive means 2 is determined by the seating state of the occupant P shown in FIGS. 6(a) and 7(a). It is preferable to change the configuration to one that can more reliably suppress the body movements of the occupant P.
As described above with reference to FIGS. 6 and 7, the driving configuration shown in FIGS. 6 and 7 can regulate the seating state of the occupant P, and prevent the forward movement of the occupant's P legs. Although it is possible to suppress the problem, a modification example for achieving the problem more reliably will be described below.

Specifically, for example, in FIGS. 6 and 7, the second drive position P2 of the seat surface 103, which was determined to be in front of and close to the waist or buttocks of the occupant P, is determined to be at the front end of the seat surface 103. can be mentioned. As a result, when the protrusions 21R and 21L move to the first drive position P1, as a step before pushing the lower back or buttocks of the occupant P rearward, the knee side part of the thigh is tilted upward and rearward. This will lead to pressure on Before the projections 21R and 21L directly push the lower back or buttocks of the occupant P, the lower legs of the occupant P can be pushed and moved as far backward as possible.

Further, for example, a mode in which the drive timing of the drive means 2 is advanced, preferably a mode in which the drive means 2 is driven at the time when a prediction of a collision is detected can be mentioned. As a result, the protrusions 21R and 21L are moved to the first drive position P1 before the forward movement of the occupant's P's lower limbs on the seat surface 103, which may occur due to a collision, ensures that the seating condition of the occupant P is corrected before the collision. It can be completed by. In the seated state of the occupant P whose correction has been completed, as described above, the lower back or buttocks of the occupant P are likely to be displaced so as to sink into the seat cushion 101, so the submarine phenomenon can be easily suppressed by support from the front by the driving means 2. That's preferable.

Furthermore, for example, an embodiment may be adopted in which the upward driving amount (protrusion height) of the driving means 2 is increased. In this embodiment, at least when the second detection means 4 detects the seating state of the occupant P shown in FIGS. 6(a) and 7(a), the upward driving amount of the driving means 2 is increased. By increasing the amount of upward driving of the driving means 2, that is, by increasing the amount of upward protrusion of the protrusions 21R and 21L, it becomes possible to more reliably press the waist or buttocks of the occupant P rearward, and the occupant P It is possible to reliably correct the sitting condition of the person. Note that the upward driving amount may be increased regardless of the seating state detected by the second detection means 4, that is, regardless of the position of the second drive position P2 on the seat surface 103. Furthermore, by making the amount of upward driving of the driving means 2 variable, the upward movement is made only when the second detection means 4 detects the seating state of the occupant P shown in FIGS. 6(a) and 7(a). The driving amount may be increased.

As explained above, in the occupant protection device 1 according to the embodiment shown in FIGS. 1 to 7, the drive position of the drive means 2 is set to the second drive position P2 in the longitudinal direction of the vehicle while the drive means 2 is driven. It is possible to displace it from the position P1 to the first drive position P1.
It is thought that in the future, in an automated driving vehicle, it will be possible for the occupant P who has been driving the vehicle manually to take his hands off the steering wheel and enter a relaxed seated state as shown in FIGS. 6 and 7.
On the other hand, the occupant protection device 1 performs drive control of the drive means 2 to move from a drive position (second drive position P2) depending on the seating state to an appropriate position (first drive position P1). Thereby, it is possible to suppress the forward movement of the lower limbs of the occupant P even in various seating postures. There is no or little reduction in the occupant protection performance of vehicle protection devices such as airbags and seat belts.

Next, a description will be given of the occupant protection device 11 which employs another form of driving means with reference to FIG. 8.
Note that FIG. 8 is a schematic side view showing an occupant protection device 11 according to another embodiment of the present invention. In the following, differences between the occupant protection device 11 and the above-mentioned occupant protection device 1 will be explained, and common members will be given the same reference numerals and detailed explanations will be omitted.

The occupant protection device 11 shown in FIG. 8 includes a drive means 220 in place of the drive means 2 of the occupant protection device 1 described above. The driving means 220 has a protruding part 21 , a housing part 210 , and a moving part 60 . The differences between the drive means 2 described above and the drive means 220 shown in FIG. 8 include the initial position of the protrusion 21 and the movement path of the protrusion 21 by the moving section 60.

The protruding portion 21 is arranged at the lower front side of the seat cushion 101 as an initial position. The slide rail 602 of the moving unit 60 has a vertically extending portion 603 extending in the vehicle vertical direction, and a longitudinally extending portion 604 extending in the vehicle longitudinal direction. As shown in FIG. 8, a vertically extending portion 603 is provided at the initial position of the protruding portion 21 so as to extend to the vicinity of the seat surface 103, and a longitudinally extending portion 604 is provided at the upper end of the vertically extending portion 603. It is being

The control means 51 is capable of outputting a drive signal for the actuator 601 to the moving section 60 and a drive signal for the protrusion 21 .

As for control when using the occupant protection device 11, between the step of determining the first drive position P1 (step S3) and the step of driving the protrusion 21 at the second drive position P2 (step S4) in FIG. A preparatory movement step of the protrusion 21 by the unit 60 is executed. This preparatory movement process is a movement process different from the process (step S5) of moving the protruding part 21 to the first driving position P1 while driving it, and before driving the protruding part 21, the protruding part 21 is moved to the second driving position P2. This is a process using vertical movement and back and forth movement to arrange the portion 21. Through this step, the protrusion 21 can be moved to the determined second drive position P2. Specifically, first, a drive signal for moving the protrusion 21 from the initial position on the lower front side of the seat cushion 101 to the second drive position P2 is outputted from the control means 51 to the actuator 601. At this time, the protruding portion 21 moves upward along the vertically extending portion 603 to the vicinity of the seat surface 103, and then moves rearward along the longitudinally extending portion 604 to the determined appropriate second drive position P2. Next, as in step S4 described above, the control means 51 outputs a drive signal to the protrusion 21 located at the second drive position P2, so that the airbag body 211 is deployed upward.

As a result, similar to the drive control shown in FIGS. 4, 6, and 7, the protrusion 21 controls the seat position in the second drive position P2 corresponding to the seating state of the occupant P, that is, the seating position and seating posture of the occupant P. The surface 103 can be deformed to protrude upward.
Further, since the initial position of the protruding portion 21 is set away from the seat surface 103 and below the seat cushion 101, when the occupant P is seated, the driving means 220 is moved through the seat surface 103 to the buttocks or large part of the occupant P. It is less likely to interfere with the thighs, etc., and the occupant P will not feel like a foreign body when seated.
Furthermore, in the preparatory movement step of the protrusion 21 to the second drive position P2, the protrusion 21 is first moved along the vertically extending portion 603 to the vicinity of the seat surface 103, thereby applying a regulating force to the seated state of the occupant P. The air bag body 211 that can be applied is now ready to be deployed. Even if the time delay until a collision occurs, which is determined by the first detection means 3, suddenly decreases due to a change in the surrounding environment, the seat surface 103 can be quickly projected by driving the protrusion 21 urgently. It is possible to transform it. In other words, the embodiment shown in FIG. 8 can respond to sudden changes in the surrounding environment.

Note that, in the present invention, the movement of the protrusion 21 upward from the initial position by the moving part 60 may be included in the upward driving of the driving means. In other words, in the embodiment shown in FIG. 8, a two-stage upward drive mode is adopted: the upward movement of the protrusion 21 by the moving part 60, and the deployment of the airbag body 211 above the protrusion 21 itself. This means that it has been done.

Furthermore, an occupant protection device 12 that employs a drive mode different from the drive means shown in FIGS. 4, 6, and 7 will be described with reference to FIGS. 9 and 10.
Note that FIGS. 9(a) and 9(b) are schematic plan views showing a driving form different from the driving form of the occupant protection device 1 shown in FIG. 4, and FIG. 9(b) is a plan view showing the occupant protection device 12 before, and FIG. 9(b) is a plan view showing the occupant protection device 12 after regulating the seating state of the occupant P. FIG. FIG. 10 is a flowchart showing a control flow when regulating the seating state of the occupant P using the occupant protection device 12 shown in FIG.

The occupant protection device 12 shown in FIG. 9 includes the same members as the occupant protection device 1 shown in FIG. 1 except for the control means 52. The control means 52 has different control contents from the control means 5, and will be described later with reference to FIG. 10.

Note that a situation suitable for using the occupant protection device 12 includes, for example, a situation where the occupant P is seated on one side of the seat cushion 101 in the width direction. For example, as shown by the dashed line in FIG. 9(a), the area where the load from the occupant P acts most on the seat cushion 101 is biased to the left compared to the seated state shown in FIG. be. This is an imbalance in the seating state caused by the seating state in which the occupant P crosses his or her legs or leans his or her upper body against the armrest.

In the control flow when using the occupant protection device 12 shown in FIG. The step of detecting the seating state of P (step S2) is executed in the same manner as shown in FIG.

After the step of detecting the seating state of the occupant P (step S2), the second detection means 4 determines whether or not the seating state of the occupant P is biased to one side in the width direction of the seat cushion 101 in the seating state detection result. It is determined (step S6). In this step, the second detection means 4 determines whether the load of the occupant P is applied evenly to the left and right sides of the seat cushion 101 at the substantially central portion in the width direction, based on the pressure distribution acting on the seat surface 103 and the pressure distribution inside the vehicle. It is derived using the seating position and sitting posture of the occupant P, etc., as seen by a surveillance camera.

If the second detection means 4 determines that the seating state of the occupant P is not biased to one side in the width direction of the seat cushion 101 (NO in step S6), the step of determining the first drive position P1 of the drive means 2 (step S3), a step of determining the second drive position P2, a step of driving the protrusion 21 at the second drive position P2 (step S4), and a step of determining the second drive position P2 of the protrusion 21 while maintaining the drive of the protrusion 21. The movement step (step S5) from the second drive position P2 to the first drive position P1 is executed in the same manner as the control flow shown in FIG. 5, and this control flow is completed. Note that in the step of driving the protrusion 21 (step S4), the right protrusion 21R and the left protrusion 21L are driven simultaneously.

When the second detection means 4 determines that the seating state of the occupant P is biased to one side in the width direction of the seat cushion 101 (YES in step S6), the second detection means 4 detects the bias state of the seating state. (Step S7). Elements for detecting the biased state of the seated state include, for example, the side (either left or right) that is biased from the approximate center in the width direction of the seat cushion 101, the size (distance) of the bias relative to the approximate center in the width direction, etc. can be mentioned. The detailed detection results related to the biased state of the seating state obtained in this step can be used as parameters for determining the drive position, drive order, etc. of the drive means 2. In the seated state of the occupant P shown in FIG. 9, the seated front and rear positions are approximately the same as the seated states shown in FIGS. It will be detected if there is.
The detection result regarding the biased state of the seating state is outputted from the second detection means 4 to the control means 52.

Subsequently, the control means 52 determines the first drive position P1 of the drive means 2 according to the seating state of the occupant P detected by the second detection means 4 in the step before the previous step (step S2) (step S3). This step is the same step as the above-described step of determining the first drive position P1 (step S3) when it is determined that there is no bias in the seating state (NO in step S6). At this time, the second drive position P2 is also determined. As described above, the seated front and rear positions of the occupant P shown in FIG. 9 are approximately the same as the seated states shown in FIGS. The position is determined to be the same as the position shown in FIG.
Note that before moving to the next step, the control means 52 outputs a drive signal to the moving unit 60 to move the right side protrusion 21R to the determined first drive position P1, and move the left side protrusion 21L to the determined first drive position P1. It is preferable to move it to the second drive position P2.

Next, at the determined second drive position P2, the protrusion on one side of the seat cushion 101 in the width direction is driven (step S31). In this step, the control means 52 outputs a drive signal to the left side protrusion 21L located on the unevenly distributed side (the above-mentioned one side) in the seated state, so that the left side protrusion 21L is disposed at the second drive position P2. The airbag body 211 expands upward. Note that in this step, no drive signal is output from the control means 52 to the right side protrusion 21R. That is, as shown in FIG. 9(a), the left side protrusion 21L is driven at the second drive position P2 in front of and close to the occupant P, thereby locally protruding and deforming the seat surface 103 only on the left side (the above-mentioned one side). At the same time, the right side protrusion 21R is not driven at the first drive position P1, so that the right side (the other side) of the seat surface 103 is not deformed protrusively.
Through this process, the left side protrusion 21L deforms the seat surface 103 to protrude upward in a region in front of and close to the waist or buttocks of the occupant P who is seated and unevenly distributed on one side in the width direction of the seat cushion 101. . Thereby, preparations for regulating the seating state of the occupant P are completed.

Next, while maintaining the driving state of the protrusion on one side in the width direction of the seat cushion 101, the protrusion is moved from the second drive position P2 to the first drive position P1 (step S51). In this step, the control means 52 outputs a drive signal to the moving section 60 attached to the left protrusion 21L on the unevenly distributed side (the above-mentioned one side) of the seated state that was in the drive state in the previous step. As a result, the left protrusion 21L, which maintains the driving mode of expanding the airbag body 211, moves from the second driving position P2 to the first driving position P1. Note that, in this step as well, no drive signal is output from the control means 52 to the right protrusion 21R. In other words, the left protrusion 21L presses the lower back or buttocks of the occupant P whose load is biased toward the left side to move it to the first drive position P1. Note that the right side protrusion 21R is not yet driven at the first drive position P1, so that the right side (the other side) of the seat surface 103 is not deformed in a protrusive manner.

Subsequently, as shown in FIG. 9(b), at the first drive position P1, the seat surface 103 is sequentially deformed from one side to the other side in the width direction of the seat cushion 101 (step S8). Specifically, since the left side protrusion 21L on the unevenly distributed side (the above-mentioned one side) in the seated state is already in the driven state at the first drive position P1, ) is driven.
In FIG. 9(b), the drive order of the left side protrusion 21L and the right side protrusion 21 is illustrated by numbers.

By sequentially driving the left and right protrusions from the side (one side) where the seating condition in the width direction of the seat cushion 101 is biased toward the side (the other side) where the seating condition is biased, the lower back or buttocks of the occupant P can be adjusted when the occupant P is seated. It is pressed by the protrusions 21L and 21R to the unbiased side. As a result, the seated state of the occupant P, which had been biased, can be brought closer to the seated state shown in FIG. That is, by driving the driving means 2 along the width direction of the seat cushion 101, the seating state of the occupant P can be corrected.

In addition, by once releasing the drive of the left side protrusion 21L that pressed the waist or buttocks of the occupant P in the longitudinal direction of the vehicle in the previous process, the protrusion deformation of the seat surface 103 is temporarily eliminated, and the left side protrusion 21L on the uneven distribution side and the non-uniformity The right side protrusion 21R may be sequentially driven. In other words, the left protrusion 21L is driven at the second drive position P2, moved backward to the first drive position P1, released from the drive at the first drive position P1, and then driven again at the first drive position P1. will be executed. With such a configuration, a pressing force in the width direction can be reliably applied to the occupant P from the protrusions 21L and 21R, which are sequentially driven along the width direction of the seat cushion 101. As a result, it becomes possible to more reliably eliminate the left-right bias in the seating state of the occupant P.

Note that the left protrusion 21L, which is driven first, deforms the seat surface 103 by protruding upward by driving at the first drive position P1, and then maintains the driven state at least until the drive of the right protrusion 21R is completed. good. Preferably, the left protrusion 21L maintains the driven state and continues to protrude the seat surface 103 until the driving of the occupant protection device in the event of a collision is completed. As a result, the left and right protrusions 21L and 21R can work together to suppress the forward movement of the lower limbs of the occupant P, thereby correcting the seating condition of the occupant P and correcting the seating condition to an appropriate one. It is possible to balance this with the maintenance of

In FIGS. 1 to 10, the driving means was illustrated and described as a protrusion having an air bag body that expands upward, but the driving means in the present invention is a structure made of a block of foamed resin or the like, which is connected to an appropriate actuator. The seat may be moved upward by pressing the seat surface from below to cause the seat surface to protrudely deform.

In addition, in the driving form of the driving means 220 shown in FIG. 9, the right protrusion 21R is moved to the first driving position P1 in advance without being driven.
Instead, first, the left side protrusion 21L and the right side protrusion 21R are placed at the second driving position P2, only the left side protrusion 21L is driven to projectively deform the left side of the seat surface 103, and then the left side protrusion 21L is moved. It is also possible to adopt a configuration in which both the right protrusion 21R and the right protrusion 21R are moved to the first drive position P1, and then the right protrusion 21R is driven at the first drive position P1.
In this form, there is no need for control to independently move the left protrusion 21L and the right protrusion 21R to different positions, so the drive control of the drive means 220 by the control means 52 can be simplified. preferable.
Further, while the lower back or buttocks of the occupant P is moved from the second drive position P2 to the first drive position P1 by the movement of the left side protrusion 21L in the drive state, the sitting posture of the occupant P changes and the seated state changes. There is also a possibility that the left-right bias will disappear. In this case, while moving the left side protrusion 21L and the right side protrusion 21R, the airbag body 211 of the right side protrusion 21R is also expanded during the movement, so that the above-mentioned movement process of the protrusions 21R and 21L ( Since the driving mode is the same as that in step S5), the seating condition of the occupant P can be corrected without any problem.

Although the embodiment to which the invention made by the present inventor is applied has been described above, the present invention is not limited by the description and drawings that form part of the disclosure of the present invention by this embodiment. That is, it should be added that all other embodiments, examples, operational techniques, etc. made by those skilled in the art based on this embodiment are of course included in the scope of the present invention.

1, 11 and 12: occupant protection device, 2 and 220: driving means, 21: protrusion, 21R: right side protrusion, 21L: left side protrusion, 211: airbag body, 212: inflator, 210: accommodating part, 3: first detection means, 4: second detection means, 5, 51 and 52: control means, 6 and 60: moving section, 61 and 601: actuator, 62 and 602: slide rail, 603: vertically extending section, 604: Front and rear extension portion, 100: Seat, 101: Seat cushion, 102: Seat back, 103: Seat surface, P: Occupant

Claims (8)

a seat having a seat cushion on which a passenger can sit;
A pair of drive means are provided on one side and the other side in the vehicle width direction below the seat cushion, and each drive means is capable of driving upward inside the seat cushion;
a first detection means for detecting a vehicle collision or collision possibility;
a second detection means for detecting a seating state of the occupant seated on the seat cushion;
moving means for respectively moving the pair of drive means in the longitudinal direction of the vehicle with respect to the seat;
A control means for controlling driving of the driving means and the moving means,
The control means is configured to control, when the first detection means detects a vehicle collision or the possibility of a collision, the second detection means detects that the occupant is seated unevenly on one side of the seat cushion in the vehicle width direction. If it is detected that the seat cushion is seated, a first drive position of the drive means is determined based on the detected seating state, and the seat cushion is moved to a second drive position different from the determined first drive position. With the drive means on the side where the occupant is unevenly distributed of the pair of drive means protruding upwardly, the moving means moves the drive position of the drive means on the side where the occupant is unevenly distributed toward the first drive position. Controls displacement.
Occupant protection equipment. a seat having a seat cushion on which a passenger can sit;
A pair of drive means are provided on one side and the other side in the vehicle width direction below the seat cushion, and each drive means is capable of driving upward inside the seat cushion;
a first detection means for detecting a vehicle collision or collision possibility;
a second detection means for detecting a seating state of the occupant seated on the seat cushion;
moving means for respectively moving the pair of drive means in the longitudinal direction of the vehicle with respect to the seat;
A control means for controlling driving of the driving means and the moving means,
The control means is configured to control, when the first detection means detects a vehicle collision or the possibility of a collision, the second detection means detects that the occupant is seated unevenly on one side of the seat cushion in the vehicle width direction. If it is detected that the occupant is in the seat, a first driving position of the driving means is determined based on the detected seating state, and a first driving position of the driving means on the side where the occupant is unevenly distributed is determined inside the seat cushion. By causing the driving means to protrude upward and moving the driving means on the uneven distribution side from a second driving position different from the first driving position toward the first driving position using the moving means, the seating surface is moved. control to displace the deformation position of
Occupant protection equipment. The control means determines the first drive position in front of the waist or buttocks of the occupant detected by the second detection means.
The occupant protection device according to claim 1 or 2. The seating state includes at least one of a seating position of the occupant on the seat cushion and a seating posture of the occupant.
The occupant protection device according to any one of claims 1 to 3. The driving means has a protrusion that deforms the seat surface upward by pressing the seat surface by driving upward, and by displacing the driving position, the protrusion deforms the seat surface by the protrusion. It is possible to displace the deformation position,
The occupant protection device according to any one of claims 1 to 4. The protruding portion is an airbag that can be deployed upwardly below the seat surface, or a structure that can be moved upwardly by an actuator below the seat surface.
The occupant protection device according to claim 5. The protrusion is an airbag that can be deployed upward below the seat surface,
The control means is arranged on the uneven distribution side in the vehicle width direction when the second detection means detects that the occupant is seated unevenly distributed on one side of the seat cushion in the vehicle width direction . Control is performed to sequentially deploy the airbag from the airbag to the airbag disposed on the non-uniformly distributed side ;
The occupant protection device according to claim 5. When the second detection means detects that the occupant is seated unevenly on one side of the seat cushion in the vehicle width direction, the control means moves the protrusion on the unevenly distributed side to the second side . driving it upward in a drive position, moving it from the second drive position to the first drive position while maintaining the drive state , and controlling the protrusion on the non-uniformly distributed side to drive it in the first drive position;
The occupant protection device according to any one of claims 5 to 7.