KR20240066556A - Electric pretensioner and safety system using the same - Google Patents

Abstract

The electric pretensioner and the safety system using the same according to the present invention include an active motor that generates a rotational driving force, a control unit that drives and controls the active motor, and a rotational driving force of the active motor is transmitted to the spool at a preset reduction ratio to the webbing. In the safety system of an electric pretensioner including a deceleration assembly that rotates the spool in this direction, the control unit determines the current driving state of the vehicle through one or more sensing units provided in the vehicle, step (a), the control unit Step (b) of loading the control load information of the active motor that has been previously stored and assigned to correspond to the driving state of the vehicle determined in step (a), and the control unit controls the load loaded by step (b) It includes step (c) of controlling the restraining load applied to the webbing by controlling the active motor to correspond to load information.

Description

Electric pretensioner and safety system using the same {ELECTRIC PRETENSIONER AND SAFETY SYSTEM USING THE SAME}

The present invention relates to an electric pretensioner and a safety system using the same, and more specifically, to controlling the electric pretensioner, which is configured to be driven electronically, in various ways, including a deceleration assembly that retracts the webbing by the driving force of an active motor. It is about a safety system for

When a person is riding in a vehicle or device, the vehicle or device is equipped with various safety devices to prevent death or serious injury due to the person on board leaving the driver's seat due to a collision between vehicles or with another object. It is prepared.

Among them, the most representative one is a seat belt, which can stably secure the lower abdomen and chest of a person riding in the vehicle or device to the seat.

However, when the amount of impact generated during a collision between vehicles or with another object increases beyond a certain level, injuries often occur even when seat belts are worn, and the safety of people riding in the vehicle or device is often compromised.

Therefore, various technologies are being developed to ensure that seat belts function properly even when there is a high degree of collision between vehicles or with other objects. Among them, a technology that is currently in the spotlight is a pre-tensioner, which improves the function and effectiveness of the seat belt by retracting the webbing of the seat belt during a collision between vehicles or with another object.

However, because the existing pretensioner has a structure that explodes gunpowder and retracts the webbing through the force of the impact, there is a potential risk, and as a passive safety concept, it has limitations in operating after an accident, as well as when an accident occurs. The disadvantage is that the submarine phenomenon (occupant's pelvis falling out) may occur depending on the seat position.

In addition, the existing pretensioner is impossible to reduce the overall volume below a certain level due to the explosive structure of gunpowder, and as a result, there is a problem that restrictions occur in the installation location.

In addition, the existing gunpowder-type pretensioner has the problem that after the gunpowder explodes, the webbing process is carried out unilaterally, making it impossible to arbitrarily control the webbing, and it is also impossible to reuse once the gunpowder has been driven.

Therefore, a method to solve these problems is required.

[National research and development project that supported this invention]

[Assignment number] 0017340

[Assignment number] P0017340

[Ministry Name] Ministry of Trade, Industry and Energy

[Project management (professional) organization name] Korea Institute for Advancement of Technology

[Research project name] Mid-sized enterprise win-win innovation project (R&D)

[Research project title] Development of an active motor-controlled seat belt system for self-driving cars with a passenger restraint force of 500N or more within 250ms before an accident, eliminating explosive devices for the first time in the world

[Contribution rate] 1/1

[Name of project carrying out organization] Wooshin Safety System Co., Ltd.

[Research period] 2021.04.01. ~ 2022.12.31.

The present invention is an invention made to solve the problems of the prior art described above, and is formed to control the retraction operation of the webbing through an active motor, thereby reducing the overall volume and providing various functions other than the retraction operation of the webbing. The purpose is to provide a method for actively controlling an electric pretensioner so that it can be provided.

The problems of the present invention are not limited to the problems mentioned above, and other problems not mentioned will be clearly understood by those skilled in the art from the description below.

The electric pretensioner of the present invention and a safety system using the same to achieve the above object include an active motor that generates a rotational driving force, a control unit that drives and controls the active motor, and a reduction ratio preset to the spool by applying the rotational driving force of the active motor to the spool. In the safety system of an electric pretensioner including a deceleration assembly that rotates the spool in the direction in which the webbing is retracted as the webbing is delivered, the control unit determines the current driving state of the vehicle through one or more sensing units provided in the vehicle ( Step a), step (b) in which the control unit loads control load information of the active motor that has been previously stored and allocated to correspond to the driving state of the vehicle determined in step (a), and the control unit loads the control load information of the active motor in step (b). It includes step (c) of controlling the restraining load applied to the webbing by controlling the active motor to correspond to the control load information loaded by the step.

At this time, the sensing unit includes a speed sensor that detects the speed of the vehicle, and the control load information is divided into a plurality of sections and allocated according to the speed section of the vehicle determined by the speed sensor, and the restraining load applied to the webbing. It may include first control information that increases as the vehicle's speed section increases.

In addition, the sensing unit includes a lane detection sensor that detects the vehicle leaving the lane, and the control load information determines that the restraining load applied to the webbing is preset when the vehicle is determined to be leaving the lane by the lane detection sensor. It may include second control information that allows it to vary repeatedly within a range.

And the sensing unit includes a collision detection sensor that detects the risk of collision of the vehicle, and the control load information is configured to determine that the restraining load applied to the webbing is preset when it is determined that there is a risk of collision to the vehicle by the collision detection sensor. It may include third control information that increases the critical load or more.

Meanwhile, the sensing unit includes a belt detection sensor that determines whether or not the vehicle's seat belt is installed, and the control load information is generated when the seat belt provided on any seat is determined by the belt detection sensor to be separated from the webbing. It may include fourth control information that allows the webbing to be retracted by removing the restraining load applied to it.

The electric pretensioner of the present invention to solve the above problems and the safety system using the same are formed to control the pulling operation of the webbing through an active motor, thereby reducing the overall volume, and in particular, actively controlling the active motor. This has the advantage of greatly improving user convenience and safety by providing various functions in addition to the webbing retraction operation.

The effects of the present invention are not limited to the effects mentioned above, and other effects not mentioned will be clearly understood by those skilled in the art from the description of the claims.

1 is a diagram showing each process of an electric pretensioner and a safety system using the same according to an embodiment of the present invention;
Figure 2 is a diagram illustrating step (a) of the safety system of the electric presentenner according to an embodiment of the present invention;
3 and 4 are diagrams showing the configuration and control algorithm of a sensing unit for an electric pretensioner and a safety system using the same according to an embodiment of the present invention; and
Figure 5 is a diagram showing a confirmation unit of an electric pretensioner and a safety system using the same according to an embodiment of the present invention;
Figure 6 is a view showing an electric pretensioner according to an embodiment of the present invention applied to a retractor;
Figure 7 is a view showing main parts of an electric pretensioner according to an embodiment of the present invention;
Figure 8 is a diagram showing a structure linked to the clutch gear unit in the electric pretensioner according to an embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention, in which the object of the present invention can be realized in detail, will be described with reference to the attached drawings. In describing this embodiment, the same names and the same symbols are used for the same components, and additional description accordingly will be omitted.

The electric pretensioner according to an embodiment of the present invention can reduce the overall volume by controlling the webbing retraction operation through an active motor, and in particular, actively controls the active motor to perform various functions in addition to the webbing retraction operation. By providing , user convenience and safety can be greatly improved.

Hereinafter, the structure of an electric pretensioner according to an embodiment of the present invention will first be described, and then a method for controlling such an electric pretensioner will be described.

Figure 1 is a diagram showing the electric pretensioner 100 according to an embodiment of the present invention applied to a retractor, and Figure 2 is a diagram showing main parts of the electric pretensioner 100 according to an embodiment of the present invention.

And Figure 3 is a diagram showing a structure linked to the clutch gear unit 130 in the electric pretensioner 100 according to an embodiment of the present invention.

As shown in Figures 1 to 3, the retractor to which the electric pretensioner 100 according to an embodiment of the present invention is applied includes a spool 10 that is rotatable so that the webbing is wound or unwound, and a spool 10 ) includes a casing module 20 that is rotatably fixed.

Additionally, a return spring module 30 is provided on one side of the casing module 20 to restore the rotated spool 10, and a pretensioner 100 according to the present invention is installed on the other side of the casing module 20. In addition, the other side of the casing module 20 may be provided with an ALR module 40 connected to the rotation axis 11 of the spool 10 to provide ALR and ELR functions in conjunction with the spool 10.

ALR (Automatic Locking Retractor) has an automatic locking function when the user withdraws the entire length of the webbing, for example, by attaching a child seat to the vehicle or attaching a device to the seat and then restraining it. This refers to a function that operates so that the webbing can no longer be withdrawn but only retracted.

And ELR (Emergency Locking Retractor) refers to the function of the retractor's locking mechanism to prevent the webbing from being released in case of emergency such as impact or rollover of the vehicle.

The ALR module 40 that provides these functions may be implemented in various forms other than those shown in this embodiment, and since this is obvious to those skilled in the art, detailed descriptions thereof will be omitted.

The electric pretensioner 100 according to an embodiment of the present invention includes an active motor 110, a control unit (not shown), a ratchet gear unit 180, and a reduction assembly.

The active motor 110 is provided to generate rotational driving force, and various types may be applied depending on the type and specifications of the vehicle. In this embodiment, the active motor 110 driven by a voltage of 48V was applied, and the reason for this is that the overall volume can be reduced by minimizing the size of the active motor 110. The various specifications and selection criteria of the active motor 110 will be described later.

The control unit is a component that controls the operation of the active motor 110 when the vehicle state satisfies the preset webbing retraction condition. Here, the webbing retraction conditions are various prerequisites for driving the electric pretensioner 100. For example, various conditions can be set, such as a situation in which a collision occurs in a vehicle or a situation in which sudden braking is performed.

In addition, the control unit can receive sensing values from a plurality of sensing units provided in the vehicle to sense whether the webbing retraction condition is satisfied, and through this, a situation in which the webbing retraction condition is satisfied can be determined in advance.

In other words, the control unit can operate by detecting in advance a situation that satisfies the webbing retraction conditions, so it is possible to protect the passenger's body with minimal output by performing retraction of the webbing in advance.

Meanwhile, the ratchet gear unit 180 rotates in conjunction with the rotation of the spool 10, which is provided to wind or unwind the webbing, and has gear teeth formed on the outer peripheral surface.

And the deceleration assembly includes a clutch pawl portion 170 that is formed to engage the gear teeth of the ratchet gear portion 170 when the active motor 110 is driven by the control unit, and transfers the rotational driving force of the active motor 110 to the spool 10. ) may include a series of components that rotate the spool 10 in the direction in which the webbing is retracted as it is delivered at a preset reduction ratio.

Specifically, in this embodiment, the deceleration assembly is formed to surround the periphery of the ratchet gear portion 180, in addition to the clutch pole portion 170 described above, and includes a clutch gear portion 130 with gear teeth formed on the outer peripheral surface, and an active motor ( 110), a first worm gear unit 111 provided at the end of the rotating shaft, a second worm gear unit 121 meshed with the first worm gear unit 111, and a third worm gear meshed with the gear of the clutch gear unit 130. Including the unit 122, it may further include a worm gear unit 120 that transmits the rotational driving force of the active motor 110 to the clutch gear unit 130.

And each component of this reduction assembly may be provided in the sub-casing module 140 mounted on the other side of the casing module 20 of the retractor.

That is, the deceleration assembly of this embodiment transmits the rotational driving force of the active motor 110 to the clutch gear unit 130 through the first worm gear unit 111, the second worm gear unit 121, and the third worm gear unit 122. The clutch gear unit 130 is rotated.

At this time, the clutch gear unit 130 is provided in a state independent of the rotation shaft 11 of the spool 10 when the active motor 110 is not driven, but when the active motor 110 is driven by the control unit, the clutch gear unit 130 is provided in a state where the active motor 110 is not driven. As the gear unit 130 rotates, the clutch pawl unit 170 is caught by the gear teeth of the ratchet gear unit 170, so that the spool 10 can be rotated in the direction in which the webbing is introduced.

Specifically, in this embodiment, the deceleration assembly has a clutch pole portion 170 rotatably provided, may further include a fixing plate portion 160 coupled to the inside of the clutch gear portion 130, and the clutch pole portion 170 is provided inside the clutch gear unit 130 in a fixed state to the fixing plate unit 170.

At this time, a cam hole 132 of a predetermined length is formed in the clutch gear unit 130, and a cam protrusion 171 inserted into the cam hole 132 is formed in the clutch pole unit 170, so that the active motor 110 is operated by the control unit. When the clutch gear unit 130 is driven and starts to rotate, the cam protrusion 171 slides in the cam hole 132 and moves so that one end of the clutch pawl unit 181 is caught by the gear tooth of the ratchet gear unit 180. It is formed, and as the rotational driving force of the active motor 110 is transmitted to the rotation shaft 11 of the spool 10, the electric pretensioner 100 can rotate the spool 10 in the direction in which the webbing is introduced.

Meanwhile, in this embodiment, a stopper hole 133 having a predetermined length may be further formed in the clutch gear unit 130 in addition to the cam hole 132, and the stopper hole 133 may be inserted into the fixing plate unit 160. A stopper protrusion may be formed. At this time, the length of the stopper protrusion is formed shorter than that of the stopper hole 133, and the difference in length may be formed to correspond to the total moving distance of the cam protrusion 171 moved within the cam hole 132.

Above, the electric pretensioner 100 according to an embodiment of the present invention has been described, and hereinafter, the safety system of the electric pretensioner 100 will be described.

Figure 4 is a diagram showing each process of an electric pretensioner and a safety system using the same according to an embodiment of the present invention.

As shown in FIG. 4, the electric pretensioner and the safety system using the same according to an embodiment of the present invention include step (a) in which the control unit determines the current driving state of the vehicle through one or more sensing units provided in the vehicle, and the control unit determines the current driving state of the vehicle. Step (b) of loading the control load information of the active motor that has been previously stored and assigned to correspond to the driving state of the vehicle determined in step (a), and the control unit loads the control load information loaded by step (b). It includes step (c) of controlling the restraining load applied to the webbing by controlling the active motor to correspond.

That is, in step (a), the sensing unit collects various information related to the vehicle and transmits the sensing values to the control unit, and the control unit determines the current driving state of the vehicle through this.

Here, the term driving state does not simply refer to information generated while the vehicle is moving, but is used as a concept that includes all states in which the vehicle is stopped or parked.

To explain this in more detail, as shown in Figure 5, in step (a), the sensing unit collects various information related to the vehicle and transmits the sensing values to the control unit, and the control determines the current driving state of the vehicle through this. Therefore, various information received by the sensing unit can be processed through the (a-1) process, (a-2) process, (a-3) process, and (a-4) process.

To describe this specifically, process (a-1) may be a process of collecting information through various sensors, and process (a-2) may be a process of collecting driver information and the driver's driving habits. , Process (a-3) may be a process of collecting road conditions and traffic status, and process (a-4) may be a process of checking whether communication with the control unit is being performed correctly.

In addition, the processes (a-1), (a-2), (a-3), and (a-4) described above may have a parallel relationship with each other, that is, processes that are performed simultaneously, Since process (a-1) is a process of collecting individual information, it can be performed before other processes, but it can be considered to be basically a process that occurs in the same order.

First, process (a-1) is a process of collecting information through various sensors, which may mean a process of collecting information such as a gyro sensor, speed sensor, temperature sensor, or humidity sensor.

In addition, the (a-2) process is a process of collecting the driver's information and driving habits, which checks the driver's heart rate, drowsiness, etc., or determines the distance to the vehicle being driven and the approximate time until the moment the driver applies the brakes. It can mean average distance, time, etc., and it can be the process of determining the deformation angle and speed of the steering wheel when turning left or right, and the speed and degree of braking when changing lanes.

Additionally, process (a-2) can contain a fairly large amount of information and can capture habits for quite a variety of situations, such as when a driver is going up an incline, driving on a dirt road, or parking, so it can be quite significant. A large amount of information can be generated.

Meanwhile, in the case of process (a-3), it can refer to the process of collecting road conditions and traffic status, which refers to the condition of the road on which one is driving, such as moisture, temperature, degree of ice, degree of friction, etc. It can refer to the process of remotely identifying and collecting traffic conditions, such as traffic congestion due to accidents on the route.

In addition, process (a-4) may refer to the step of checking whether the control unit's communication is performed correctly, which means that the control unit may not make normal decisions due to slow processing or data conflicts due to the collection of a large amount of information. This may refer to the process of continuously generating a test signal to the control unit to solve the problem of incorrect judgment and determining whether it is operating normally according to the control unit's response.

This will be explained in more detail through the drawings that will be described later.

Additionally, the control unit may be any one of devices capable of performing certain calculations, including a processor such as a vehicle MCU.

And in step (b), the control unit loads the control load information of the assigned active motor stored in memory, a storage device, etc., according to the driving state of the vehicle determined in step (a).

In other words, the control load information of the active motor is information for controlling the load of the webbing in various situations in conjunction with the driving state of the vehicle, and the control unit loads this and controls the active motor to correspond to the control load information loaded through step (c). is controlled to adjust the restraining load applied to the webbing.

At this time, step (c) specifically processes this according to the control load information, but when boarding the vehicle, a slack removal process can be performed to support safe operation by retracting the webbing to a certain extent, and a hazard warning can be performed to vibrate the webbing. It may include a tactile warning process that provides a light warning to the driver, a driving assistance process that retracts webbing, a passenger restraint process that protects the driver, and a belt parking process that selectively releases the belt.

Here, the slack removal process may refer to the process of removing slack in the belt to drive at a specified speed, the tactile warning process may be to prevent drowsiness or departure from lane due to vibration of the webbing, and the driving assistance may refer to blind spot detection. , or it can refer to the process of assisting the driver by inserting webbing and issuing a warning in situations where the driver is not properly judged.

In addition, the passenger restraint process may be a process to protect the safety of the driver and passengers by quickly wrapping the webbing and applying pressure equivalent to twice that of the driving assistance process when a collision situation is expected to occur, and the belt The parking process may refer to the process of returning the belt to its original position when the belt is released.

Figures 6 and 7 are diagrams showing the configuration and control algorithm of a sensing unit for an electric pretensioner and a safety system using the same according to an embodiment of the present invention.

As shown in Figure 6, the sensing unit provided in the vehicle includes a speed detection sensor to detect the vehicle's speed, a lane detection sensor to detect the vehicle's lane departure, a collision detection sensor to detect the risk of collision of the vehicle, and a collision detection sensor to detect the vehicle's collision risk. It may include various sensors, such as a belt detection sensor that determines whether a seat belt is installed.

And as shown in FIG. 7, the control load information loaded by the control unit in step (b) may include at least one of first control information, second control information, third control information, and fourth control information. You can.

The first control information is control information linked to the speed detection sensor, and is divided into multiple pieces and allocated according to the vehicle speed section determined by the speed detection sensor, and the restraining load applied to the webbing increases as the vehicle speed section increases. It contains information that makes it possible.

That is, the first control information divides the vehicle speed into a plurality of sections, and a restraining load applied to the webbing is assigned to each divided section. In particular, when the speed range of the vehicle increases, the restraining load applied to the webbing may increase. This is to ensure that the user's body can be stably adhered to the seat as the vehicle speed increases.

The second control information is control information linked to the lane detection sensor. When the lane detection sensor determines that the vehicle is leaving the lane, the second control information is information that allows the restraining load applied to the webbing to vary repeatedly within a preset range. It contains.

In other words, the second control information can vibrate the webbing by continuously varying the restraining load applied to the webbing when the vehicle deviates from the lane, and the user detects the vibration of the webbing and determines that the vehicle is currently leaving the lane. You can recognize that it is.

At this time, as the distance the vehicle deviates from the lane increases, the variable range of the restraining load of the webbing can be gradually expanded. Through this, as the distance the vehicle deviates from the lane increases, the amount of vibration of the webbing can be further increased.

The third control information is control information linked to the collision detection sensor, and contains information that increases the restraining load applied to the webbing beyond the preset critical load when the collision detection sensor determines that there is a risk of collision to the vehicle. there is.

In other words, the third control information rapidly increases the restraining load applied to the webbing beyond the preset critical load when the vehicle is at risk of collision, so that the user's body can be stably adhered to the seat even if a collision occurs.

The fourth control information is control information linked to the belt detection sensor. When the seat belt provided on any seat is judged to be separated by the belt detection sensor, the restraining load applied to the webbing is removed to allow the webbing to be retracted. It contains information.

That is, the fourth control information determines that when the seat belt provided on a certain seat is separated from the tongue, the user of the seat is getting off the vehicle, and the restraining load is removed so that the webbing can be completely retracted.

At this time, the fourth control information can be loaded by the control unit on the premise that the vehicle speed is 0 by the above-described speed sensor, that is, the vehicle is stopped.

Meanwhile, the sensing unit of this embodiment may further include various sensors other than the listed sensors, and the control load information may further include control information linked to an arbitrary sensor in addition to the first to fourth control information.

Meanwhile, due to the nature of the control unit that has to process a large amount of information, as the amount of information increases, there is a high probability that the speed of information processing will slow down or incorrect judgments will occur, so the first control information, second control information, and 3 control information and 4th control information can be classified and processed more uniformly.

For example, the first control information and second control information described above can be organized to calculate and utilize first composite information, and the second control information and third control information can be organized to calculate and utilize second composite information. It is possible.

This is to reduce the information processing amount of the control unit and solve the information processing delay time that occurs during the information processing process. When using multiple complex information like this, multiple pieces of information are organically combined together to produce a certain amount of results. Because it becomes accessible information, the burden on the control unit will be reduced, effectively lowering the risk of information processing and making incorrect decisions.

Referring to FIG. 8 to specifically explain the above-described step (a), as shown in FIG. 8, the sensing unit continuously collects information, (a-1), (a-2), (a) -3) The process can be performed.

However, the process of (a-4) can be performed independently of the preceding processes (a-1), (a-2), and (a-3), and it is determined whether the control unit is operating normally as described above. The process can be performed.

Specifically, the sensing unit continuously collects information and transmits it to the control unit, and the same information can also be transmitted to the confirmation unit to perform process (a-4).

In this state of receiving the same information, the control unit transmits the information determined based on the received information to the confirmation unit, and the confirmation unit transmits the information determined based on the information transmitted from the sensing unit to the control unit based on the information transmitted from the control unit. If the information transmitted from is determined to have operated correctly, it may be transmitted to the motor 110, and if it is determined to have operated abnormally, it may be determined that a problem has occurred in the control unit.

In other words, the confirmation unit can determine whether the control unit is operating normally.

As described above, whether the control unit is operating normally can be confirmed through information received through the sensing unit, but it is also possible to determine whether the control unit is operating normally by generating test information.

For example, in a situation where you are moving at a speed of 80 and trying to cross a lane and there is a car in your blind spot, test information is generated and delivered to the control unit. Based on this, the control unit delivers the determined information to the verification unit, and the verification unit sends it to the control unit. It is possible to determine whether it is operating normally based on the judgment information received from .

In other words, the confirmation unit determines whether the information determined by the control unit is accurate and transmits it to the motor 110, and generates test information to determine whether the control unit is operating normally and transmits it to the control unit, based on the judgment information determined by the control unit. This allows you to determine whether the control unit is operating normally.

As described above, preferred embodiments according to the present invention have been examined, and the fact that the present invention can be embodied in other specific forms in addition to the embodiments described above without departing from the spirit or scope thereof is recognized by those skilled in the art. It is self-evident to them. Therefore, the above-described embodiments are to be regarded as illustrative and not restrictive, and thus the present invention is not limited to the above description but may be modified within the scope of the appended claims and their equivalents.

10: Spool
20: Casing module
30: Return spring module
40: ALR module
100: Electric pretensioner
110: Active motor
111: First worm gear unit
120: Worm gear unit
121: Second worm gear unit
122: Third worm gear unit
130: Clutch gear unit
140: Subcasing module
160: Fixed plate part
170: Clutch pole part
180: Ratchet gear unit

Claims (6)

An active motor that generates rotational force;
a control unit that drives and controls the active motor when the vehicle's state satisfies a preset webbing retraction condition;
A ratchet gear unit that rotates in conjunction with the rotation of the spool module provided to wind or unwind the webbing, and has gear teeth formed on the outer peripheral surface; and
When the active motor is driven by the control unit, it includes a clutch pawl portion formed to engage the gear teeth of the ratchet gear unit, and the webbing is drawn in as the rotational operating force of the drive motor is transmitted to the spool module at a preset reduction ratio. Comprising a deceleration assembly unit that rotates the spool module in the direction,
Electric pretensioner. An active motor that generates a rotational driving force, a control unit that drives and controls the active motor, and a deceleration assembly that rotates the spool in the direction in which the webbing is retracted by transmitting the rotational driving force of the active motor to the spool at a preset reduction ratio. In the safety system of the electric pretensioner including,
Step (a) where the control unit determines the current driving state of the vehicle through one or more sensing units provided in the vehicle;
Step (b) of the control unit loading control load information of the active motor that has been previously stored and assigned to correspond to the driving state of the vehicle determined in step (a); and
Step (c) wherein the control unit controls the active motor to adjust the restraining load applied to the webbing to correspond to the control load information loaded in step (b);
Including,
Electric pretensioner and safety system using it. According to paragraph 2,
The sensing unit includes a speed sensor that detects the speed of the vehicle,
The control load information is divided into a plurality of pieces and allocated according to the speed section of the vehicle determined by the speed sensor, and includes first control information that causes the restraining load applied to the webbing to increase as the speed section of the vehicle increases. doing,
Electric pretensioner and safety system using it. According to paragraph 2,
The sensing unit includes a lane detection sensor that detects lane departure of the vehicle,
The control load information includes second control information that causes the restraining load applied to the webbing to repeatedly vary within a preset range when the lane detection sensor determines that the vehicle deviates from the lane,
Electric pretensioner and safety system using it. According to paragraph 2,
The sensing unit includes a collision detection sensor that detects the risk of collision of the vehicle,
The control load information includes third control information that increases the restraining load applied to the webbing beyond a preset critical load when it is determined by the collision detection sensor that there is a risk of collision to the vehicle.
Electric pretensioner and safety system using it. According to paragraph 2,
The sensing unit includes a belt detection sensor that determines whether the vehicle's seat belt is installed,
The control load information includes fourth control information that removes the restraining load applied to the webbing and allows the webbing to be retracted when it is determined by the belt detection sensor that the seat belt provided on any seat is separated. ,
Electric pretensioner and safety system using it.