Vehicle and motor safety belt control method

Abstract

Provided is a vehicle and a motor safety belt control method that controls winding of a safety belt in accordance with a risk of an accident based on a situation around the vehicle. The vehicle includes a motor that winds a safety belt provided to the vehicle, detects a preceding vehicle and a following vehicle during travel of the vehicle, determines a risk of the following vehicle colliding with the vehicle, and controls winding of the safety belt by changing a winding speed of the safety belt by the motor in accordance with a detection result of the preceding vehicle in a case where it is determined that there is a risk.

Description

Technical Field

[0001] This invention relates to vehicles and motor seat belt control methods. Background Technology

[0002] Methods for controlling a vehicle based on information from vehicles in front of and behind it are known. For example, Patent Document 1 proposes a vehicle control device that appropriately controls the vehicle to avoid danger based on the relationship between the vehicle and vehicles located in front of and behind it. Furthermore, Patent Document 2 proposes a method for controlling the vehicle's seatbelt pretensioners when the driver's response to a crisis situation is determined.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2008-77309

[0006] Patent Document 2: Japanese Patent Publication No. 2009-527394 Summary of the Invention

[0007] The problem that the invention aims to solve

[0008] In the aforementioned prior art, seatbelt pretensioners are proposed that control the pretensioner based on the driver's risk level. However, the aforementioned prior art does not address the possibility of detecting the risk of an accident based on the surrounding conditions of the vehicle during driving and controlling the seatbelt based on the detection result. Preemptively controlling the seatbelt in anticipation of an accident risk is effective in mitigating the level of injury to passengers in the event of an accident.

[0009] The purpose of this invention is to control the winding of the seat belt based on the risk of an accident based on the conditions surrounding the vehicle.

[0010] means for solving problems

[0011] According to the present invention, for example, a vehicle is characterized in that the vehicle comprises: a motor for winding a seat belt disposed in the vehicle; a first detection mechanism for detecting a following vehicle during the movement of the vehicle; a second detection mechanism for detecting a preceding vehicle during the movement of the vehicle; a determination mechanism for determining the risk of a following vehicle rear-ending the vehicle as detected by the first detection mechanism; and a control mechanism for controlling the winding of the seat belt by changing the winding speed of the motor when the determination mechanism determines that the risk exists.

[0012] Furthermore, according to the present invention, a control method for a motor-driven seatbelt installed in a vehicle is provided, characterized in that the control method includes: a first detection step, in which a following vehicle is detected during the driving of the vehicle; a second detection step, in which a preceding vehicle is detected during the driving of the vehicle; a determination step, in which a risk of rear-ending the vehicle detected in the first detection step is determined; and a control step, in which, when the risk is determined to exist in the determination step, the winding speed of the motor on the seatbelt is changed to control the winding of the seatbelt.

[0013] Invention Effects

[0014] According to the present invention, the winding of the seat belt can be controlled based on the risk of an accident based on the conditions surrounding the vehicle. Attached Figure Description

[0015] Figure 1 This is a block diagram of the vehicle and control device involved in the implementation method.

[0016] Figure 2 It means by Figure 1 The flowchart shows a process executed by the vehicle's control device.

[0017] Figure 3 It is a detailed functional block diagram of the control devices related to seat belt control.

[0018] Figure 4 This is a diagram showing an image captured by a camera on one of the vehicles behind it.

[0019] Figure 5 It is a diagram showing the relationship between a vehicle and the vehicles in front and behind.

[0020] Figure 6 This is a diagram showing a vehicle's seatbelt.

[0021] Figure 7 A flowchart illustrating the processing sequence of seatbelt winding control in response to the conditions surrounding the vehicle.

[0022] Figure 8 It is a flowchart illustrating the control steps for determining the risk of an accident.

[0023] Figure 9 This is a flowchart illustrating the control steps taken when the risk of an accident is low.

[0024] Explanation of reference numerals in the attached figures

[0025] V: Vehicle; 1: Control device; 20: ECU. Detailed Implementation

[0026] Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. Furthermore, the embodiments described below do not limit the invention to which the technical solution pertains, and all combinations of features described in the embodiments are not limited to those essential to the invention. Two or more features from the plurality of features described in the embodiments may be combined arbitrarily. Additionally, the same or identical structures are labeled with the same reference numerals, and repeated descriptions are omitted.

[0027] <First Implementation Method>

[0028] Figure 1 This is a block diagram of a vehicle V and its control device 1 according to an embodiment of the present invention. Figure 1 In the diagram, the outline of vehicle V is represented by a top view and a side view. As an example, vehicle V is a four-wheeled passenger car of sedan type.

[0029] The vehicle V in this embodiment is, for example, a parallel hybrid vehicle. In this case, the driving unit, i.e., the power unit 50, which outputs driving force to rotate the drive wheels of the vehicle V, can include an internal combustion engine, a motor, and an automatic transmission. The motor can be used as a drive source to accelerate the vehicle V, and can also be used as a generator (regenerative braking) during deceleration, etc.

[0030] <Control Device>

[0031] Reference Figure 1 The structure of the control device 1, which is an on-board device of vehicle V, will be described. The control device 1 includes an ECU group (control unit group) 2. The ECU group 2 includes multiple ECUs 20 to 29 configured to communicate with each other. Each ECU includes a processor (such as a CPU), a storage device such as a semiconductor memory, and an interface for external devices. The storage device stores the program executed by the processor, the data used by the processor during processing, etc. Each ECU may also have multiple processors, storage devices, and interfaces. It should be noted that the number of ECUs and their responsible functions can be appropriately designed, and can be subdivided or integrated compared to this embodiment. It should be noted that in... Figure 1 The names of representative functions of ECUs 20 to 29 are marked in the table. For example, ECU 20 is recorded as "Driving Control ECU".

[0032] ECU 20 performs controls related to driver assistance for autonomous driving of vehicle V and control of the motor-driven seatbelt (hereinafter referred to as "seatbelt"). In autonomous driving, the driving (acceleration of vehicle V based on power unit 50, etc.), steering, and braking of vehicle V are performed automatically without driver intervention. In manual driving, ECU 20 can perform driving assistance controls such as collision mitigation braking and lane departure prevention. Collision mitigation braking instructs the braking device 51 to operate to assist in collision avoidance when the probability of a collision with an obstacle ahead increases. Lane departure prevention instructs the electric power steering device 41 to operate to assist in preventing lane departure when the probability of vehicle V leaving its lane increases. Furthermore, ECU 20 can perform automatic following control, enabling vehicle V to automatically follow the vehicle in front, in both autonomous and manual driving modes. In autonomous driving, all acceleration, deceleration, and steering of vehicle V can also be performed automatically. In manual driving, acceleration and deceleration of vehicle V can also be performed automatically.

[0033] Furthermore, ECU 20 uses outputs from various detection mechanisms described later to determine the surrounding conditions of vehicle V and assess the risk of an accident. Based on this risk assessment, ECU 20, via ECU 29, controls motors 37A to 37D of the motorized seatbelts installed in each seat to adjust the seatbelt deflection. For example, in cases of high accident risk, ECU 20, via ECU 29, controls the winding of the motorized seatbelt to achieve the required deflection, preventing passengers from being ejected from the vehicle during an accident and mitigating passenger injury by correcting their posture. ECU 29 can wind or unwind the seatbelt by controlling the drive of motors 37A to 37D. Additionally, ECU 29 can change the winding speed by controlling the rotational speed of motors 37A to 37D. Furthermore, ECU 29 can also change the seatbelt tensile strength by controlling motors 37A to 37D in conjunction with the winding speed.

[0034] ECU21 is an environment recognition unit that identifies the driving environment of vehicle V based on the detection results of detection units 31A, 31B, 31C, 32A, and 32B, which detect the surrounding conditions of vehicle V. In this embodiment, detection units 31A and 31B are cameras (hereinafter sometimes referred to as cameras 31A and 31B) that capture images of the front of vehicle V, and are mounted on the front of the roof of vehicle V and inside the passenger compartment of the front window. Detection unit 31C is a camera (hereinafter sometimes referred to as camera 31C) that captures images of the rear of vehicle V, and is mounted on the rear of the roof of vehicle V and inside the passenger compartment of the rear window. By analyzing the images captured by cameras 31A to 31C, it is possible to extract the outline of targets and lane markings (white lines, etc.) on the road.

[0035] In this embodiment, detection unit 32A is an optical radar (Light Detection and Ranging) (hereinafter sometimes referred to as optical radar 32A), which detects objects around the vehicle V or measures the distance to the objects. In this embodiment, five optical radars 32A are provided: one at each corner of the front of the vehicle V, one at the center of the rear, and one on each side of the rear. Detection unit 32B is a millimeter-wave radar (hereinafter sometimes referred to as radar 32B), which detects objects around the vehicle V or measures the distance to the objects. In this embodiment, five radars 32B are provided: one at the center of the front of the vehicle V, one at each corner of the front, and one at each corner of the rear. These detection mechanisms are not limited to the sensors described in the embodiments; ultrasonic sonar, cameras, etc., may also be used.

[0036] Based on the detection results from these detection units 31A, 31B, 31C, 32A, and 32B, ECU21 detects the vehicles in front and behind vehicle V, predicts their speeds, and notifies ECU20. Based on the detection results from ECU21, ECU20 obtains the distance to the vehicle in front and the time to collision (TTC) margin between the vehicle and vehicle V.

[0037] ECU 22 is a steering control unit that controls the electric power steering system 41. The electric power steering system 41 includes a mechanism for steering the front wheels based on the driver's driving operation (steering operation) of the steering wheel ST. The electric power steering system 41 includes: a drive unit 41a containing a motor that provides driving force (sometimes called steering assist torque) for assisting steering operation or automatically steering the front wheels; a steering angle sensor 41b; and a torque sensor 41c that detects the steering torque borne by the driver (called steering load torque, distinct from steering assist torque). ECU 22 can acquire the detection results from the sensor 36 that detects whether the driver is holding the steering wheel ST, thereby monitoring the driver's grip status.

[0038] Directional indicator control levers 52 and 53 are located near the steering wheel ST. By operating the directional indicator control levers 52 and 53, the corresponding left and right directional indicators (not shown) can be activated. Furthermore, in this embodiment, the passenger can instruct the vehicle V to change its automatic driving route by operating the directional indicator control levers 52 and 53. For example, as an instruction to change the automatic driving route, the passenger can instruct a lane change to the left lane by operating the directional indicator control lever 53, and a lane change to the right lane by operating the directional indicator control lever 52. The passenger's instruction to change the driving route can also be processed in automatic driving or automatic following control.

[0039] ECU 23 is the brake control unit that controls the hydraulic system 42. The driver's braking operation on the brake pedal BP is converted into hydraulic pressure in the master cylinder BM and transmitted to the hydraulic system 42. The hydraulic system 42 is an actuator that controls the hydraulic fluid supplied to the brake systems (e.g., disc brakes) 51 located on each of the four wheels based on the hydraulic pressure transmitted from the master cylinder BM. ECU 23 performs drive control on the solenoid valves and other components included in the hydraulic system 42. Furthermore, ECU 23 can illuminate the brake lights 43B during braking. This increases the driver's attention to the vehicle V relative to following vehicles.

[0040] The ECU 23 and the hydraulic device 42 can constitute an electric servo brake. For example, the ECU 23 can control the braking force of the four brake devices 51 and the distribution of the braking force of the regenerative braking of the motor in the power unit 50. The ECU 23 can also realize ABS function, traction control and vehicle V attitude control function based on the detection results of the wheel speed sensors 38, yaw rate sensors (not shown) respectively installed on the four wheels, and pressure sensors 35 that detect the pressure in the brake master cylinder BM.

[0041] ECU 24 is a stop-and-hold control unit that controls the electric parking brake device (e.g., drum brake) 52 located on the rear wheels. The electric parking brake device 52 has a mechanism for locking the rear wheels. ECU 24 can control the locking and unlocking of the electric parking brake device 52 on the rear wheels.

[0042] ECU 25 is an in-vehicle reporting control unit that controls the information output device 43A that reports information to the in-vehicle. The information output device 43A may include, for example, a head-up display, a display device installed on the instrument panel, or an audio output device. It may also include a vibration device. ECU 25, for example, causes the information output device 43A to output various information such as vehicle speed and outside temperature, route guidance information, information related to the state of the vehicle V, and information about the surrounding conditions related to the vehicles in front and behind the vehicle V.

[0043] ECU26 is equipped with a communication device 26a for inter-vehicle communication. The communication device 26a communicates wirelessly with other vehicles in the vicinity to exchange information between vehicles.

[0044] ECU 27 is the drive control unit for controlling the power unit 50. In this embodiment, one ECU 27 is assigned to the power unit 50, but separate ECUs may also be assigned to the internal combustion engine, the motor, and the automatic transmission. ECU 27 controls the output of the internal combustion engine and the motor, or switches the gears of the automatic transmission, in accordance with driver operations and vehicle speed detected by the operation detection sensor 34a on the accelerator pedal AP and the operation detection sensor 34b on the brake pedal BP. It should be noted that in the automatic transmission, a speed sensor 39 is provided to detect the rotational speed of the output shaft of the automatic transmission, serving as a sensor for detecting the driving state of the vehicle V. The vehicle speed of the vehicle V can be calculated based on the detection result of the speed sensor 39.

[0045] ECU 28 is a position recognition unit that identifies the current position and travel route of vehicle V. ECU 28 controls the gyroscope sensor 33, GPS sensor 28b, and communication device 28c, and processes the detection or communication results. The gyroscope sensor 33 detects the rotational motion of vehicle V. The travel route of vehicle V can be determined based on the detection results of the gyroscope sensor 33, etc. The GPS sensor 28b detects the current position of vehicle V. The communication device 28c wirelessly communicates with a server providing map information and traffic information to obtain this information. High-precision map information can be stored in database 28a, and ECU 28 can determine the position of vehicle V on the lane with higher accuracy based on this map information, etc.

[0046] The input device 45 is configured in the vehicle in a manner that the driver can operate, and accepts input of instructions and information from the driver.

[0047] <Control Example>

[0048] As a driving control mode for vehicle V, control device 1 can, for example, switch between automatic driving mode and manual driving mode according to passenger instructions. In automatic driving mode, automatic driving control of vehicle V is performed. In automatic driving control, ECU 20 sets the action plan for vehicle V and outputs control commands to ECU 22, ECU 23, and ECU 27 according to the set action plan to control the steering, braking, and driving of vehicle V, automatically driving vehicle V without relying on driver operation. ECU 20 sets the driving path for vehicle V and, referring to the position recognition results and object recognition results of ECU 28, causes vehicle V to travel along the set driving path.

[0049] When a passenger indicates their destination, route guidance is provided to direct vehicle V to that destination. Objects are identified based on the detection results of detection units 31A, 31B, 32A, and 32B. When driving on highways or other routes where it is possible to follow the vehicle in front, automatic follow control is implemented, automatically following the vehicle ahead. Automatic follow control can also be implemented in manual driving control as a driver assistance control.

[0050] Figure 2 This describes the control flow of the ECU 20, which is repeatedly executed to automate the driving of such a vehicle V. In S1, an action request is generated. Action requests include those generated by the system and those generated based on passenger instructions. System-generated action requests include, for example, actions such as acceleration, deceleration, left or right turns, overtaking of the vehicle in front, and lane changes, which the ECU 20 performs to execute the action plan. Passenger-instruction-based action requests include, for example, instructions based on passenger input.

[0051] In S2, it is determined whether the action request generated in S1 is permitted. The permission determination is made, for example, by referring to the vehicle's position recognition results, the driving path, and the recognition results of objects, to determine whether the action request generated in S1 can be executed. If it is determined that execution is permitted, then in S3, the driving control corresponding to the action request in S1 is executed. Here, control commands are output to ECU22, ECU23, and ECU27 to control the steering, braking, and driving of vehicle V.

[0052] <Functional structure related to seat belt control>

[0053] Reference Figure 3 The detailed functional structure of the control device 1 related to seat belt control will be described. Here, the ECU mainly involved in the seat belt control according to this embodiment will be described, and the description of other ECUs will be omitted. However, other ECUs not described separately may also be configured to participate in seat belt control as needed.

[0054] ECU 20 includes a front and rear vehicle detection unit 201, a risk assessment unit 202, and a rear-end collision detection unit 203. Additionally, ECU 29 includes a motor control unit 291. First, ECU 21 uses detection units 31A, 31B, 31C, 32A, and 32B to acquire information about the surrounding environment and notifies ECU 20. The front and rear vehicle detection unit 201 of ECU 20 uses images captured by cameras 31A and 31B to detect a vehicle traveling in front of vehicle V, and then obtains the distance and speed to the vehicle in front, detected using the measurement results from detection units 32A and 32B. Furthermore, the front and rear vehicle detection unit 201 uses images captured by camera 31C to detect a vehicle traveling behind vehicle V, and then obtains the distance and speed to the vehicle behind, detected using the measurement results from detection units 32A and 32B.

[0055] The risk assessment unit 202 determines the risk of an accident caused by a collision between the detected following vehicle and vehicle V. The risk assessment unit 202 obtains the time to collision (TTC) between the following vehicle and vehicle V based on the following vehicle's speed and distance. For example, in this embodiment, if the obtained time to collision is less than 200ms, it is determined that there is a risk of an accident. This embodiment describes an example of determining the risk of an accident, but it is not intended to limit the invention. For example, the risk of an accident can be classified into multiple levels based on the time to collision. For instance, if the time to collision is less than 200ms, it is judged as high risk; if the time to collision is between 200ms and 400ms, it is judged as medium risk; and if it exceeds 400ms, it is judged as low risk.

[0056] When the risk assessment unit 202 determines that there is a risk of a rear-end collision, i.e., a risk of an accident, it notifies the ECU 29 of this situation. The motor control unit 291 of the ECU 29, according to the notified information, drives the motors 37A to 37D of the seatbelt currently being used by the passenger to wind the seatbelt and reduce its deflection. Furthermore, the motor control unit 291 adjusts the speed of winding the seatbelt based on the presence or absence of a preceding vehicle as notified by the ECU 20. Specifically, if there is a risk of a rear-end collision between the vehicle V and the preceding vehicle when a preceding vehicle is present, the motor control unit 291 winds the seatbelt rapidly in such a situation. The winding speed can also be adjusted based on the distance between the preceding vehicle and the vehicle V.

[0057] The rear-end collision detection unit 203 detects a rear-end collision between a vehicle and the vehicle V based on a detection signal from an acceleration sensor (collision sensor, not shown). It should be noted that the acceleration sensor is preferably located at multiple points inside the housing of the vehicle V, particularly at the rear. This allows, for example, the detection of a rear-end collision from a following vehicle. If the rear-end collision detection unit 203 detects a rear-end collision, it notifies the ECU 29 to control the rewinding of the seatbelt, which may have loosened due to the collision.

[0058] The ECU 25 can also notify the driver of situations where the risk of an accident has increased due to factors such as urging from a following vehicle, based on the risk assessment result of the risk assessment unit 202. Additionally, the ECU 25 can also notify the driver of the seatbelt winding operation that is currently being performed in accordance with the assessment result.

[0059] ECU29 via motor control unit 291 Figure 6The seatbelt winding control is performed in the direction indicated by the arrow. The winding speed can be varied by controlling the rotation speed of the motor. Furthermore, to notify passengers that winding control is in progress, it can also be controlled intermittently. In this case, winding control is intermittently stopped to perform seatbelt winding in stages.

[0060] <Surroundings detection>

[0061] Next, refer to Figure 4 The method for detecting following vehicles based on images captured by camera 31C is explained.

[0062] The captured image 400 by camera 31C includes vehicle V2, which is the following vehicle. A line drawn at 1m intervals represents the distance between vehicle V (hereinafter referred to as vehicle V1) and vehicle V2, which is the following vehicle. Therefore, it can be known that vehicle V2 is traveling at a position 2m to 3m behind vehicle V1. This distance can also be calculated from the captured image 400, but it can also be obtained based on the measurement results of detection units 32A and 32B.

[0063] Furthermore, the speed of vehicle V2 can be predicted based on captured image 400 and captured images taken at different times (e.g., captured image taken 1 second later). Various methods exist for determining the speed of vehicle V2; any method can be used. For example, the speed of vehicle V2 can be predicted based on the speed of vehicle V1 (which is the vehicle itself), the difference between captured image 400 and subsequent captured images, and the change in distance from vehicle V2.

[0064] It should be noted that the captured image 400 can also be displayed by the ECU 25 on the information output device 43A in the event of a potential vehicle V2 collision. In this case, it is preferable to display a moving image, and it may also display messages such as warnings of danger or markings.

[0065] <Relationship with the car in front and the car behind>

[0066] Next, refer to Figure 5 The relationship between this vehicle and the preceding and following vehicles in this embodiment will be explained. V1 represents this vehicle. V2 represents the following vehicle. V3 represents the preceding vehicle. Each vehicle V1 to V3 travels in the upward direction shown in the diagram, traveling in lane L2 of the multiple lanes L1 to L3.

[0067] T1 represents the distance between the front end of vehicle V1 (the vehicle in question) and the rear end of vehicle V3 (the preceding vehicle). T2 represents the distance between the rear end of vehicle V1 and the front end of vehicle V2 (the following vehicle). The risk assessment unit 202 obtains the aforementioned collision margin based on distance T2, the speeds of vehicles V1 and V2, and determines the risk of an accident. Furthermore, in cases where there is a risk of an accident, the seatbelt winding speed is adjusted based on the presence or absence of a preceding vehicle. It should be noted that even if a preceding vehicle is detected, this can be determined if the distance T1 is within a predetermined value (e.g., within 5 meters). That is, even if a vehicle exists in front of vehicle V1, if the distance exceeds 5 meters, it may not be considered a preceding vehicle. Additionally, the aforementioned predetermined value can be adjusted based on the speed of vehicle V1.

[0068] Here, the preceding vehicle traveling in the same lane has been described, but it is not limited to this; it can also be identified as the preceding vehicle even when traveling in different lanes L1 and L3. In this case, it is preferable to change the aforementioned predetermined value for each lane. For example, the predetermined value can be set to 5m for vehicles in the same lane L2, and to 3m for vehicles in different lanes L1 and L3.

[0069] <Processing Steps>

[0070] Next, refer to Figures 7 to 9 The processing sequence for controlling the seatbelt winding in accordance with the conditions around the vehicle, as described in this embodiment, will be explained. Figure 7 This indicates the basic process. Figure 8 and Figure 9 express Figure 7 The flowchart describes the sub-processes performed during the driving of vehicle V.

[0071] (Main Process)

[0072] Reference Figure 7 The basic process is explained below. First, in S11, ECU20 determines the risk of vehicle V during its journey. In this embodiment, the collision time margin (TTC) is calculated as the risk of vehicle V to determine the danger of a collision between vehicle V and a vehicle following it. The details of the processing in S11 are explained using... Figure 8This will be described later. Next, in S12, ECU20 determines whether there is a risk of collision with a following vehicle based on the TTC obtained in S11. Here, for example, if the TTC is below 200ms, it is determined that there is a risk of collision with a following vehicle. This value is set from the viewpoint of preventing false detections, but it can also be varied according to vehicle performance and other environmental information. If a risk is determined, proceed to S13; otherwise, proceed to S18. In S18, ECU20 performs control under no-risk conditions and ends the process. For detailed processing of S18, please refer to... Figure 9 To be described later.

[0073] On the other hand, in S13, ECU20 determines whether there is a preceding vehicle relative to vehicle V based on the detection information from ECU21. Here, it is possible that if the distance between vehicle V and the preceding vehicle is within a predetermined value (e.g., 5m, within 1 second TTC), it is determined that there is a preceding vehicle; if the distance is greater, it is determined that there is no preceding vehicle. Furthermore, the aforementioned predetermined value can be changed depending on whether the preceding vehicle is traveling in the same lane as vehicle V or in a different lane. For example, it could be set to 5m if it is in the same lane and 3m if it is in a different lane. If it is determined that there is a preceding vehicle, proceed to S14; otherwise, proceed to S17.

[0074] In step S17, ECU20 instructs ECU29 to wind the seatbelt at a normal speed. Upon receiving this instruction, ECU29 controls the seatbelt motor 291 to wind the seatbelt at a normal speed. This provides stronger restraint for the passenger wearing the seatbelt, reducing the risk of injury in a rear-end collision. Furthermore, the seatbelt winding is performed on all seats of the passenger's location. The process described in this flowchart ends when the seatbelt winding is complete.

[0075] On the other hand, when a vehicle ahead is detected, in S14, ECU20 instructs ECU29 to perform seatbelt winding at a higher speed than the normal speed winding in S17. If the ECU29 receives this instruction, the motor control unit 291 controls the seatbelt motor at a faster rotation speed than the motor in S17, thus winding the seatbelt at high speed. This is to account for the risk that, in the event of a collision between a following vehicle and vehicle V, vehicle V might be propelled forward by the impact of the collision, potentially rear-ending the vehicle ahead. In other words, the seatbelt is wound in advance assuming multiple accidents.

[0076] Next, in S15, ECU20 determines whether a rear-end collision has occurred between the following vehicle and vehicle V. If no rear-end collision has occurred, the process in this flowchart ends. On the other hand, if a rear-end collision is determined to have occurred, the process proceeds to S16, where ECU20 instructs ECU29 to rewind the seatbelt. If ECU29 accepts this instruction, the motor control unit 291 controls the seatbelt motor to rewind the seatbelt. This is to eliminate deflection of the seatbelt due to slack caused by a rear-end collision, reducing the risk of injury to passengers in the event of a further rear-end collision with the preceding vehicle. It should be noted that a higher winding speed is preferable at this point. The process in this flowchart ends when the rewinding of the seatbelt is completed.

[0077] (Risk identification)

[0078] Next, refer to Figure 8 The risk determination process in S11 will be explained. First, in S111, ECU20 obtains the detection results from ECU21 using the detection units 31A, 31B, 31C, 32A, and 32B. These detection results include images captured by cameras 31A, 31B, and 31C, and information about the distance to a predetermined object (e.g., a vehicle in front or behind) detected by detection units 32A and 32B. It should be noted that other environmental information may also be included without limiting the invention.

[0079] Next, in S112, ECU20 determines whether there is a following vehicle on vehicle V based on the information obtained in S111. For example, it determines whether there is a following vehicle based on the image captured by camera 31C. In addition, it can determine whether there is a preceding vehicle based on the images captured by cameras 31A and 31B. If there is a following vehicle, it proceeds to S113; otherwise, the processing in this flowchart ends, and the process returns to the main flow.

[0080] In S113, ECU20 acquires the distance between the following vehicle and vehicle V, detected by detection units 32A and 32B. It should be noted that in vehicles without detection units 32A and 32B, the distance to the following vehicle can also be acquired from the image captured by camera 31C. Next, in S114, ECU20 estimates the speed of the following vehicle based on the information acquired in S111 and its own speed. Then, in S115, ECU20 calculates the collision margin based on the distance to the following vehicle and the speed of the following vehicle obtained in S113 and S114, ends the processing in this flowchart, and returns to the main process.

[0081] (No risk control)

[0082] Next, refer to Figure 9This section explains risk-free control for S18. Here, control in situations where the risk of an accident is low will be explained. Even when the risk of an accident is deemed low according to the TTC (Traffic Traffic Control), there is still a risk of an accident occurring regardless of the TTC, such as being urged on by a vehicle behind. Therefore, a structure that engages the seatbelt based on the distance to the vehicle behind and informs passengers of urging driving from the vehicle behind. Furthermore, while it is possible to determine whether urging driving is occurring based on camera footage, etc., an example of seatbelt engagement control based solely on the distance to the vehicle behind, regardless of whether urging driving is occurring, will be explained here. It should be noted that this invention is not intended to be limited; the following process can also be implemented by determining whether road rage is occurring and considering the result of that determination.

[0083] First, in S181, ECU20 determines the distance between vehicle V and the following vehicle based on detection information from ECU21. Here, as an example, the determination is divided into cases where the distance is less than 3m, 3m to 5m, and more than 5m. If the distance is more than 5m, the process in this flowchart ends without specifically performing seatbelt winding, and the process returns to the main flow. Alternatively, if the distance is less than 3m, the process proceeds to S182, where ECU20 intermittently winds the seatbelt at a faster reporting pace, ends the process in this flowchart, and the process returns to the main flow. Furthermore, if the distance is between 3m and 5m, the process proceeds to S183, where ECU20 intermittently winds the seatbelt at a slower pace than in S182, ends the process in this flowchart, and the process returns to the main flow. Thus, according to this embodiment, even when no risk is determined, the seatbelt is wound according to the distance to the following vehicle, and this winding is performed intermittently, thereby providing a risk-related report to the passenger. As a result, passengers can detect risks in advance and take safer measures, such as avoiding accidents.

[0084] <Summary of Implementation Methods>

[0085] The above embodiments disclose at least the following embodiments.

[0086] 1. The vehicle (e.g., V) according to the above embodiments is as follows:

[0087] A motor (e.g., 37A to 37D) that winds the seat belts installed in the vehicle;

[0088] The first inspection agency (e.g., 31C, 32A, 32B) inspects the following vehicle during the vehicle's operation.

[0089] A second inspection agency (e.g., 31A, 31B, 32A, 32B) inspects the vehicle in front while the vehicle is in motion.

[0090] A determining body (e.g., 202) determines the risk of a rear-end collision with the vehicle detected by the first detection body.

[0091] A control mechanism (e.g., 202, 291) controls the winding of the seat belt by changing the winding speed of the motor, based on the detection results of the second detection mechanism on the vehicle ahead, when the determination mechanism determines that the danger exists.

[0092] According to this embodiment, the winding of the seat belt is controlled based on the risk of an accident according to the conditions surrounding the vehicle. This reduces the risk of injury to passengers in the event of a rear-end collision.

[0093] 2. In the above embodiments,

[0094] If the determination mechanism determines that a hazard exists, the control mechanism will wind the seat belt at a normal speed if the second detection mechanism does not detect the vehicle in front, and at a faster speed than normal if the second detection mechanism detects the vehicle in front (e.g., S13, S14, S17).

[0095] According to this embodiment, the winding speed of the seat belt is further changed according to the presence or absence of the vehicle in front, thus enabling seat belt control corresponding to the possibility of multiple accidents and reducing the injury value of passengers in the event of multiple accidents.

[0096] 3. In the above embodiments,

[0097] It also includes a third detection mechanism (e.g., S15, an acceleration sensor) for detecting rear-end collisions with the vehicle.

[0098] The control mechanism is configured such that,

[0099] If the determination mechanism determines that the danger exists, and the second detection mechanism detects a vehicle ahead, after the seat belt is wound at a faster-than-usual speed, the seat belt is wound again when the third detection mechanism detects a rear-end collision with the vehicle behind (e.g., S16).

[0100] According to this embodiment, the seat belt that has become loose due to a rear-end collision can be rewound, thereby providing stronger restraint for passengers and enabling proper preparation for multiple accidents.

[0101] 4. In the above embodiments,

[0102] If the collision margin between the following vehicle and the vehicle is less than a predetermined value, the determination mechanism determines that there is a risk of the following vehicle rear-ending the vehicle (e.g., S12, TTC) as detected by the first detection mechanism.

[0103] According to this embodiment, the risk of collision can be appropriately judged based on the position and speed of the following vehicle obtained in accordance with camera images and radar measurements.

[0104] 5. In the above embodiments,

[0105] Even if the determination mechanism determines that there is no danger, the control mechanism will still wrap the seat belt according to the distance between the vehicle and the following vehicle (e.g., S181 to S183).

[0106] According to this implementation, regardless of the aforementioned TTC, in situations such as road rage driving, the seat belt can be wound according to the distance to the vehicle, thereby preventing impact caused by a collision.

[0107] 6. In the above embodiments,

[0108] The aforementioned control mechanism winds the seatbelt when the distance between the vehicle and the following vehicle is within a predetermined distance; the shorter the distance, the faster the seatbelt is wound (e.g., S181 to S183).

[0109] According to this implementation, regardless of the aforementioned TTC, when road rage is in progress, the shorter the distance between the vehicle and the other vehicle, the faster the seatbelt is wrapped, thereby preventing the impact of a collision.

[0110] 7. In the above embodiments,

[0111] When the determination mechanism determines that there is no danger, the control mechanism intermittently winds the seat belt during the winding process (e.g., S182, S183).

[0112] According to this implementation, in situations such as road rage driving, the situation can be appropriately reported to passengers.

[0113] 8. In the above embodiments,

[0114] If the distance between the vehicle and the vehicle in front is within a predetermined distance, the second detection mechanism detects it as the vehicle in front of the vehicle (e.g., S13).

[0115] According to this embodiment, excessive winding of the seat belt can be reduced.

[0116] 9. In the above embodiments,

[0117] The second testing organization is composed of,

[0118] If the vehicle and the vehicle in front are in the same lane, and the distance between them is within a first distance, then the vehicle is detected as the vehicle in front of the vehicle.

[0119] If the aforementioned vehicle and the vehicle in front are in different lanes, and the distance between them is within a second distance that is shorter than the first distance, then the vehicle is detected as the vehicle in front of the aforementioned vehicle (e.g., S13).

[0120] According to this embodiment, excessive winding of the seat belt can be reduced.

[0121] 10. In the above embodiments,

[0122] The control mechanism, together with the winding speed of the seat belt, changes the tensile strength of the seat belt.

[0123] According to this embodiment, the winding speed can be increased, and the torque can be enhanced, allowing for more effective posture correction.

[0124] The above describes the embodiments of the invention, but the invention is not limited to the embodiments described above, and various modifications and alterations can be made within the scope of the invention's intent.

Claims

1. A vehicle, characterized in that, The vehicle has the following features: A motor that winds the seat belts installed in the vehicle; The first testing agency inspects the following vehicles while the vehicle is in motion; The second inspection agency inspects the vehicle in front of it while the vehicle is in motion; A third testing agency conducted the rear-end collision inspection on the vehicle. The determining body assesses the risk of a rear-end collision with the vehicle detected by the first testing body. as well as A control mechanism, which, when determined by the determination mechanism to have a hazard, changes the winding speed of the seatbelt by the motor to control the winding of the seatbelt. The control mechanism is configured such that, when the determination mechanism determines that the danger exists and the second detection mechanism detects a vehicle ahead, after the seat belt is wound at a speed faster than usual, the third detection mechanism detects a rear-end collision with the vehicle behind, and then the seat belt is wound again.

2. The vehicle according to claim 1, characterized in that, If the determination mechanism determines that a danger exists, the control mechanism will wind the seat belt at a normal speed if the second detection mechanism does not detect the vehicle in front, and at a faster speed than normal if the second detection mechanism detects the vehicle in front.

3. The vehicle according to claim 1, characterized in that, If the collision time margin between the following vehicle and the vehicle is less than a predetermined value, the determination mechanism determines that there is a risk of the following vehicle rear-ending the vehicle, as detected by the first detection mechanism.

4. The vehicle according to claim 1, characterized in that, Even if the determination mechanism determines that there is no danger, the control mechanism will still wind the seat belt according to the distance between the vehicle and the following vehicle.

5. The vehicle according to claim 4, characterized in that, The control mechanism winds the seatbelt when the distance between the vehicle and the following vehicle is within a predetermined distance; the shorter the distance, the faster the seatbelt is wound.

6. The vehicle according to claim 4, characterized in that, When the determination mechanism determines that there is no danger, the control mechanism intermittently winds the seat belt during the winding process.

7. The vehicle according to claim 1, characterized in that, If the distance between the vehicle and the vehicle in front is within a predetermined distance, the second detection agency detects it as the vehicle in front of the vehicle.

8. The vehicle according to claim 7, characterized in that, If the vehicle and the vehicle in front are in the same lane, and their distance is within a first distance, then the second detection agency detects it as the vehicle in front of the first vehicle. If the vehicle and the vehicle in front are in different lanes, and the distance between them is within a second distance shorter than the first distance, then the second detection mechanism detects it as the vehicle in front of the vehicle.

9. The vehicle according to claim 1, characterized in that, The control mechanism simultaneously changes the winding speed of the seat belt and the tensile strength of the seat belt.

10. A method for controlling a motor-driven seatbelt, wherein the motor-driven seatbelt is installed in a vehicle, characterized in that, The control method for the motor-driven safety belt includes: The first detection step involves detecting the following vehicle while the vehicle is in motion. The second detection step involves detecting the vehicle in front while the vehicle is in motion. The third detection step involves detecting a rear-end collision with the vehicle. The determination step involves determining the risk of a rear-end collision with the vehicle detected in the first detection step. as well as The control step involves, when the determination step indicates the presence of the aforementioned hazard, adjusting the winding speed of the seatbelt by changing the motor speed to control the winding of the seatbelt. In the control step, if the danger is determined to exist in the determination step and a vehicle in front is detected in the second detection step, after the seat belt is wound at a faster-than-usual speed, the seat belt is wound again when a rear-end collision with the vehicle is detected in the third detection step.

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