Vehicle with occupant protection function

A vehicle with an occupant protection function includes an occupant protection device and an occupant monitoring device. The occupant protection device is provided in the vehicle and configured to perform protection operation of supporting, with a seatbelt, an occupant in the vehicle upon collision of the vehicle. The occupant monitoring device is provided in the vehicle and configured to monitor the occupant in the vehicle. The occupant monitoring device is configured to determine whether the occupant in the vehicle is aware of the collision of the vehicle. The occupant protection device is configured to, in a case where the occupant monitoring device determines that the occupant is unaware of the collision of the vehicle, increase tension of the seatbelt gradually as compared with a case where the occupant monitoring device determines that the occupant is aware of the collision.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims priority from Japanese Patent Application No. 2019-049207 filed on Mar. 15, 2019, the entire contents of which are hereby incorporated by reference.

BACKGROUND

The technology relates to a vehicle with an occupant protection function.

To protect an occupant, a vehicle uses an occupant protection device such as a seatbelt device. Reference is made to Japanese Unexamined Patent Application Publication (JP-A) No. 2000-016230, for example.

SUMMARY

An aspect of the technology provides a vehicle with an occupant protection function. The vehicle includes an occupant protection device and an occupant monitoring device. The occupant protection device is provided in the vehicle and configured to perform protection operation of supporting, with a seatbelt, an occupant in the vehicle upon collision of the vehicle. The occupant monitoring device is provided in the vehicle and configured to monitor the occupant in the vehicle. The occupant monitoring device is configured to determine whether the occupant in the vehicle is aware of the collision of the vehicle to occur. The occupant protection device is configured to, in a case where the occupant monitoring device determines that the occupant is unaware of the collision of the vehicle to occur, increase tension of the seatbelt gradually as compared with a case where the occupant monitoring device determines that the occupant is aware of the collision.

DETAILED DESCRIPTION

In the following, some example embodiments of the technology are described with reference to the accompanying drawings. Note that the following description is directed to illustrative examples of the disclosure and not to be construed as limiting to the technology. In each of the drawings referred to in the following description, elements have different scales in order to illustrate the respective elements with sizes recognizable in the drawings. Therefore, factors including, without limitation, the number of each of the elements, the shape of each of the elements, a size of each of the elements, a ratio between the elements, and relative positional relationship between the elements are illustrative only and not to be construed as limiting to the technology. Further, elements in the following example embodiments which are not recited in a most-generic independent claim of the disclosure are optional and may be provided on an as-needed basis. Throughout the present specification and the drawings, elements having substantially the same function and configuration are denoted with the same numerals to avoid any redundant description.

FIGS. 1A to 1Care schematic explanatory diagrams illustrating an automobile1that is applicable to a traffic system80according to one example embodiment of the technology.

The automobile1inFIGS. 1A to 1Cis an example of a vehicle. The automobile1may include a cabin2that is provided in the middle of a body and allows an occupant to be on board. The cabin2may be provided with seats3in each of which the occupant may sit. The cabin2may be provided with a toe board4in a front part. On the front side of the seats3, a steering wheel5may protrude rearward from the toe board4. It is possible for the occupant to sit in the seat3and operate an operating member such as the steering wheel5.

FIG. 2is a schematic explanatory diagram illustrating a control system50of the automobile1.FIG. 2also illustrates control electronic control units (ECUs) that are included in respective control modules. The control modules represented by the control ECUs may constitute the control system50.

For example,FIG. 2illustrates a driving ECU51, a steering ECU52, a braking ECU53, an automated driving/drive assist ECU54, a drive operation ECU55, a detection ECU56, an air-conditioning ECU57, an occupant monitoring ECU58, a protection ECU59, an external communication ECU60, a UIECU61, and a system ECU62. These control ECUs may be coupled to a central gateway (CGW)67serving as a relay via an in-vehicle network66that is adopted in the automobile1. Examples of the in-vehicle network66may include a Controller Area Network (CAN) and a Local Interconnect Network (LIN). The in-vehicle network66may couple, for example, the occupant monitoring ECU58of an occupant monitoring device40to the protection ECU59of an occupant protection device26.

In each control module, the control ECU may be coupled to an electronic apparatus that is used in the automobile1. Being activated, the control ECU may perform various processes, and control operation of the electronic apparatus coupled to the control ECU, on the basis of information (data) acquired from the in-vehicle network66. The control ECU may also output, to the in-vehicle network66, information (data) such as an operation state of the electronic apparatus coupled to the control ECU.

For example, the drive operation ECU55may be coupled to operation detection sensors including the steering wheel5, a brake pedal71, an accelerator pedal72, and a shift lever73. The occupant may operate the operation detection sensors to control traveling of the automobile1. The drive operation ECU55may output control information corresponding to amounts of operation to the in-vehicle network66. The driving ECU51, the steering ECU52, and the braking ECU53may acquire information from the in-vehicle network66, and control traveling of the automobile1.

The detection ECU56may be coupled to elements including a speed sensor74, an acceleration sensor75, and exterior cameras31of the automobile1. The acceleration sensor75may be able to detect an acceleration of the automobile1due to collision, for example. The detection ECU56may output, to the in-vehicle network66, information such as values of the speed sensor74and the acceleration sensor75of the automobile1and images of the exterior cameras31. The detection ECU56may predict collision on the basis of the images of the exterior cameras31, and output a prediction result to the in-vehicle network66. The central gateway67may relay information. The UIECU61may acquire information from the in-vehicle network66, and display the information on a display76coupled to the UIECU61. The UIECU61may be coupled to, as well as the display76, an operating device77to be operated by the occupant.

The occupant monitoring ECU58may be coupled to an interior camera41and a microphone78. The occupant monitoring ECU58may be a control ECU of the occupant monitoring device40. The occupant monitoring ECU58may perform various processes related to the occupant in the automobile1, depending on information such as the image of the interior camera41, sound of the microphone78, or an acceleration of impact, for example, acquired from the in-vehicle network66. The occupant monitoring ECU58may output an image, sound, and other information (data) to the in-vehicle network66as necessary.

The protection ECU59may be coupled to an airbag device20and a seatbelt device10. The protection ECU59may control operation of the airbag device20and the seatbelt device10, on the basis of information acquired from the in-vehicle network66.

The external communication ECU60may wirelessly communicate with, for example, a communication base station81and a communication device of another automobile82that are present outside the automobile1. The traffic system80may include the communication base station81, the communication device of the other automobile82, and a server device83. The external communication ECU60may wirelessly transmit information acquired from the in-vehicle network66to the communication base station81and the communication device of the other automobile82. The transmitted information may be used in the server device83or the other automobile82, for example. The external communication ECU60may also receive information from the communication base station81and the communication device of the other automobile82, and output the received information to the in-vehicle network66. This enables the occupant monitoring ECU58, for example, of the automobile1to transmit and receive information (data), via the external communication ECU60, to/from the server device83or the other automobile82outside the automobile1.

The control system50illustrated inFIG. 2may operate by each unit being supplied with electric power from a battery91that is provided in the automobile1. Electric power supply lines from the battery91to each unit may run throughout the automobile1, together with communication cables of the in-vehicle network66, for example. The control system50may be supplied with electric power from an electric power generator and an electric power receiver, in addition to the battery91.

As described above, the automobile1may be provided with, to perform protection operation of protecting the occupant upon collision, the occupant protection device26including the seatbelt device10and the airbag device20.

The seatbelt device10may include a seatbelt11to be stretched over the occupant who is seated in the seat3. The seatbelt device10may apply tension to the seatbelt11upon collision, and restrain the occupant to make it difficult for the occupant to come away from the seat3.

The airbag device20may include an airbag21to be deployed on, for example, the front side or the right or left side of the seat3. The airbag device20may deploy the airbag21upon collision, and support the occupant to prevent the occupant from falling or coming away from the seat3.

In this manner, the automobile1is able to protect the occupant in the automobile1upon collision. This makes it less likely for the occupant to greatly come away from a seating position, and is expected to offer a certain protection effect for the occupant.

However, even if the airbag21is deployed upon collision, a sufficient occupant protection effect is not necessarily offered.

For example, if high tension is suddenly applied to the seatbelt11upon collision, great force can instantaneously act on chests, for example, of some occupants. Such occupants may include an occupant who is caused to move forward, for example, by collision.

As described above, it is desired that the automobile1be further improved in occupant protection performance.

FIG. 3is a block diagram illustrating the occupant monitoring device40and the occupant protection device26. The occupant monitoring device40includes the occupant monitoring ECU58illustrated inFIG. 2.

The occupant monitoring device40inFIG. 3may include an in-vehicle communicator101, the occupant monitoring ECU58, a memory102, a timer103, the microphone78, the interior camera41, a driving unit105of a lens104, and an internal bus106that couple these elements. In addition to these elements, the occupant monitoring device40may independently include, for example, elements including an extra-vehicle emergency communicator107, an auxiliary acceleration sensor108, and an auxiliary exterior camera109that are coupled to the internal bus106. The auxiliary exterior camera109may be configured to capture an image of a pedestrian, for example. This enables the occupant monitoring device40to independently perform a process upon collision.

Each unit of the occupant monitoring device40may be supplied with electric power from the battery91of the automobile1. A path of the electric power supply may be coupled to a storage battery110that stores backup electric power. The occupant monitoring device40may be provided to be detachable from the automobile1.

The in-vehicle communicator101may be coupled to the in-vehicle network66. As illustrated in the drawing, for example, the in-vehicle communicator101may transmit and receive, via the in-vehicle network66, information (data) to/from other control ECUs such as the detection ECU56, the protection ECU59of the occupant protection device26, or the external communication ECU60.

The interior camera41may be an imaging device that captures an image of the cabin2of the automobile1. The interior camera41may be able to capture an image of the occupant in the automobile1.

The driving unit105may drive the lens104, and control a position of the lens104. Controlling the position of the lens104causes an angle of view of the interior camera41to change. If the lens104is controlled to a farthest position, the interior camera41may capture an image of an upper body including the head of the occupant serving as a driver, as indicated by a chain double-dashed line frame inFIG. 1B, for example. The occupant serving as the driver may be seated in the seat3to operate the steering wheel5, for example. If the lens104is controlled to a nearest position, the interior camera41may capture an image of the whole of the cabin2, as indicated by a chain line frame inFIG. 1B, for example. In this case, it is possible for the interior camera41to capture an image of, in addition to the occupant serving as the driver, another occupant who is seated in the seat3at a passenger seat or rear seats.

The microphone78may convert sound of the cabin2of the automobile1into an electrical signal.

The timer103may measure elapsed time or a time.

The extra-vehicle emergency communicator107may be a communication device that is able to communicate with the communication base station81or the other automobile82outside the automobile1in, for example, an emergency such as an accident. The extra-vehicle emergency communicator107may communicate with the communication base station81or the other automobile82by the same communication method as that used by the external communication ECU60.

Like the acceleration sensor75, the auxiliary acceleration sensor108may detect an acceleration that acts on the automobile1.

The memory102may record various kinds of information, such as images and detection values, acquired by the occupant monitoring device40. The memory102may also record a program for occupant monitoring.

The occupant monitoring ECU58may read the program for occupant monitoring from the memory102and perform the program. Thus, the occupant monitoring ECU58may serve as a controller of the occupant monitoring device40. The controller of the occupant monitoring device40may control overall operation of the occupant monitoring device40, enabling the occupant monitoring device40to achieve occupant monitoring.

For example, the occupant monitoring ECU58may determine whether the occupant is aware of collision of the automobile1, on the basis of the image of the occupant in the automobile1captured by the interior camera41.

The occupant protection device26may include the protection ECU59, the airbag device20, and the seatbelt device10.

For example, in a case where the acceleration sensor75detects collision of the automobile1, the protection ECU59of the occupant protection device26may perform restraint by the seatbelt11for the occupant in the automobile1, depending on whether the occupant is aware of the collision, which is determined by the occupant monitoring device40.

FIG. 4is an explanatory diagram illustrating an example of the seatbelt device10that is controlled by protection operation of the occupant protection device26illustrated inFIG. 3.

FIG. 4is a front view of the occupant seated in the seat3.

The seatbelt device10may include the seatbelt11and an actuator that winds the seatbelt11. The seatbelt11may be stretched over a waist and the upper body of the occupant seated in the seat3.

The protection ECU59of the occupant protection device26may control activation and stop of the actuator and driving force of the activated actuator. The seatbelt11may be wound by the driving force of the activated actuator to restrain the occupant seated in the seat3. For example, in a state in which the seatbelt11is wound to press the occupant against the seat3, the driving force of the actuator may serve as restraining force of the seatbelt11.

FIG. 5is a flowchart illustrating a monitoring process for occupant protection that is performed by the occupant monitoring ECU58of the occupant monitoring device40illustrated inFIG. 3.

For example, when the occupant goes on board the automobile1and the occupant monitoring device40starts operation, the occupant monitoring ECU58may perform the process illustrated inFIG. 5.

In step ST1, the occupant monitoring ECU58may start capturing of images of the occupant by the interior camera41, and start to acquire the captured images.

In step ST2, the occupant monitoring ECU58may determine whether collision is predicted. For example, the occupant monitoring ECU58may acquire, from the in-vehicle communicator101, collision prediction that has been outputted to the in-vehicle network66by the detection ECU56, and determine whether collision is predicted. In another example, the external communication ECU60may receive the possibility of collision for the automobile1or the other automobile82preceding the automobile1from the other automobile82or the communication base station81, for example, and output information of collision ahead to the in-vehicle network66. In that case, the occupant monitoring ECU58may acquire the information of collision ahead, and determine whether collision is predicted. In a case where no collision is predicted (ST2: N), the occupant monitoring ECU58may return the process to step ST1. In a case where collision is predicted (ST2: Y), the occupant monitoring ECU58may advance the process to step ST3.

In addition, the occupant monitoring ECU58may instruct the driving unit105to switch an angle of view, to switch the angle of view from narrow-angle to wide-angle. Thus, the interior camera41may be switched from a state of capturing an image of only the driver to a state of capturing an image of the whole of the cabin2. On the basis of the image captured by the interior camera41, the occupant monitoring ECU58is able to determine an orientation or a motion of the upper body or the head for not only the driver but also another occupant other than the driver.

In step ST3, the occupant monitoring ECU58may determine whether the occupant is aware of the collision.

The occupant monitoring ECU58may extract an image of the occupant's eyeball from the acquired captured image on the basis of features, and determine a line-of-sight direction of the occupant from the extracted image. The occupant monitoring ECU58may extract an image of the occupant's head from the acquired captured image on the basis of features, and determine a direction of the occupant's head from the extracted image.

For example, the occupant monitoring ECU58may compare an input direction of impact due to the collision included in the collision prediction acquired in step ST2, with the specified line-of-sight direction of the occupant. In a case where these directions have an angular difference less than a predetermined angular difference, the occupant monitoring ECU58may determine that the occupant is aware of the collision (ST3: Y), and advance the process to step ST7. In contrast, in a case where these directions have an angular difference equal to or greater than the predetermined angular difference, the occupant monitoring ECU58may determine that the occupant is unaware of the collision (ST3: N), and advance the process to step ST4.

In step ST4, the occupant monitoring ECU58may issue an instruction to output a notice or a stimulus to cause the occupant to view a direction in which the collision is predicted.

For example, the occupant monitoring ECU58may cause the display76of the UIECU61to display the viewing direction as a notice. The occupant monitoring ECU58may output a notice, by sound, from a speaker (not illustrated) of the UIECU61. In another example, the occupant monitoring ECU58may apply microcurrent to the occupant by a current-carrying device (not illustrated) provided in the seat3or the steering wheel5.

In step ST5, the occupant monitoring ECU58may predict time left before the collision. The occupant monitoring ECU58may predict the time left before the collision, by subtracting the elapsed time measured by the timer103from a period until the collision included in the collision prediction acquired in step ST2.

In step ST6, the occupant monitoring ECU58may instruct the protection ECU59to start pretension control by the seatbelt11.

For example, the occupant monitoring ECU58may instruct the protection ECU59to start ramp control of sequentially increasing driving force (restraining force) of the seatbelt11, to attain a maximum tension in the time left before the collision.

The protection ECU59may start the pretension control by the seatbelt11, by using an actuator12. The protection ECU59may start the ramp control of sequentially increasing the driving force (restraining force) of the seatbelt11.

When the collision of the automobile1is predicted, the protection ECU59may start operation of gradually increasing the tension of the seatbelt11in a case where the occupant monitoring device40determines that the occupant is unaware of collision to occur.

In step ST7, the occupant monitoring ECU58may determine whether a state in which the collision is unavoidable is detected.

The occupant monitoring ECU58may determine whether the state in which the collision is unavoidable is detected by, for example, detecting the collision by acquiring an acceleration that acts on the automobile1due to the collision.

For example, the occupant monitoring ECU58may acquire, from the in-vehicle communicator101, collision detection that has been outputted to the in-vehicle network66by the detection ECU56, and determine whether the state in which the collision is unavoidable is detected.

In a case where the state in which the collision is unavoidable is not detected (ST7: N), the occupant monitoring ECU58may return the process to step ST2. In a case where the state in which the collision is unavoidable is detected (ST7: Y), the occupant monitoring ECU58may advance the process to step ST8.

In step ST8, the occupant monitoring ECU58may determine again whether the occupant is aware of the collision.

On the basis of an image captured after the process in step ST3, the occupant monitoring ECU58may determine whether the occupant is aware of the collision by a process similar to that in step ST3.

In a case where it is determined that the occupant is aware of the collision (ST8: Y), the occupant monitoring ECU58may advance the process to step ST9. In a case where it is determined that the occupant is unaware of the collision (ST8: N), the occupant monitoring ECU58may advance the process to step ST10.

In step ST9, the occupant monitoring ECU58may issue an instruction to perform the pretension control by the seatbelt11at a maximum output.

The protection ECU59may start the pretension control by the seatbelt11, by using the actuator12. The protection ECU59may start the restraint by the seatbelt11at the maximum output.

After refraining from starting operation of increasing the tension of the seatbelt11even though the collision of the automobile1is predicted, when it is detected that the collision of the automobile1is unavoidable, the protection ECU59may start operation of immediately increasing the tension of the seatbelt11to the maximum tension.

In step ST10, the occupant monitoring ECU58may issue an instruction to continue the pretension control by the seatbelt11started in step ST6. The occupant monitoring ECU58may issue an instruction to continue the pretension control by the ramp control, with a rate of increase of the driving force (restraining force) raised.

The protection ECU59may continue the ramp control of the restraining force of the seatbelt11started in step ST6.

The protection ECU59may continue the ramp control of the restraining force of the seatbelt11started in step ST6, with the rate of increase of the restraining force raised as compared with that in step ST6.

After starting the operation of gradually increasing the tension of the seatbelt11, when it is detected that the collision of the automobile1is unavoidable, the protection ECU59may continue the operation of increasing the tension of the seatbelt11, with a rate of increase of the tension raised.

FIG. 6is an explanatory diagram illustrating an example of a change in restraining force of the seatbelt11. The change is caused by the actuator12of the occupant protection device26, and is based on the process illustrated inFIG. 5.

The horizontal axis ofFIG. 6represents elapsed time from timing of the collision prediction. The vertical axis ofFIG. 6represents the restraining force (driving force) of the seatbelt11.

As illustrated inFIG. 6, in a case where the occupant is aware of collision when the collision is predicted, the actuator12may refrain from starting operation.

Thereafter, when unavoidability of the collision is detected, the actuator12may cause the seatbelt11to exert a maximum restraining force (driving force), regardless of whether the occupant is aware of the collision at that point in time.

In contrast, in a case where the occupant is unaware of the collision when the collision is predicted, the actuator12of the occupant protection device26may start, from the timing of the collision prediction, the ramp control of sequentially increasing the restraining force (driving force).

Thereafter, when unavoidability of the collision is detected, the actuator12may change the rate of increase of the restraining force (driving force), depending on whether the occupant is aware of the collision at that point in time, and continue the ramp control of the restraining force of the seatbelt11. For example, in a case where the occupant is aware of the collision, the ramp control of the restraining force of the seatbelt11may be continued, with the rate of increase of the restraining force (driving force) raised. In a case where the occupant is not yet aware of the collision, the ramp control of the restraining force of the seatbelt11may be continued, without raising the rate of increase of the restraining force (driving force).

In this manner, in a case where the occupant monitoring ECU58of the occupant monitoring device40determines that the occupant is unaware of collision of the automobile1when the collision is predicted, the protection ECU59may increase the tension of the seatbelt11gradually, e.g., slowly, as compared with a case where it is determined that the occupant is aware of the collision.

For example, the protection ECU59may increase the tension of the seatbelt11at a gradual rate of increase to attain a slope less than that of a chain line in the drawing. The chain line in the drawing is illustrated to have the same slope as that of a tangent in a case where it is detected that collision is unavoidable and the maximum restraining force (driving force) is exerted. The tangent is indicated by a dashed line in the drawing.

As described above, in the example embodiment, the occupant monitoring ECU58of the occupant monitoring device40determines whether the occupant in the automobile1is aware of collision of the automobile1. In a case where the occupant monitoring ECU58determines that the occupant is unaware of the collision of the automobile1, the protection ECU59of the occupant protection device26increases the tension of the seatbelt11gradually, as compared with a case where it is determined that the occupant is aware of the collision. Thus, in a case where the occupant is aware of the collision of the automobile1, it is possible to immediately apply high tension to the seatbelt11upon the collision, to firmly and reliably support the occupant who is expected to be bracing for the collision. In contrast, in a case where the occupant is unaware of the collision, the tension of the seatbelt11is increased gradually as compared with a case where the occupant is aware of the collision. This makes it possible to support the occupant who is in a normal state because of being unaware of the collision, without instantaneously applying great force to the chest of the occupant. By thus adjusting the tension of the seatbelt11on the basis of whether the occupant is aware of the collision, it is possible to perform occupant protection at an appropriate tension corresponding to a state of reaction of the occupant's body. It is expectable that the automobile1be further improved in occupant protection performance.

In the example embodiment, the occupant monitoring ECU58may determine whether the occupant is aware of the collision, on the basis of a motion of the occupant's head or eyeball in a direction in which the collision of the automobile1is predicted or detected, in an image captured by the imaging device that is able to capture an image of the occupant in the automobile1. This makes it possible to determine, with high accuracy, whether the occupant is aware of the collision.

In another example, the occupant monitoring ECU58may determine whether the occupant is aware of the collision, on the basis of any of a degree of opening of the occupant's pupil, facial expressions, a sudden motion of the occupant, and a pulse rate of the occupant that are observable in an image, or an operation performed on the automobile1. As the degree of opening of the occupant's pupil, for example, it may be determined whether the pupil is open to a greater degree than usual. Also in this case, it is possible for the occupant monitoring ECU58to determine, with high accuracy, whether the occupant is aware of the collision.

It is to be noted that a pulse of the occupant is observable from, for example, an infrared image of the occupant's arm. In another example, the pulse may be detected by a pulse sensor, such as a pulse sensor coupled to the occupant monitoring ECU58or a non-contact pulse sensor.

In the example embodiment, when the collision of the automobile1is predicted, the occupant monitoring ECU58may determine whether to start the operation of gradually increasing the tension of the seatbelt11, and the protection ECU59may operate on the basis of a result of the determination. For example, in a case where the occupant monitoring ECU58determines that the occupant is unaware of the collision, the protection ECU59may start the operation of gradually increasing the tension of the seatbelt11. In a case where the occupant monitoring ECU58determines that the occupant is aware of the collision, the protection ECU59may refrain from starting the operation of increasing the tension of the seatbelt11even if the collision of the automobile1is predicted.

Thus, for the occupant who is unaware of the possibility of the collision, restraint of the occupant may be started early from a point in time of the prediction to refrain from suddenly applying strong restraining force to the occupant. This helps to obtain appropriate restraining force at a point in time of the collision. For example, in the example embodiment, after starting the operation of gradually increasing the tension of the seatbelt11, when it is detected that the collision of the automobile1is unavoidable, the protection ECU59may continue the operation of increasing the tension of the seatbelt11, with a rate of increase of the tension raised. Thus, even in a case where a period from collision prediction to detection of collision unavoidability is very short, this helps to obtain appropriate restraining force at the point in time of the collision.

For the occupant who is aware of the collision and expected to be bracing for the collision, it is possible to allow a degree of freedom for the body by refraining from starting restraint at the point in time of the prediction. Thereafter, the occupant may be restrained at once upon the detection of collision unavoidability. This helps to appropriately restrain, by the seatbelt11, the occupant who properly reseated him/herself at the seating position of the seat3before the collision, for example.

For example, in the example embodiment, after refraining from starting the operation of increasing the tension of the seatbelt11even though the collision of the automobile1is predicted, when it is detected that the collision of the automobile1is unavoidable, the protection ECU59may start the operation of immediately increasing the tension of the seatbelt11to the maximum tension. Thus, even if strong restraining force is exerted immediately after the detection of collision unavoidability, this helps to obtain appropriate restraining force at the point in time of the collision without causing an issue.

Thus, in the example embodiment, it is possible to appropriately restrain the occupant upon collision, while preventing occurrence of issues that can be caused by the occupant being suddenly restrained by high restraining force of the seatbelt11without being aware of the collision.

To protect an occupant, a vehicle uses an occupant protection device such as a seatbelt device (see JP-A No. 2000-016230). The seatbelt device causes a seatbelt to be stretched over a waist and an upper body of the occupant seated in a seat, and stops unwinding of the seatbelt to support the occupant upon collision. This makes it less likely for the occupant to greatly come away from a seating position. The seatbelt device may exert a certain protection effect for the occupant.

However, if high tension is suddenly applied to the seatbelt upon collision, great force can instantaneously act on chests, for example, of some occupants. Such occupants may include an occupant who is caused to move forward, for example, by collision.

As described above, it is desirable to allow a vehicle to be further improved in occupant protection performance.

Although some example embodiments of the technology have been described in the foregoing, the technology is by no means limited to the example embodiments. Various changes and modifications may be made to any embodiment without departing from the scope of the technology.

Although the technology is described hereinabove in terms of example embodiments, it is not limited thereto. It should be appreciated that variations may be made in the described example embodiments by persons skilled in the art without departing from the scope of the technology as defined by the following claims. The limitations in the claims are to be interpreted broadly based on the language employed in the claims and not limited to examples described in this specification or during the prosecution of the application, and the examples are to be construed as non-exclusive. For example, in this technology, the use of the terms first, second, etc. do not denote any order or importance, but rather the terms first, second, etc. are used to distinguish one element from another. The term “disposed on/provided on/formed on” and its variants as used herein refer to elements disposed directly in contact with each other or indirectly by having intervening structures therebetween. Moreover, no element or component in this technology is intended to be dedicated to the public regardless of whether the element or component is explicitly recited in the following claims.