JP4876663B2 - Occupant protection device during vehicle rollover - Google Patents

Description

The present invention relates to an occupant protection device when an occupant head interferes with a ceiling when a vehicle rolls over.

  Conventionally, when a vehicle rolls over, a head protection airbag device provided with a side airbag that inflates and deploys the airbag in a curtain shape at the side of the passenger compartment to protect the occupant's head side is proposed. In addition to this, an occupant safety device provided with a roof airbag that protects the top of the occupant between the ceiling and the ceiling has been proposed (for example, Patent Document 2). reference).

  Therefore, by providing the side airbag and the roof airbag in this way, when the roll angle of the vehicle becomes excessive and the occupant head moves in the direction of the side wall of the vehicle interior such as a pillar or door glass, the side airbag The bag is unfolded and the impact load applied to the passenger's head side from the side wall of the passenger compartment is reduced.

Furthermore, when the vehicle rolls over and the vehicle body is substantially inverted and the roof panel is installed, the impact load received from the ceiling (headlining) to the head of the occupant by the roof airbag can be reduced. it can.
JP 2001-32853 A (page 3, FIG. 1) JP 11-321538 A (page 3, FIG. 2)

  However, in such a conventional vehicle occupant protection device during rollover, it is considered that the neck of the occupant can also be suppressed by reducing the impact load that the occupant head receives from the ceiling by the roof airbag. In practice, the probability of cervical damage is determined by the balance between the load that compresses the cervix and the cervical bending mode that occurs in combination with the load.

  For this reason, when the input load value is simply reduced or the impact load is reduced by holding the head, the bending moment of the neck may be increased.

Accordingly, the present invention provides an occupant protection device during vehicle rollover that can effectively suppress the occurrence of neck damage while suppressing the occurrence of head injury when the vehicle rolls over.

The occupant protection device at the time of a vehicle rollover of the present invention is a vehicle occupant protection device that includes a roof airbag that is deployed along a ceiling surface immediately above the occupant when a vehicle body roll that causes the vehicle to roll over is detected. The roof airbag is deployed from the outside in the width direction toward the inside, and the lower surface of the roof airbag is inclined downward from the distal end to the base end in the deployment direction so that the roof airbag as a whole is viewed in the vehicle longitudinal direction. The roof airbag forms an auxiliary pressure chamber in the lower part of the vehicle in the vertical direction that directly contacts the occupant head, and the pressure introduced into the auxiliary pressure chamber is in contact with the occupant head. The main feature is that the pressure is set lower than that of the main pressure chamber of the roof airbag so as to allow the occurrence of surface wobbling .

  According to the occupant protection device at the time of rolling over the vehicle of the present invention, when the roof airbag is deployed, the lower surface of the roof airbag is inclined downward from the front end to the base end in the deployment direction. The passenger head can be tilted inward in the vehicle width direction by the inclined surface of the roof airbag before the portion interferes with the ceiling surface.

Therefore, even when the occupant's head receives a reaction force from the ceiling surface, it does not directly increase the compressive load on the neck and does not fix the neck when further approaching the head and the ceiling. The increase in moment can be suppressed, and the occurrence of neck injury can be effectively suppressed while the occurrence of head injury is suppressed by the cushioning action of the roof airbag. Further , according to the present invention, the roof airbag has a double structure of the auxiliary pressure chamber and the main pressure chamber, the pressure introduced into the auxiliary pressure chamber is set lower than that of the main pressure chamber, When the occupant's head comes into contact with the lower surface of the roof airbag during deployment, it moves with the occupant's head while causing the lower surface to sway. Can tilt the head. As described above, according to the present invention, the bottom surface of the roof airbag can be distorted, so that sliding friction between the head and the roof airbag can be reduced, and the tilt of the head can be easily controlled .

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

1 to 8 show a first embodiment of an occupant protection device when the vehicle rolls over according to the present invention, FIG. 1 is a front view showing a deployed state of a side airbag and a roof airbag, and FIG. 2 is an illustration of the occupant protection device. FIG. 3 is a schematic configuration diagram, FIG. 3 is an explanatory diagram of a flowchart for executing control of the occupant protection device, and FIG. 4 is an explanatory diagram of an effective area for reducing obstacles expressed by the relationship between the cervical compressive load and the cervical bending moment.

  5 is an explanatory view showing the behavior when the passenger's head interferes with the roof airbag, FIG. 6 is a front view showing the rollover behavior of the vehicle in order according to (a) to (d), and FIG. FIG. 8 is an explanatory view showing a load acting when the head of the occupant interferes with the ceiling surface, and FIG. 8 is an explanatory view showing the cervical bending state of the occupant.

  As shown in FIG. 1, the vehicle 2 to which the occupant protection device 1 of the present embodiment is applied includes a head lining 3 in which the upper surface of the vehicle interior R is a ceiling surface, and a side surface of the vehicle interior R is formed of a door glass or a pillar member. A roof airbag 10 that is configured by the vehicle body side wall 4 and that is deployed along the head lining 3 immediately above the occupant C upon detection of the vehicle body roll leading to the rollover of the vehicle 2 is provided.

  The roof airbag 10 is normally folded and housed in a roof side rail garnish (not shown) that covers the inside of the cabin R of the roof side rail 6 provided on both sides of the roof panel 5 in the vehicle width direction, and rolls over. The gas pressure supplied from the inflator 11 is introduced and expanded / deployed in the detected emergency.

  A gas pressure is introduced into the roof airbag 10 via a pressure introduction path 12 connected to the inflator 11, and the introduction of the pressure causes the inside (from the outside in the figure to the left) in the vehicle width direction (see the figure). (Middle right)

  Further, in the occupant protection device 1 of the present embodiment, the side airbag 20 that is deployed prior to the roof airbag 10 is provided on the vehicle body side wall 4 corresponding to the position where the roof airbag 10 is disposed.

  The side airbag 20 is normally folded and housed in the roof side rail garnish in the same manner as the roof airbag 10 and is inflated by introducing a gas pressure supplied from the inflator 21 in an emergency when a rollover is detected. In this embodiment, the shape and structure of the side airbag 20 are not particularly limited. For example, the side airbag 20 may be deployed in a curtain shape or a pillow shape, In short, any shape and structure that can protect the head side portion of the occupant C from interference with the vehicle body side wall 4 may be used.

  As shown in FIG. 2, the occupant protection device 1 is configured such that the deployment of the roof airbag 10 and the side airbag 20 is managed by a control computer 30 as shown in FIG. The detection signal of the roll angular velocity sensor 31 installed in 2 is input, and the operation timing of the inflator 21 of the side airbag 20 and the operation timing of the inflator 11 of the roof airbag 10 are controlled.

  FIG. 3 is a flowchart for executing control of the control computer 30. When the ignition is turned on, the roll angular velocity is first detected based on the detection signal of the roll angular velocity sensor 31 in step S1, and the next step S2 is performed. In step S3, it is determined whether or not the calculated roll angle is excessive compared with the first reference value set in advance. If it is determined that the roll angle is excessive (YES), step S4 is performed. By operating the inflator 21, the side airbag 20 is deployed.

  If it is determined in step S3 that the roll angle is equal to or smaller than the first reference value (NO), the process returns to step S1.

  After deploying the side airbag 20 in step S4, the process proceeds to step S5, where the current roll angular velocity is detected, the roll angle is calculated in step S6, and the calculated roll angle is determined in advance in step S7. In comparison with the set second reference value, it is determined whether or not the vehicle 1 may roll over. If it is determined that there is a risk of rollover (YES), the inflator 11 is operated in step S8 to operate the roof air. The bag 10 is deployed.

  If it is determined in step S7 that the roll angle is equal to or smaller than the second reference value (NO), the process returns to step S5.

  As shown in FIG. 6 (a), the vehicle body 1 rolls over as one side or both wheels on one side of the vehicle 1 are caught on the curbstone 7 or the bank due to yaw rotation. The roll angular velocity is generated by the generation of the roll moment with the wheel as a fulcrum, and when the roll angular velocity increases, as shown in FIG.

  At that time, if the control computer 30 determines that the roll angular velocity sensor 31 detects the roll angle or roll angular velocity of the vehicle 1 and the control computer 30 rolls over, the head Ch of the occupant C is directly applied to the vehicle body side wall 4. The side airbag 20 is deployed to protect it from collision.

  When the vehicle 1 completely rolls over (1/4 rotation) as shown in FIG. 6 (c) and the roof panel 5 is installed as shown in FIG. 6 (d), the roof air The head 10 of the occupant C is in direct contact with the head lining 3 of the ceiling by unfolding the bag 10 to relieve the impact load input to the head Ch from above, thereby reducing the occurrence of head injury. Moreover, the load input to the neck Cn of the occupant C can also be reduced, and the start of neck damage can be suppressed.

  That is, the neck damage is not only the ratio of the load Fn for compressing the neck Cn as shown in FIG. 7 and the neck bending moment Mn in the anteroposterior and lateral directions generated in combination with this to the human body allowable value, The combination of these compression and bending loads determines the injury probability of neck injury.

  Therefore, by reducing the load input from the head Ch to the neck Cn, it is possible to guide in a direction to reduce the injury probability of the neck injury.

  Here, in the occupant protection device 1 of the present embodiment, after the roof airbag 10 is deployed from the outside in the vehicle width direction to the inside, the lower surface 10a of the roof airbag 10 is deployed in the deployment direction. (Left side in the figure) The vehicle is inclined downward from the front end to the base end, that is, toward the pressure introduction path 12, and the roof airbag 10 as a whole is substantially wedge-shaped as viewed in the vehicle front-rear direction as shown in FIG. Is formed.

  In the occupant protection method of the present embodiment, the roof airbag 10 is moved from the outer side in the vehicle width direction to the inner side along the head lining 3 immediately above the occupant by detecting the vehicle body roll leading to the rollover of the vehicle 1. The occupant's head Ch is tilted inward in the vehicle width direction by a predetermined angle before receiving a load from the headlining 3 by the roof airbag 10 that is deployed.

  That is, in this embodiment, as shown in FIG. 7, the load of the compressive load Fn and the neck bending moment Mn acting on the neck Cn after the head Ch collides with the headlining 3 is as long as the allowable value of the occupant C is possible. As shown in FIG. 4, the compression load Fn is kept at 4 kN or less, the neck bending moment Mn is kept at 200 Nm or less, and the respective divisions are within the load sharing allowable region P shown in FIG. 4 so as not to cause injury to the neck Cn. 8, the inclination angle θ of the head Ch formed by a line segment L1 connecting the center of the head of the occupant C and the cervical vertebra and the center line L2 of the occupant C as shown in FIG. Before the head lining 3 is interfered, it is tilted approximately 15 degrees to the vehicle body left and right center side in advance, and the angle is further increased freely after the collision, and as a result, an increase in the neck bending moment Mn is suppressed. It has become the jar.

  The load sharing allowable area P shown in FIG. 4 is created based on the result of the drop test of the head Ch and the neck Cn as shown in FIG. 5, and the hatched portion in FIG.

  With the above configuration, according to the occupant protection device 1 when the vehicle rolls over according to the present embodiment, when the roof airbag 10 is deployed, the lower surface 10a is inclined downward from the distal end in the deployment direction toward the base end. Therefore, before the occupant head Ch interferes with the headlining 3 due to rollover, the occupant head Ch can be inclined inward in the vehicle width direction by a predetermined angle by the inclined surface of the roof airbag 10.

  That is, when the occupant head Ch approaches and comes into contact with the inclined lower surface 10a of the deployed roof airbag 10, a load is input not only in the vertical direction but also in the horizontal direction of the occupant head Ch. The portion Ch is inclined, and as a result, the neck portion Cn is smoothly bent without maintaining the inclination angle of the head Ch.

  As a result, the load directly input from the head Ch to the neck Cn is not increased, but is decomposed into components of the bending moment Mn and the compressive load Fn of the neck Cn, and the balance reaches the injury reduction effective region P. Can do.

  Accordingly, even when the occupant head Ch receives a reaction force from the head lining 3, the neck Cn is not directly increased without increasing the compression load Fn of the neck Cn and when the head Ch and the headlining 3 are further approached. Therefore, the increase in the neck bending moment Mn can be suppressed, and the occurrence of neck Cn damage can be effectively suppressed while suppressing the head injury by the buffering action of the roof airbag 10.

Further, according to the occupant protection method when the vehicle rolls over , the occupant head Ch is tilted inward in the vehicle width direction by a predetermined angle before receiving the load from the head lining 3 by the roof airbag 10 that is deployed. Therefore, similarly to the occupant protection device 1, when the occupant head Ch receives a reaction force from the head lining 3, the head Ch and the head are not directly increased without increasing the compressive load Fn of the neck Cn. Since the neck Cn is not fixed even when the lining 3 is further approached, an increase in the neck bending moment Mn can be suppressed, and the head airbag can be prevented from being damaged by the buffering action of the roof airbag 10, and the neck damage can be prevented. Can also be effectively suppressed.

  Furthermore, in the occupant protection device 1 of the present embodiment, the side airbag 20 that is deployed prior to the roof airbag 10 is provided on the vehicle body side wall 4 corresponding to the position where the roof airbag 10 is disposed. At the time of rollover of the vehicle body 1, the head side portion of the occupant C is first protected by the side airbag 20, and then the crown and neck Cn by the roof airbag 10 can be protected.

  By the way, FIG. 9 is a front view illustrating the operation when the deployment timing of the roof airbag according to the modified example of the first embodiment is changed in order from (a) to (c). In the occupant protection device 1, the occupant head Ch is inclined by the inclined lower surface 10a of the roof airbag 10 in the deployed state, but in this modification, the deployment timing of the roof airbag 10 is as shown in FIG. Can be controlled by the control computer 30 to cause a delay, and the deployment energy of the air inflow by the inflator 11 of the roof airbag 10 can be directly applied to the occupant head Ch.

  In this way, by tilting the occupant head Ch with the deployment energy of the roof airbag 10, the component of the neck bending moment Mn can be adjusted more accurately and can be accommodated in the load sharing allowable region P of FIG. .

  FIG. 10 is a front view of a roof airbag showing a further modification of the first embodiment. When the lower surface 10a of the roof airbag 10 is tilted, as shown in FIG. It can be formed on a non-linear inclined surface that becomes larger at the inclination angle α2 on the outer side (base end portion) than the inclination angle α1 at the front end portion in the developing direction.

  Therefore, by making the lower surface 10a of the roof airbag 10 a non-linear inclined surface in this way, the occupant head Ch can be reliably captured on the base end side where the inclination angle α2 of the roof airbag 10 is increased. Therefore, the head Ch can be reliably tilted.

  11 to 13 show a second embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. FIG. 12 is an explanatory view of the behavior of deploying the roof airbag, and FIG. 13 is a front view showing the operation of deploying the roof airbag in order from (a) to (c). It is.

  As shown in FIG. 11, the roof airbag 10A of the occupant protection device 1A of the present embodiment is basically deployed from the outer side to the inner side in the vehicle width direction, similarly to the roof airbag 10 of the first embodiment. The lower surface 10a of the roof airbag 10A is inclined downward in the vehicle from the front end to the base end in the deployment direction (left side in the figure), and has a generally wedge shape as a whole in the vehicle longitudinal direction. It is formed.

  In particular, in this embodiment, the auxiliary pressure chamber 13 is formed in the lower part of the vehicle in the vertical direction in direct contact with the occupant head Ch, and the pressure introduced into the auxiliary pressure chamber 13 is a contact surface with the occupant head Ch, that is, The pressure is set to be lower than that of the main pressure chamber 14 of the roof airbag 10A so as to allow the occurrence of the deformation by the lower surface 10a.

  The auxiliary pressure chamber 13 and the main pressure chamber 14 are separated by a diaphragm 16 provided with a plurality of inflow pressure control valves 15 for supplying pressure from the main pressure chamber 14 to the auxiliary pressure chamber 13.

  Therefore, according to the present embodiment, the roof airbag 10A has a double structure of the auxiliary pressure chamber 13 and the main pressure chamber 14, and the pressure introduced into the auxiliary pressure chamber 13 is set to be lower than the main pressure chamber 14. As the occupant's head Ch is allowed to sway when it contacts the lower surface 10a, the roof airbag 10A is deployed as shown in FIG. 13 (a), and as shown in FIG. 13 (b) When the occupant head Ch comes into contact with the lower surface 10a in the middle of deployment, as shown in FIG. 13 (c), the occupant head Ch moves together with the occupant head Ch while tilting the lower surface 10a. Can do.

  Thus, in this embodiment, since it can generate | occur | produce with the lower surface 10a of the roof airbag 10A, the sliding friction between the head Ch and the roof airbag 10A is reduced, and the inclination of the head Ch is reduced. It becomes easy to control.

  Further, since the auxiliary pressure chamber 13 and the main pressure chamber 14 are separated via a diaphragm 16 provided with a plurality of inflow pressure control valves 15, the flexibility of the roof airbag 10A is ensured in the folded state. As shown in FIG. 12, the storage is facilitated, and the auxiliary pressure chamber 13 can be expanded while maintaining the low pressure state, and the pressure drop structure of the auxiliary pressure chamber 13 can be simplified.

  14 and 15 show a third embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. FIG. 15 is a front view showing the operation of deploying the roof airbag in order from (a) to (c).

  As shown in FIG. 14, the roof airbag 10B of the occupant protection device 1B according to the present embodiment is basically deployed from the outside in the vehicle width direction toward the inside, similarly to the roof airbag 10 according to the first embodiment. It has become.

  In this embodiment, in particular, the lower surface 10a that directly contacts the occupant head Ch of the roof airbag 10B is formed with a recess 17 that receives the occupant head Ch when the roof airbag 10b is deployed, while the roof airbag 10B. A roof airbag moving means 18 is provided for displacing the roof airbag 10B by a predetermined amount inward in the vehicle width direction when the deployment of the vehicle is completed.

  The roof airbag moving means 18 forms the pressure introduction path 12 provided on the base end side of the roof airbag 10B in an expansion / contraction structure that expands with the pressure when the roof airbag 10B is completely deployed, and the pressure introduction path 12 is provided with a check valve 19 that is closed when the deployment of the roof airbag 10B is completed.

  Therefore, according to the present embodiment, since the recess 17 for receiving the occupant head Ch is formed on the lower surface 10a of the roof airbag 10B, the roof airbag 10B is deployed as shown in FIG. As shown in FIG. 15B, when the roof airbag 10B is almost deployed, the head portion Ch is engaged with the concave portion 17, and when the roof airbag 10B is completely deployed as shown in FIG. Since the roof airbag moving means 18 displaces the roof airbag 10B inward in the vehicle width direction by a predetermined amount, the occupant head Ch can be moved in a state of being engaged with the recess 17, thereby tilting the head Ch. be able to.

  Further, since the amount of inclination of the occupant head Ch can be determined by the amount of displacement of the roof airbag moving means 18 after engaging the recess 17 of the roof airbag 10B, the head Ch can be tilted with high accuracy. Can do.

  Further, the roof airbag moving means 18 forms the pressure introduction path 12 provided on the base end side of the roof airbag 10B in a stretchable structure that extends with the pressure when the roof airbag 10B is completely deployed. Since the check valve 19 that closes when the deployment of the roof airbag 10B is completed is provided on the outlet side 12a of the introduction path 12, the roof airbag 10B can be reliably secured with a simple structure when the deployment of the roof airbag 10B is completed. Can be displaced.

  In this embodiment, the lower surface 10a of the roof airbag 10B is desirably inclined like a wedge, but this is not particularly necessary, and in this embodiment, the roof airbag 10B has a generally pillow-like shape having substantially the same cross section. Is formed.

  16 to 25 show a fourth embodiment of the present invention, FIG. 16 is a front view showing the operating state of the occupant chest holding means, the crown holding means and the head side holding means, and FIG. 17 is the occupant chest holding means, FIG. 18 is a side view showing an operating state of the head top holding means and the head side holding means, and FIG. 18 is an explanatory view showing detection of the occupant posture.

  FIG. 19 is a block diagram showing a control system configuration of the occupant protection device, FIG. 20 is an explanatory diagram showing an algorithm for judging the occupant posture from the acquired image, and FIG. 21 is an occupant chest holding means and a crown holding means by the control means. It is explanatory drawing which shows the flowchart which controls the action | operation of a head side part holding means.

  FIG. 22 is an explanatory view showing the rollover state at the time of vehicle rollover in order (a) to (e), and FIG. 23 shows the behavior of the occupant at the time of vehicle rollover in order from (a) to (e). FIG. 24 is a graph showing changes in the neck bending moment with respect to the neck inclination angle of the occupant in (a) and changes in the cervical compressive load in (b), and FIG. 25 shows the chest displacement of the occupant during vehicle rollover, It is explanatory drawing which shows a head displacement, the output of the lateral acceleration and vertical acceleration of a vehicle, the control output from a control means, the head input load change, and the neck input moment change in a time chart to (a)-(f), respectively.

  As shown in FIGS. 16 and 17, the occupant protection device 1C of the present embodiment includes a vehicle rollover detecting means 100 that detects a body roll, a lateral movement of the occupant C seated on the seat 9, and a neck portion Cn (see FIG. 18). An occupant posture detecting means 110 for detecting the degree of bending, an occupant chest holding means 120 for protecting the left and right sides of the chest Ct (see FIG. 18) of the occupant C, and an occupant deployed along the ceiling surface directly above the occupant The head top holding means 130 for protecting the head top Ch (see FIG. 18) and the occupant head side part Chs (see FIG. 18) are suspended from the base end portion 130a of the head top holding means 130 along the vehicle body side wall 4. The head side holding means 131, the occupant chest holding means 120, the head top holding means 130 and the head so that the occupant head Ch is tilted inward in the vehicle width direction by inputting the posture change of the occupant C in the vehicle rollover start state. Side holding means 13 And a, a control computer 140 as a control means for actuating the.

  The seat 9 is provided with a three-point seat belt device 150 including a shoulder belt 151 and a lap belt 152, and the occupant C is restrained by the seat 9 by the seat belt device 150.

  The control computer 140 activates the chest protection means 120 when the vehicle rollover is started and the lateral movement amount of the occupant C reaches a specified value, and the vehicle rollover further proceeds to turn the occupant head Ch outward. When the vehicle reaches the specified value, the head side holding means 131 is operated, and when the vehicle rollover further proceeds and the vehicle body is substantially reversed (upside down), a command to operate the head top holding means 130 is output. It has become.

  As shown in FIG. 19, the vehicle rollover detecting means 100 includes a roll angular velocity sensor 101 that detects a roll angle in the direction of gravity, a wheel contact load sensor 102 that detects a roll angle in the ground, a vehicle lateral direction and / or a vehicle vertical direction. Vehicle lateral acceleration sensor 103 and vehicle vertical acceleration sensor 104 for detecting the acceleration of the vehicle.

  In this case, any one of the roll angular velocity sensor 101, the wheel ground load sensor 102, the vehicle lateral acceleration sensor 103, and the vehicle vertical acceleration sensor 104 can detect the vehicle rollover although the accuracy is lowered.

  The occupant posture detection means 110 obtains an image of the occupant C and obtains the thoracic center Othorax and the head center Ohead of the occupant C as shown in FIG. 18, and the lateral movement of the occupant C from both the centers Othorax and Ohead positions. In addition, the degree of bending of the neck portion Cn is determined.

  That is, an image of the occupant C is acquired by a camera 111 mounted on the upper surface of the instrument panel 8 as shown in FIG. 17, and the occupant posture detection means 110 is configured to capture the camera 111 as shown in FIG. 17 and a seat load sensor 112 that is provided on the seat 9 seat cushion 9a and detects the load of the occupant C, as shown in FIG.

  As shown in FIGS. 16 and 17, the occupant chest holding means 120 is attached to the position corresponding to the occupant chest of the side frame 9bf of the seat back 9b so as to be able to rotate back and forth, and normally, as shown by a one-dot chain line in FIG. The side support 121 is housed in the side projection surface of the seat back 9b, and is rotated by a side support 121 that protrudes forward from the side surface of the seat back 9b as shown by the solid line in FIG.

  The side supports 121 are provided on both the left and right sides of the seat back 9b, and are rotated by driving means 122 such as a motor driven by a command from the control computer 140.

  As shown in FIG. 16, the head top holding means 130 and the head side holding means 131 are normally folded and housed in the head lining 3 as shown in FIG. 16, and as a bag body that expands and expands while pushing out the head lining 3 during operation. The roof airbag 132 and the curtain airbag 133 are configured.

  The roof airbag 132 and the curtain airbag 133 are inflated and deployed by introducing a gas generated when the inflator is actuated by a command from the control computer 140, as in a normal airbag. Further, the roof airbag 132 decreases in thickness in the vertical direction of the vehicle body from the roof side toward the vehicle interior, and the curtain airbag 133 is deployed downward along the inner surface of the vehicle body side wall 4 from the roof side.

  The roof airbag 132 and the curtain airbag 133 are defined by a diaphragm 135 provided with a pressure control valve 134 capable of adjusting the operation timing and the internal pressure of each chamber.

  Further, as shown in FIGS. 16 and 17, the headlining 3 covering the roof airbag 132 and the curtain airbag 133 is disposed under the roof airbag 132 and the curtain airbag 133 as they are inflated and deployed. A vehicle width direction outer side portion 3b of the separated separation lining 3a is so inclined as to cover the passenger head side portion Chs (see FIG. 18). On the other hand, the vehicle width direction inner side portion 3c is a gently inclined portion that comes into contact with the occupant head top portion Cht (see FIG. 18).

  That is, the head lining 3 opens the inflated and deployed portions of the roof airbag 132 and the curtain airbag 133, while the separation lining 3a is formed in a folded plate shape, and the opening is separated into the separation lining 3c. The separation lining 3a is separated from the head lining 3 as the roof airbag 132 and the curtain airbag 133 are inflated and deployed, and the separation lining 3a is separated from the boundary between the roof airbag 132 and the curtain airbag 133. It is unfolded so that it breaks from the part.

  Further, the configuration of the control system of the occupant protection device 1C of the present embodiment includes an input unit 200, a vehicle rollover state detection calculation unit 201, an output unit 202, an occupant posture detection calculation unit 203, as shown in FIG. A control unit 204 and an occupant posture holding unit 205 are provided.

  The input unit 200 receives vehicle rollover information from the roll angular velocity sensor 101, the wheel ground contact load sensor 102, the vehicle lateral acceleration sensor 103, and the vehicle vertical acceleration sensor 104, and the camera 111 and the seat load. The occupant image and the occupant load are input from the sensor 112.

  The vehicle rollover state detection calculation unit 201 receives a signal from the wheel contact load sensor 102 and obtains a gravity direction at the time of vehicle steady state, a vehicle steady state gravity direction calculation unit 206, a vehicle lateral acceleration sensor 103, and a vehicle vertical acceleration sensor. A vehicle left-right speed change calculating unit 207 that inputs a signal from 104 to obtain a vehicle left-right speed change, and a vehicle roll angle computing unit 208 that receives a signal from the roll angular velocity sensor 101 to obtain a vehicle roll angle. In addition, a vehicle rollover state determination unit 209 that inputs the calculation results from the vehicle gravity direction calculation unit 206, the vehicle left-right speed change calculation unit 207, and the vehicle roll angle calculation unit 208 to determine the vehicle rollover state is provided.

  The output unit 202 receives the vehicle rollover information from the vehicle rollover state determination unit 209 and obtains the vehicle center of gravity acceleration calculation unit 210 that calculates the vehicle center of gravity acceleration, and the vehicle-to-horizontal plane roll angle calculation unit 211 that calculates the roll angle of the vehicle with respect to the horizontal plane. And are provided.

  The occupant posture detection calculation unit 203 includes an image image of the camera 111, occupant load information of the seat load sensor 112, centroid acceleration information of the vehicle centroid acceleration calculation unit 210, and a roll angle of the vehicle-to-horizontal roll angle calculation unit 211. Is provided with an occupant chest center displacement / head center displacement calculation unit 212 for obtaining an occupant chest center Othorax displacement and a head center Ohead displacement, and this occupant chest center displacement / head center displacement calculation unit 212. And an occupant posture determination unit 213 for determining the posture of the occupant C by inputting information from the vehicle rollover state determination unit 209.

  Here, as a method for obtaining the posture of the occupant C from the occupant image image acquired by the camera 111, after the binarization of the image is displayed in step S1 as shown in FIG. 20, the image noise erasing process is performed in step S2. Then, in step S3, the image contour is recognized. In step S4, the corresponding position of the chest center Othorax is recognized from the image contour. In step S5, the corresponding position of the head center Ohead is recognized. In step S6, the recognized head position and chest position are stored.

  Next, in step S7, an average value under low vehicle acceleration is obtained from the stored head position and chest position and recognized as a steady position, and in steps S8 and S9, the chest center Othorax and Each displacement of the head center Ohead is calculated, and in step S10, the occupant posture is obtained from the displacement of the chest center Othorax and the head center Ohead and output.

  The control unit 204 receives the occupant posture information determined by the occupant posture determination unit 213 and controls an operation signal output to the occupant chest holding unit 120, and a head side unit holding unit 130. An occupant head side holding means control section 215 for controlling the operation signal output to the head and a head holding means control section 216 for controlling the operation signal output to the head top holding means 131 are provided.

  The occupant posture holding unit 205 is provided with the occupant chest holding means 120, the head side holding means 130, and the head top holding means 131.

  Based on the above configuration, the control computer 140 controls the operation of the occupant holding means 120, 130, 131, that is, the side support 121, the roof airbag 132, and the curtain airbag 133 when the vehicle overrolls according to the flowchart of FIG. It has become.

  That is, FIG. 22 shows the behavior at the time of rollover of the vehicle in a stepwise manner from the start of the rollover of (a) until the vehicle body 2 of (e) is in a substantially inverted state. At this time, as shown in FIG. In addition, the occupant C is laterally moved by the inertial force at the time of rollover, and the behavior of the occupant C at this time is regulated by the side support 121, the roof airbag 132, and the curtain airbag 133. At this time, the anti-horizontal vehicle roll angle θ when the vehicle body 2 rolls over is an angle formed between the road surface L and the floor of the vehicle body 2 as shown in FIG. As shown in FIG. 23 (a), the vehicle inclination angle φ when laterally moving is an angle formed by a line segment K1 connecting the chest center Othorax of the occupant C and the head center Ohead with the vehicle vertical line K2. When the vehicle inclination angle φ is negative, the occupant head Ch is swung outward in the vehicle width direction, and when the vehicle inclination angle φ is positive, the vehicle is inclined toward the vehicle interior. To do.

  The horizontal vehicle roll angle θ is detected as a roll angular velocity as a change in inclination leading to the inversion of the vehicle body 2 and input to the control computer 140, and then the vehicle body wheel ground load is detected to correct the ground inclination angle. It can be obtained by immediately calculating the cumulative roll angle.

  In the control according to the flowchart, normal control logic, occupant posture control logic, occupant head roll control logic, and occupant upward movement control logic are executed. First, control is performed by turning on the ignition. From the time when the vehicle starts, monitoring of the vehicle state and the occupant posture is started, and information is sent to the control unit that determines each situation. Basically, the vehicle rollover state is monitored by the horizontal plane vehicle roll angle θ, and each necessary control, that is, each occupant holding means 120, 130, 131 is activated when a change in the occupant posture from the steady state is observed. It is supposed to let you.

  That is, when the control starts, the vehicle roll angle θ with respect to the horizontal line is detected by the normal control logic in step S20, and in step S21, the pair of the occupant C is determined from the difference between the displacement δthor of the chest center Othorax and the displacement δhead of the head center Ohead. The vehicle inclination angle φ is detected.

  Thereafter, the process proceeds to the occupant posture control logic. If it is determined in step S22 that the roll angle θ is larger than θ0 (θ0 is in a non-roll state) (YES), the displacement δthor of the chest center Othorax is greater than or equal to the specified value δx1 in step S23. If the determination is YES (YES), the chest holding means (TRM) 120 is actuated in step S24, and the side support 121 is rotated to project forward from both sides of the seat back 9b (FIG. 23 (a)). reference).

  Then, after operating the chest holding means 120 or if it is determined (NO) in step S23 that the displacement δthor of the chest center Othorax is less than the specified value δx1, the process proceeds to the occupant head roll control logic, and in step S25. The roll angle θ is compared with a specified roll angle θ1 (see FIG. 22A) for determining the rollover start timing of the vehicle body 2. If θ is greater than θ1 (YES), it is determined in step S26 that the occupant C inclination angle φ with respect to the vehicle is negative (YES), and in step S27, the head-side holding means (HSRM) 131 is activated. If it is determined that it is not in operation (NO), in step S28, the head side holding means 131 is operated to inflate and deploy the curtain airbag 133 (see FIGS. 23B and 23C).

  Here, the roll angle θ1 can be defined as the vehicle rollover start time, for example, an angle at which a wheel wheel floats with respect to a horizontal plane.

  Accordingly, when the head side portion holding means 131 is operated, the head portion Chs of the passenger head Ch is pushed toward the passenger compartment by the curtain airbag 133, and the vehicle inclination angle φ is inclined in the positive direction. If it is determined in step S27 that the head side holding means 131 is in operation (YES), the curtain air bug 133 is further expanded in step S29 and readjusted.

  After the head side holding means 131 is actuated or readjusted in step S28 and step S29, or when it is determined in step S26 that the occupant head tilt angle φ is tilted in the forward direction (inside the passenger compartment) Advances to the occupant upward movement control logic, and in step S30, the roll angle θ is compared with the maximum stable roll angle θ2 (see FIG. 22B), and it is determined that θ is larger than θ2 (YES). If it is determined (YES) in step S32 that the occupant C inclination angle φ with respect to the vehicle is smaller than the inclination angle φ1 (see FIG. 24) in which a reduction in the generated bending moment affected by the cervical Cn inclination angle is expected (YES), When it is determined that the top holding means (HTRM) 130 is not operating (NO), the top holding means 130 is operated to inflate the roof airbag 132 in step S33. To open. 24A and 24B is a region where the neck bending moment and the neck compressive load are reduced.

  Accordingly, the roof airbag 132 is interposed as a cushioning material between the head top Cht of the occupant C and the ceiling by operating the head top holding means 130. If it is determined in step S32 that the crown holding means 130 is operating (YES), the roof air bug 132 is further expanded in step S34 and readjusted.

  Then, after operating or re-adjusting the head holding means 130 in step S33 and step S34, or in step S31, the vehicle inclination angle φ is larger than φ1, that is, the occupant head Ch is greatly inclined toward the vehicle interior. If it is determined that the roll angle θ is 180 degrees or more, that is, if the vehicle body 2 exceeds the reverse state (see FIG. 22E) (YES), the control is terminated. .

  On the other hand, in the occupant posture control logic, when it is determined in step S22 that the roll angle θ is equal to or smaller than θ0, that is, no vehicle roll is generated (NO), the chest holding means (TRM) 120 is activated in steps S36 and S37. If the head side holding means (HSRM) 131 is in operation in the next steps S38 and S39, the head side holding means (HSRM) 131 is released and returns to the normal control logic. In steps S40 and S41, the head top holding means ( If HTRM) 130 is in operation, it is canceled and the process returns to step S20.

  That is, in the occupant protection device 1C of the present embodiment, by detecting the roll angle θ with respect to the horizontal direction of the vehicle body 2, a change in inclination that leads to the inversion of the vehicle body 2 is detected as a roll angular velocity, and this is input to the control computer 140. When the vehicle roll contact is detected by detecting the vehicle body wheel contact load and correcting the ground inclination angle, the cumulative roll angle is immediately calculated, and when it is determined that the vehicle rollover has started beyond the specified roll angle θ1, 120. Actuators such as the head side holding means 131 and the head top holding means 130 are operated.

  However, when the vehicle body roll angle θ exceeds a predetermined value θ1, the occupant posture detection means 110 calculates the thoracic center Othorax position and the head center Ohead position of the occupant C by the control computer 140, and the occupant C chest Ct and head The excessive displacement of the portion Ch is determined, and the actuators are not operated when the vehicle body simply tilts and does not roll over.

  Furthermore, when the roll angle θ of the vehicle increases and the roll rotation of the vehicle becomes inevitable, the curtain airbag 133 is inflated and deployed, and the displacement of the occupant head Ch is changed between the chest center Othorax and the head center Ohead. Is determined as an angle φ formed by the line segment K1 with the vehicle vertical line K2, that is, the bend of the occupant neck Cn, and at least the angle φ is approached to zero (on the vehicle vertical line K2) from a state where the line φ is inclined outward. Further, the expansion of the curtain airbag 133 is further increased so that the head Ch is inclined toward the vehicle body inner side. The vehicle rollover unavoidable state can be considered when the anti-horizontal vehicle roll angle θ exceeds the maximum stable inclination angle θ2.

  The roof airbag 132 is inflated and deployed when the vehicle body roll angle θ that further increases the vehicle body rollover and reaches the vehicle body rollover is detected, that is, when the water-resistant planar vehicle roll angle exceeds 180 degrees.

  The curtain airbag 133 not only pushes the occupant head Ch toward the vehicle interior, but also impact energy when the occupant head side portion Chs interferes with the vehicle body side wall 4, that is, the side window, the roof side, the pillar garnish, and the like. The roof airbag 132 mainly absorbs impact energy when the head top portion Cht of the occupant C interferes with the ceiling.

  Therefore, in the occupant protection device 1C of the present embodiment, when controlling the side support 121, the roof airbag 132, and the curtain airbag 133 along the flowchart (FIG. 21), as shown in the time chart of FIG. (A) Left / right displacement of occupant chest center Othorax, (b) Left / right displacement of occupant head center Ohead, (c) Vehicle lateral acceleration and vehicle vertical acceleration sensor outputs, (d) Control computer 140 to each actuator (TRM, The control output to be output to (HSRM, HTRM), (e) the input load to the head Ch of the occupant C, and (f) the input moment to the neck Cn of the occupant C change.

  With the above configuration, according to the occupant protection device 1C of the present embodiment, the vehicle roll detection means 100 detects the vehicle body roll, and the occupant posture detection means 110 detects the lateral movement of the occupant C seated on the seat 9 and the bending of the neck Cn. When the vehicle rolls over based on the detection information, the control computer 140 protects the chest Ct of the occupant C in the left-right direction of the vehicle, and the occupant chest holding means 120 and the ceiling are installed directly above the occupant. The head top holding means 130 for protecting the occupant head top portion Ch, and the head side portion holding means 131 for hanging down from the base end portion 130a of the head top portion holding means 130 along the vehicle body side wall 4 to protect the occupant head side portion Chs. Therefore, when the vehicle rolls over, the occupant chest holding means 120, the crown holding means 130, and the head side holding means 131 cooperate with each other. Easing the impact when the occupant C collides with the impact or ceiling when the collision to the vehicle body side wall 4, it is possible to suppress neck damage by suppressing the head failure.

  Further, the control computer 140 activates the chest protection means 120 when the vehicle rollover is started and the lateral movement amount of the occupant C reaches a specified value, and the vehicle rollover further proceeds to move the occupant head Ch outward of the vehicle. The head-side holding means 131 is operated when the turn of the vehicle reaches a specified value, and a command to operate the head-side holding means 130 is output when the vehicle rollover further proceeds and the vehicle body reaches a substantially inverted state. Therefore, as the vehicle rolls over, the chest protection means 120, the head side holding means 131, and the head top holding means 130 can be sequentially operated, and the lateral movement of the occupant C is restrained by the operation of the chest protection means 120. The head side Ch means 131 pushes the head Ch of the occupant C toward the vehicle interior and the neck Cn is inclined toward the vehicle interior by the operation of the head side holding means 131, so that the load from the ceiling can be input to the head top Cht. Since, it is possible to effectively suppress the damage by reducing the bending moment acting on the neck Cn.

  Further, the vehicle rollover detecting means 100 detects a roll angular velocity sensor 101 that detects a roll angle with respect to the gravitational direction, a wheel contact load sensor 102 that detects a roll angle with respect to the ground, and an acceleration in the vehicle lateral direction and / or the vehicle vertical direction. The vehicle lateral acceleration sensor 103 and the vehicle vertical acceleration sensor 104 are provided, so that the vehicle roll angle can be detected from the information of the roll angular velocity sensor 101, and the ground inclination angle is corrected from the information of the wheel ground load sensor 102 immediately. The roll angle of the vehicle can be calculated from the information of the vehicle lateral acceleration sensor 103 and the vehicle vertical acceleration sensor 104, so that the rollover behavior of the vehicle can be detected with high accuracy and controlled by the control computer 140. The accuracy can be further increased.

  Furthermore, the occupant posture detection means 110 obtains an image of the occupant C to determine the thoracic center Othorax and the head center Ohead of the occupant C, and the lateral movement of the occupant C and the cervical Cn from the positions of both centers Othorax and Ohead Since the degree of bending is determined, the seating posture of the occupant C at the time of rollover of the vehicle can be detected with high accuracy, and the control accuracy can be further increased by the control computer 140.

  Further, since the occupant chest holding means 120 is configured by the side support 121 that is attached to the position corresponding to the occupant chest of the side frame 9bf of the seat back 9b so as to be able to rotate back and forth, the side support 121 is rotated to roll the vehicle forward. Thus, the lateral movement of the occupant C can be reliably prevented by the rigidity of the side support 121.

  Further, the head top holding means 130 and the head side holding means 131 are normally folded and housed in the head lining 3, and when operated, a roof airbag 132 as a bag body that inflates and deploys while pushing out the head lining 3. Since the curtain airbag 133 is configured, the roof airbag 132 and the curtain airbag 133 not only prevent the movement of the head portion Cht and the head side portion Chs of the occupant C, but also absorb the impact energy by a cushioning function by the air cushion. Thus, head damage can be reduced.

  Furthermore, the roof airbag 132 and the curtain airbag 133 are defined by a diaphragm 135 provided with a pressure control valve 134 capable of adjusting the operation timing and the internal pressure of each chamber. Since the inflating and deploying timing of 132 and the curtain airbag 133 can be automatically set, the control can be simplified.

  Further, the head lining 3 covering the roof airbag 132 and the curtain airbag 133 is separated into a separation lining 3a, and the separation lining 3a is separated from the head lining 3 as the roof airbag 132 and the curtain airbag 133 are inflated and deployed. The lower side 3b of the separated separation lining 3a is a steeply inclined portion whose upper side is inclined toward the vehicle interior with respect to the vertical direction of the vehicle, so that the vehicle width of the separation lining 3a is covered. Since the direction inner portion 3c is a gently inclined portion, the separation lining 3a has a small friction coefficient when the head top portion Cht contacts the gently inclined portion while the head side portion Chs of the occupant C is pushed out by the steeply inclined portion. Since the head Ch of the occupant C moves smoothly without being caught, the head Ch is smoothly moved into the passenger compartment. It can be tilted.

  FIG. 26 is an explanatory diagram showing detection of the occupant posture in the first modification of the fourth embodiment. The occupant posture detection means 110 includes acceleration detection sensors 103 and 104 that detect the lateral and vertical accelerations of the vehicle, and the seated occupant C. A seat load sensor 112 as an occupant load sensor for detecting the acceleration and effective mass of the vehicle, and the occupant C's chest center Othorax and head center Ohead of the occupant C according to the vehicle state determined based on the vehicle rollover detecting means 100 The displacement amount is predicted, and the lateral movement of the occupant C and the bending state of the neck are determined from these displacement amounts.

  That is, the occupant posture detection means 110 of the first modification seats the occupant mass together with the sensor input for measuring the vehicle state and the vehicle roll angle θ obtained from the vehicle rollover state determination result or the vehicle vertical / lateral acceleration information. By measuring in the cushion 9a part, it constructs | assembles by the flow as shown by the calculating part 203a enclosed with the broken line in the passenger | crew attitude | position detection calculating part 203 in FIG.

That is, the occupant posture detection calculation executed in the first modification is
First, chest effective mass ≒ seating mass / 3 (1)
Effective head mass ≒ Seating mass / 6 (2)
And then
Chest return reaction force = coefficient 1 x lateral (upper) chest displacement ... (3)
Head return reaction force = coefficient 2 x lateral (upward) head displacement ... (4)
Ask for.

  Then, the chest acceleration Gthorax and the head acceleration Ghead are obtained using the above (1) to (4), and the chest displacement and the head displacement can be calculated from these values.

That is, Gthorax = Vehicle acceleration-Returning body reaction force / Effective chest mass (5)
From (5) Chest displacement = pleural acceleration ... (6)
Ghead = Chest acceleration-Head return reaction force / Head effective mass (7)
From (7) Head displacement = Head acceleration ... (8)
Therefore, it is possible to determine the lateral movement of the occupant C and the bending state of the neck Cn from the chest displacement and the head displacement of (6) and (8).

  Therefore, according to the first modification, the vehicle rollover detecting means 100 can be constituted by the acceleration detection sensors 103 and 104. Therefore, by providing the acceleration detection sensors 103 and 104 and the seat load sensor 112, an expensive camera is provided. Since it is possible to determine the lateral movement of the occupant C and the degree of bending of the neck Cn without using 111 (see FIG. 17), it is possible to provide an inexpensive and simple configuration.

  FIG. 27 is a plan view showing the operating state of the occupant chest holding means in the second modification of the fourth embodiment, and the occupant chest holding means 120 is folded and stored inside the position corresponding to the occupant chest Ct of the seat back 9b. It is configured by a chest airbag 123 as a bag body that inflates and deploys during operation and restrains the side of the occupant chest Ct.

  As shown in FIG. 27, the chest airbag 123 includes side portions 123a and 123b disposed on the left and right sides of the seat back 9b at positions corresponding to the occupant chest Ct, and the side portions 123a and 123b are connected to the back of the seat back 9b. And a back portion 123c that wraps around and is generally expanded in a substantially U-shape.

  Therefore, according to the second modification, the chest airbag 123 is inflated and deployed when the vehicle rolls over, so that the occupant C interferes with the air cushion function while the lateral movement of the occupant C is prevented by the side portions 123a and 123b. Can reduce the impact. Further, since the chest airbag 123 can be stored in the seat back 3b during normal times, it is possible to prevent the occupant chest holding means 120 from protruding around the seat 9.

  By the way, although this invention was demonstrated taking the example in the said 1st-4th embodiment, various other embodiment can be employ | adopted in the range which is not restricted to these embodiments and does not deviate from the summary of this invention.

It is a front view which shows the deployment state of the side airbag and roof airbag in 1st Embodiment of this invention. 1 is a schematic configuration diagram of an occupant protection device according to a first embodiment of the present invention. It is explanatory drawing of the flowchart which performs control of the passenger | crew protection apparatus in 1st Embodiment of this invention. It is explanatory drawing of the effective area | region of the obstacle reduction represented by the relationship between the neck compression load and neck bending moment in 1st Embodiment of this invention. It is explanatory drawing which shows the behavior at the time of the passenger | crew's head in 1st Embodiment of this invention interfering with a roof airbag. It is a front view which shows the rollover behavior of the vehicle in 1st Embodiment of this invention later on by (a)-(d). It is explanatory drawing which shows the load which acts when the passenger | crew head in 1st Embodiment of this invention interferes with a ceiling surface. It is explanatory drawing which shows the passenger | crew's neck bending state in 1st Embodiment of this invention. It is a front view which shows operation at the time of changing the deployment timing of the roof airbag which shows the modification of a 1st embodiment of the present invention in order to (a)-(c). It is a front view of the roof airbag which shows the other modification of 1st Embodiment of this invention. It is a front view which shows the deployment state of the side airbag and roof airbag in 2nd Embodiment of this invention. It is explanatory drawing of the behavior which expand | deploys the roof airbag in 2nd Embodiment of this invention. It is a front view which shows the operation | movement which the roof airbag in 2nd Embodiment of this invention expand | deploys to (a)-(c) later on. It is a front view which shows the expansion | deployment state of the side airbag and roof airbag in 3rd Embodiment of this invention. It is a front view which shows the operation | movement which the roof airbag in 3rd Embodiment of this invention expand | deploys to order from (a)-(c). It is a front view which shows the operation state of a passenger | crew chest holding | maintenance means in the 4th Embodiment of this invention, a crown top holding | maintenance means, and a head side part holding | maintenance means. It is a side view which shows the operating state of a passenger | crew chest holding | maintenance means in the 4th Embodiment of this invention, a parietal part holding means, and a head side part holding means. It is explanatory drawing which shows the detection of a passenger | crew attitude | position in 4th Embodiment of this invention. It is a block diagram which shows the control system structure of the passenger | crew protection apparatus in 4th Embodiment of this invention. It is explanatory drawing which shows the algorithm which judges a passenger | crew attitude | position from the acquired image in 4th Embodiment of this invention. It is explanatory drawing which shows the flowchart which controls the action | operation of a passenger | crew chest holding | maintenance means, a crown top holding | maintenance means, and a head side part holding | maintenance means by the control means in 4th Embodiment of this invention. It is explanatory drawing which shows the rollover state at the time of the vehicle rollover in 4th Embodiment of this invention later on to (a)-(e) later on. It is explanatory drawing which shows a passenger | crew's behavior at the time of the vehicle rollover in 4th Embodiment of this invention later on in order to (a)-(e). It is a graph which shows the change of the neck bending moment with respect to the neck inclination angle of the passenger | crew in 4th Embodiment of this invention in (a), and the neck compression load change in (b). In the fourth embodiment of the present invention, the occupant's chest displacement, head displacement, vehicle lateral acceleration and vertical acceleration output during vehicle rollover, control output from the control means, head input load change, cervical input moment change It is explanatory drawing shown in a time chart to (a)-(f), respectively. It is explanatory drawing which shows the detection of a passenger | crew attitude | position in the 1st modification of 4th Embodiment of this invention. It is a top view which shows the operating state of the passenger | crew chest holding | maintenance means in the 2nd modification of 4th Embodiment of this invention.

Explanation of symbols

1, 1A, 1B, 1C Occupant protection device 2 Vehicle 3 Headlining (ceiling surface)
3a Separating lining 3b Vehicle width direction outside portion 3c Vehicle width direction inside portion 4 Car body side wall 9 Seat 9a Seat cushion 9b Seat back 10, 10A, 10B Roof airbag 10a Bottom surface of roof airbag 11 Inflator 12 Pressure introduction path 13 Auxiliary pressure chamber DESCRIPTION OF SYMBOLS 14 Main pressure chamber 15 Inflow pressure control valve 16 Diaphragm 17 Concave part 18 Roof airbag moving means 19 Check valve 20 Side airbag 100 Vehicle rollover detection means 101 Roll angular velocity sensor 102 Wheel contact load sensor 103 Vehicle lateral acceleration sensor 104 Vehicle vertical acceleration Sensor 112 Seat load sensor (occupant load sensor)
110 Occupant posture detection means 120 Occupant chest holding means 121 Side support 123 Chest airbag (bag)
130 Head-holding means 131 Head-side holding means 132 Roof airbag (bag)
133 Curtain airbag (bag)
134 Pressure control valve 135 Diaphragm 140 Control computer (control means)
R Cab C Crew Head Cn Neck Ct Chest Chest Head Side Cht Top Othorax Chest Center Ohead Head Center

Claims (16)

In the occupant protection device with a roof airbag that is deployed along the ceiling surface directly above the occupant by detecting the body roll leading to the rollover of the vehicle,
The roof airbag is deployed from the outside in the vehicle width direction toward the inside, and the lower surface of the roof airbag is inclined downward from the front end to the base end in the deployment direction so that the roof airbag as a whole It is formed in a wedge shape when viewed from the front and back of the vehicle .
In addition, the roof airbag defines an auxiliary pressure chamber in the lower part of the vehicle in the vertical direction that directly contacts the occupant head, and the pressure introduced into the auxiliary pressure chamber is allowed to occur on the contact surface with the occupant head. Thus, the occupant protection device at the time of the vehicle rollover is set to a pressure lower than that of the main pressure chamber of the roof airbag .   The occupant protection device for rolling over a vehicle according to claim 1, wherein a side airbag that is deployed prior to the roof airbag is provided on a side wall of the vehicle body corresponding to a position where the roof airbag is disposed. 3. The vehicle according to claim 1, wherein the auxiliary pressure chamber and the main pressure chamber are separated by a diaphragm provided with an inflow pressure control valve for supplying pressure from the main pressure chamber to the auxiliary pressure chamber. Occupant protection device when overturning.   A recess is formed on the lower surface of the roof airbag that directly contacts the occupant's head to receive the occupant's head when the roof airbag is deployed. The occupant protection device for rolling over a vehicle according to claim 1 or 2, further comprising a roof airbag moving means for displacing the vehicle by a predetermined amount. The roof airbag moving means forms a pressure introduction path provided on the base end side of the roof airbag in an expandable structure that extends with the pressure at the time of deployment of the roof airbag, and the roof on the outlet side of the pressure introduction path. The occupant protection device at the time of a vehicle rollover according to claim 4 , wherein a check valve that closes when the airbag has been deployed is provided. The lower surface of the roof airbag, when the vehicle rollover according to any one of claims 1 to 3 in which the inclination angle is equal to or formed on the nonlinear inclined surface is larger on the outside than the inside in the vehicle width direction Occupant protection device. Vehicle rollover detecting means for detecting a body roll;
Occupant posture detection means for detecting the lateral movement of the occupant and the bending of the neck,
An occupant chest holding means for protecting the vehicle lateral direction side of the occupant chest;
A head-holding means that deploys along the ceiling surface directly above the passenger and protects the passenger's head;
A head side holding means for protecting the occupant's head side by hanging down along the side wall of the vehicle body from the base end of the head holding means;
Control means for operating the occupant chest holding means, the top part holding means and the head side part holding means so as to input the posture change of the occupant in the vehicle rollover start state and tilt the occupant head inward in the vehicle width direction. An occupant protection device when a vehicle rolls over. The control means activates the chest protection means when the vehicle starts to roll over and the lateral movement amount of the occupant reaches a specified value, and the vehicle rollover further proceeds and the bending of the occupant head to the outside of the vehicle reaches the specified value. operating the head side portions retaining means upon reaching of claim 7, characterized in that outputs a command to operate the parietal holding means when the vehicle body vehicle rollover progresses further reaches the substantially inverted position Occupant protection device when the vehicle rolls over. The vehicle rollover detecting means includes a roll angular velocity sensor that detects a roll angle with respect to the gravitational direction, a wheel contact load sensor that detects a roll angle with respect to the ground, and a left / right / vertical acceleration sensor that detects acceleration in the vehicle lateral direction and / or the vehicle vertical direction. The occupant protection device at the time of a vehicle rollover according to claim 7 or 8 , comprising at least one of the following. Occupant attitude detection means, according to claim, characterized in that to obtain the passenger picture image sought occupant's chest center and head center, determining the curvature of the lateral movement and the neck of the occupant from their both the center position 7 The occupant protection device at the time of the vehicle rollover according to any one of? 9 . The occupant posture detection means includes an acceleration detection sensor that detects lateral and vertical acceleration of the vehicle and an occupant load sensor that detects the acceleration and effective mass of the seated occupant, and is determined based on the vehicle rollover detection means. any one of claims 7 to 9 predicts the displacement of the occupant's chest center and head center and from their displacement and judging curvature of lateral movement and the neck of the occupant C in accordance with the The occupant protection device when the vehicle rolls over. The occupant chest holding means is attached to a position corresponding to the occupant chest of the side frame of the seat back so as to be able to rotate back and forth, and is normally stored in the side projection surface of the seat back and is rotated during operation to rotate the seat back. It is a side support which protrudes ahead from a side surface, The occupant protection device at the time of the vehicle rollover according to any one of claims 7 to 11 . Rider's chest holding means is housed folded inside the rider's chest corresponding position of the seat back, claim, wherein the expanded deployed during operation is a bag for restraining the side of the rider's chest 7-11 The occupant protection device during vehicle rollover according to any one of the above. Parietal holding means and the head side portions retaining means, usually at the housed folded in the head lining, according to claim 7 to 13, characterized in that a bag member inflates while extruding head lining during operation The occupant protection device at the time of a vehicle rollover according to any one of the above. The bag of the bag body and head side supporting means parietal holding means, to claim 14, characterized in that defining a septum provided with adjustable pressure control valve actuation timing and each chamber pressure The occupant protection device when the vehicle rolls over. The head lining that covers the bag body that forms the head top holding means and the head side holding means is separated so as to cover the lower side of the bag body as the bag body inflates and expands, and the vehicle width direction outer side portion is the vehicle vertical direction. On the other hand, the upper part becomes a steeply inclined part that comes in contact with the occupant's head side and inclines toward the passenger compartment, while the inner part in the vehicle width direction becomes a gently inclined part that comes into contact with the occupant's head part with a gentle inclination. The occupant protection device at the time of a vehicle rollover according to claim 14 or 15 .

Images