CN110053580B

CN110053580B - Airbag device

Info

Publication number: CN110053580B
Application number: CN201910137561.9A
Authority: CN
Inventors: 中岛丰; 前西夏衣
Original assignee: Autoliv Development AB
Current assignee: Autoliv Development AB
Priority date: 2015-02-16
Filing date: 2016-01-08
Publication date: 2021-10-19
Anticipated expiration: 2036-01-08
Also published as: JP6423071B2; JPWO2016132762A1; WO2016132762A1; CN107249938B; CN110053580A; CN107249938A; CN110466469B; CN110466469A

Abstract

The invention provides an airbag device which can restrain a driver well even if an oblique collision occurs, thereby restraining injury value to the driver. An airbag device (100) restrains an occupant (132) of a vehicle. The airbag device (100) is characterized by comprising: a main airbag (112) that inflates and deploys in front of a passenger seat (104) in the vehicle; a center airbag (114) that inflates and deploys on the vehicle width direction inner side of the main airbag (112); a slit (122) provided between the main bag (112) and the center bag (114), and a center joining section (120) joining the center bag (114) and the main bag (112) within a predetermined range in the vertical direction, wherein the head (E1) of the occupant (132) is restrained by the slit (122).

Description

Airbag device

The present application is a divisional application based on the invention having an application number of 201680010394.6, an application date of 2016, 08/01, and an invention name of "airbag device" filed by the applicant of the development company of ontopov.

Technical Field

The present invention relates to an airbag device for restraining a vehicle occupant from the front of the vehicle.

Background

In recent vehicles, airbag devices are almost always arranged in a standard manner. An airbag device is a safety device that operates in an emergency such as a vehicle collision. It expands and expands under the action of gas pressure to protect driver and passengers. There are various types of airbag apparatuses according to their different installation positions and uses. For example, a front airbag is provided at a central position of a steering wheel on a driver's seat, mainly to prevent an occupant seated in a front seat from being subjected to an impact from the front-rear direction; a passenger airbag is provided in the instrument panel and other portions beside the front passenger seat. In order to prevent each of the front and rear occupants from being affected by a side collision and a rollover, i.e., a rollover, a curtain airbag that inflates and deploys along a side window is provided near the ceiling of the wall portion. A side airbag that inflates and deploys toward the nearest side of the occupant is provided at the side portion of the seat.

The airbag disclosed in patent document 1 is mainly an airbag for a front passenger seat. A structure is adopted in which the occupant is restrained between two bag-like portions. Specifically, a left airbag half 12 and a right airbag half 14 are provided in a flat shape, and the space between these airbags is located on the front surface of the seat. These left and right half airbags 12 and 14 are joined by a joining plate 16 at the rear of the vehicle so that the airbags do not get too far apart. According to these configurations, the airbag disclosed in patent document 1 can appropriately support an occupant by appropriately entering the occupant into the front space.

Patent document 1: japanese patent laid-open No. 2003-335203.

Disclosure of Invention

Problems to be solved by the invention

At present, there is a demand for an airbag device that can cope with irregular collision and impact such as oblique collision in which an impact from an oblique front-rear direction is applied to a vehicle. An occupant who has suffered an oblique collision enters an airbag cushion (hereinafter referred to as a cushion) positioned on the front surface of the seat in an irregular motion such as an oblique direction. Therefore, for example, in the structure described in patent document 1, since the space for supporting the occupant is positioned on the front surface of the seat, it is difficult to efficiently restrain the occupant in the event of a collision. In order to exert a sufficient restraining force in the event of a collision with a slant, a cushion having a corresponding shape and structure is required.

The present invention has been made in view of the above problems, and an object of the present invention is to provide an airbag device that can restrain an occupant satisfactorily even when an oblique collision occurs, thereby suppressing the injury value to the occupant.

Means for solving the problems

In order to solve the above problem, a typical configuration of an airbag device according to the present invention is an airbag device for restraining a vehicle occupant, the airbag device including: a main airbag inflated and deployed in front of the front seat in the vehicle; a center airbag that inflates and deploys on the vehicle width direction inner side of the main airbag; the center joining part joins the center airbag and the main airbag within a predetermined range in the vertical direction, and the head of the occupant is restrained by the slit.

According to the above configuration, when the occupant moves diagonally forward in the vehicle interior in the event of a collision or the like, the head of the occupant is supported by the entrance portion of the slot provided between the center airbag and the main airbag, or enters the inside of the slot to be restrained. In particular, in the above configuration, the center airbag and the main airbag are joined by the inner joint portion at a predetermined position of the slot. With this structure, the slot can maintain its narrowness. Therefore, when the head of the occupant enters the slot, the head of the occupant is held and restrained by the side portions of the center airbag and the main airbag on both sides. Further, since the center joint portion is located at the vehicle front side of the head portion entering the slit, the load applied from the head portion is favorably absorbed by the center joint portion. Therefore, according to the above configuration, even when an oblique collision occurs, a high restraining force can be exerted, and the head of the occupant can be restrained to suppress the injury value.

The center joint portion can be provided between the rear edge of the main bag and the instrument panel of the vehicle as viewed from the side of the vehicle. According to this structure, even if there is an instrument panel in front of the movement of the head of the occupant, the head is restrained by the center joint portion before contacting the instrument panel. Therefore, the injury value to the head of the occupant can be further reduced.

The central joining portion may be provided by sewing. With this configuration, the center joining portion that joins the center airbag and the main airbag can be satisfactorily achieved.

The airbag device may further include an upper joining portion provided above the center joining portion in the slit, and joining the center airbag and the main airbag within a predetermined range in the vehicle front-rear direction. According to this configuration, since the center airbag is engaged with the main airbag by the upper engaging portion, the center airbag can be prevented from moving toward the vehicle interior side of the main airbag, and the narrow degree of the slit can be further maintained. Therefore, the center airbag can exert a higher restraining force, restrain the head of the occupant more efficiently, and suppress the injury value thereof.

The upper joining portion may have a rear end portion that is provided on the vehicle rear side, draws a predetermined circle, and joins the center airbag and the main airbag. With this configuration, it is possible to prevent the load from concentrating on a part of the upper engagement portion when the force is applied in the direction of opening the slit, and it is possible to prevent occurrence of a fracture or the like. Further, if the rear end portion is rounded, the burden on the occupant can be suppressed, as compared with the case where the rear end portion is simply a straight end when the occupant and the rear end portion are in contact with each other.

The upper joining portion may have a rear end portion that is provided on the vehicle rear side, extends in an upwardly curved manner, and joins the center airbag and the main airbag. With this configuration, the load can be prevented from being concentrated on a part of the upper engagement portion when the force is applied in the direction of opening the slit, and thus, occurrence of a fracture or the like can be prevented. Further, when the occupant is in contact with the rear end portion, the burden on the occupant can be suppressed if the rear end portion is curved.

The upper joining portion may be provided continuously from the central joining portion. With this configuration, the upper joining portion and the center joining portion can be obtained satisfactorily.

The upper joining portion is provided with a predetermined gap from the central joining portion, and the gap can have a shape smaller than the head of the occupant. According to this structure, the head is not inserted into the gap or caught, and a structure in which safety is more taken into consideration is obtained.

The upper joining portion may be provided by sewing. With this configuration, the upper joining portion that joins the center airbag and the main airbag can be satisfactorily achieved.

The airbag device may further include a lower joining portion provided at a lower portion of the center joining portion in the slit, and joining the center airbag and the main airbag within a predetermined range in the vehicle front-rear direction. The main airbag and the center airbag are engaged at the lower portion of the slot by the lower engaging portion, so that, for example, the chest of the occupant can be restrained by the portion.

The lower joining portion may have a rear end portion that is provided on the vehicle rear side, draws a predetermined circle, and joins the center airbag and the main airbag. According to this configuration, it is possible to prevent the load from concentrating on a part of the lower engagement portion when the force is applied in the direction of opening the slit, and thus it is possible to prevent occurrence of a fracture or the like. Further, if the rear end portion is rounded, the burden on the occupant can be suppressed, as compared with the case where the rear end portion is simply a straight end when the occupant and the rear end portion are in contact with each other.

The lower joining portion may have a rear end portion that is provided at the rear side of the vehicle, extends to be bent downward, and joins the center airbag and the main airbag. With this configuration, it is possible to prevent the load from being concentrated on a part of the lower joining portion when the force is applied in the direction of opening the slit, and thus it is possible to prevent the occurrence of breakage or the like. Further, the burden on the occupant can be suppressed when the occupant is in contact with the vehicle.

The lower joining portion may be provided continuously from the central joining portion. With this configuration, the lower joining portion and the center joining portion can be obtained satisfactorily.

The lower joining portion may be provided by sewing. With this configuration, the lower joining portion that joins the center airbag and the main airbag can be obtained satisfactorily.

The upper end of the center joining portion may be disposed in front of the vehicle at the lower end of the center joining portion. That is, the center joining portion may be inclined toward the vehicle front side as it faces upward. According to these structures, for example, when the head of the occupant moves toward the center joint portion, the head comes into contact with the center joint portion from the lower portion thereof. Therefore, the upper part of the head can be prevented from being bent backward when pushed backward, such as the forehead. Since the injury value of the backward flexion to the driver or the passenger is liable to become high, according to the above configuration, the injury value can be suppressed to a low level by preventing the occurrence of the backward flexion.

The center joining portion is capable of inclining toward the front of the vehicle with respect to the vertical direction of the head of the occupant who enters the slot. According to this structure, the central joint portion is also contacted from the lower portion of the head, and therefore, the head can be prevented from being bent backward.

The center joining portion may be curved so as to protrude rearward of the vehicle. The central air bag and the main air bag are bag-shaped, and the side surfaces of the central air bag and the main air bag form a curved surface when being expanded and unfolded. The central joint portion that joins the curved surfaces can easily receive tension when expanding and expanding by bending, and the load from the occupant that is received is also easily absorbed.

The central joint part can contact the part below the nose of the driver. According to this structure, the central joint portion can also prevent the head from being bent backward.

The center joining portion may be an area extending in a direction intersecting the trajectory of the head of the occupant moving forward of the vehicle as viewed from the side of the vehicle. According to this configuration, the load applied from the head of the occupant can be favorably absorbed by the center joint portion.

The center airbag can be expanded and deployed by being projected toward the vehicle rear side of the main airbag. As described above, when an oblique collision occurs, the occupant of the front passenger seat may move diagonally forward in the vehicle interior. At this time, when the head of the occupant contacts the conventional main airbag located on the front side of the front passenger seat, clockwise rotation about the neck as viewed from above occurs on the head. Therefore, for example, according to the above configuration, the center airbag provided on the vehicle interior side of the main airbag is caused to bulge toward the vehicle rear side of the main airbag. According to this configuration, the head of the occupant moving diagonally forward in the vehicle is brought into contact with the center airbag mainly from the side head at the same time as, before, or after the front main airbag is brought into contact with the front main airbag. In this way, clockwise rotation of the occupant's head can be reduced or eliminated. In particular, the angular velocity at which the head of the occupant rotates can be reduced. Therefore, the injury value to the driver and the passenger associated with the rotation can be suppressed.

The main airbag can be in contact with a window shield of a vehicle and an instrument panel top surface portion of the vehicle when being inflated and unfolded. That is, the main airbag can be sandwiched between the window protection cover and the instrument panel to inflate and deploy. According to this structure, the posture of the main bag can be stabilized even if the occupant enters. The posture of the center airbag joined to the main airbag also becomes more stable at the center joint portion or the like.

The airbag device may further include a cover case which is box-shaped, houses the main airbag and the center airbag, and is provided inside the top surface portion of the instrument panel of the vehicle. The main airbag and the center airbag can be inflated and deployed by tearing the top surface portion of the instrument panel. With this configuration, the front seat airbag device having high performance for restraining the occupant can be obtained satisfactorily. In particular, the provision of the center joining portion is preferable because even if an instrument panel or the like is provided in front of the slot in the vehicle, the occupant is restrained without coming into contact with the instrument panel or the like.

Effects of the invention

According to the present invention, it is possible to provide an airbag device that can restrain an occupant satisfactorily even when an oblique collision occurs and suppress the damage value to the occupant.

Drawings

Fig. 1 is a diagram illustrating an outline of an airbag device according to an embodiment of the present invention.

Fig. 2 is a view illustrating the cushion pad expanded and deployed in fig. 1(b) from various directions.

Fig. 3 is a view illustrating the cushion pad expanded and deployed in fig. 1(b) from various directions.

Fig. 4 is a diagram illustrating a process in which the cushion pad in fig. 1(b) restrains the occupant.

Fig. 5 is a state diagram illustrating a process in which the cushion pad of fig. 4 restrains the occupant from being viewed from above.

Fig. 6 is a state diagram illustrating a process in which the cushion pad of fig. 5 restrains the occupant from being viewed from the front of the vehicle.

Fig. 7 is an enlarged view illustrating the cushion pad and the occupant in fig. 4 (c).

Fig. 8 is a diagram illustrating a modification of each of the joint portions illustrated in fig. 7 and the like.

Fig. 9 is a diagram illustrating a modification of each of the joint portions illustrated in fig. 7 and the like.

Description of the symbols

E1 … head E1a … side head

E1b … occipital E2 … cervical region

E3 … shoulder E3a … left shoulder

E3b … Right shoulder E4 … thorax

E5 … imaginary line of waist L1 … along the central joint

L2 … is an imaginary line showing the head in the vertical direction

H1 … Top-bottom Length of head W1 … front-to-rear Width of head

Y1 … vehicle front Y2 … vehicle rear

Z1 … vehicle upper Z2 … vehicle lower

100 … airbag apparatus 102 … dashboard

104 … passenger seat 106 … dashboard top surface

108 … cushion 110 … inflator

112 … Main airbag 113 … Main airbag's posterior edge

114 … center airbag 116 … window guard

118 … center console 119 … Upper end of center Joint

120 … center joint 121 … lower end of center joint

122 … Slot 124 … Upper abutment

125 … upper rear end 126 … lower engagement

127 … lower rear end 128 … head restraint region

130 … exhaust vent 132 … for riders

134 … jacket 136 … safety belt

140 … rotation occurring at the head

142 … jaw 144 … nose

146 … rear region of frontal portion 160 … center airbag

162 … side portion of center airbag

166 … rear end portion of rear region

200 … airbag device according to modification 1

202 … center joint 204 … Upper side joint

206 … lower engagement portion

208 … gap between upper and central engaging portions

210 … gap between lower and central engaging portions

220 … airbag device according to modification 2

222 … upper rear end 224 … lower rear end

240 … airbag device according to modification 3

242 … center joint 244 … head trajectory

260 … airbag device according to modification 4

262 … center joint

Detailed Description

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. Dimensions, materials, other specific numerical values, and the like shown in the embodiments are merely examples for facilitating understanding of the present invention, and do not limit the present invention unless otherwise specified. In the present specification and the drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description thereof is omitted. Elements not directly related to the present invention are not shown in the drawings.

Fig. 1 is a diagram illustrating an outline of an airbag device 100 according to an embodiment of the present invention. Fig. 1(a) is a diagram illustrating a vehicle before the airbag device 100 operates. In the present embodiment, the airbag device 100 is embodied as an airbag device for a front seat in a left-hand vehicle, particularly for a front-right seat that is a front passenger seat. The airbag device 100 is disposed inside a top surface portion 106 on the passenger seat 104 side of an instrument panel 102.

When the airbag device 100 receives a detection signal of an impact from a sensor (not shown), the cushion 108 is inflated and expanded toward the vehicle rear side by tearing the top surface portion 106, as shown in fig. 1 (a). Fig. 1(b) is a diagram illustrating a vehicle when the airbag device 100 operates. The cushion pad 108 in the airbag device 100 restrains the occupant 132 of the passenger seat 104 from the front of the vehicle, see fig. 4. The cushion 108 is bag-shaped. The inflator 110 is inflated and deployed after receiving gas, see fig. 4 (a). The cushion pad 108 is formed by overlapping and sewing or bonding a plurality of pieces of base fabric constituting the surface thereof, or by using a Woven fabric of "One-Piece fabric" (One-Piece Woven) or the like.

The cushion pad 108 of the airbag device 100 includes two portions, a main bag 112 and a center bag 114. The main bag 112 is a portion having a large volume that inflates and deploys toward the front side of the passenger seat 104. The main airbag 112 inflates and deploys to fill the space between the occupant 132 of the passenger seat 104 and the instrument panel 102 and window guard 116. This prevents the occupant 132 from colliding with the instrument panel 102. Further, by preventing the occupant 132 from colliding against the window guard 116, the occupant 132 can be prevented from being thrown outside the vehicle at the same time.

The center airbag 114 is a flattened portion that is inflated and deployed on the vehicle interior side adjacent to the main airbag 112 and has a smaller volume than the main airbag 112. The center airbag 114 inflates and deploys forward of the center console 118 as viewed from the occupant 132, and in the event of a collision, for example, a tilt collision, the occupant 132 is prevented from moving toward the vehicle interior and colliding with the center console 118, as shown in fig. 4 a.

Fig. 2 and 3 are views illustrating the cushion pad 108 in the inflated and expanded state shown in fig. 1(b) from various directions. Fig. 2(a) is a perspective view illustrating a state of the cushion pad 108 of fig. 1(b) viewed from above on the vehicle exterior side. The center airbag 114 and the primary airbag 112 are each substantially independent bags. Between them, a slot 122 is formed. The slot 122 extends in the vehicle front-rear direction and the vertical direction between the center airbag 114 and the main airbag 112. When the cushion 108 is inflated and deployed, the central airbag 114 contacts the primary airbag 112 and the slot 122 closes. In the present embodiment, referring to fig. 4(a), the slot 128 is used as a part for restraining the occupant 132, particularly the head E1. Further, the center airbag 114 and the main airbag 112 may be connected together by a vent hole or the like in the vehicle front interior of the slot 128.

Two exhaust holes 130 are provided on the vehicle exterior side surface of the main bag 112. The gas discharge hole 130 is a so-called gas discharge hole for discharging gas supplied from the inflator 110 to the outside, refer to fig. 4 (a). Since only the side window and the like exist on the vehicle exterior side of the main bag 112 and the occupant 132 does not exist, it is effective to provide the exhaust hole 130 on the vehicle exterior side surface of the main bag 112 in this point, as shown in fig. 4 [ a ].

Fig. 2(b) is a state diagram illustrating the cushion pad 108 of fig. 2(a) viewed from the vehicle exterior side. As illustrated in fig. 2(b), the rear region 160 on the vehicle rear side of the center airbag 114 in the present embodiment is expanded and deployed so as to project toward the vehicle rear side of the main airbag 112, i.e., to the left in fig. 2 (b). Therefore, the outboard side of the center airbag 114 is exposed through the slit 122. The side surface portion 162 of the center airbag 114 on the vehicle inner side is mainly a side head portion E1a for restraining the occupant 132, see fig. 5 (c). The center airbag 114 is engaged with the main airbag 112 by

engagement portions

120, 124, 126 described later. Therefore, the center airbag 114 can function as a reaction surface of the restraining-side head portion E1 a.

Fig. 3(a) is a state diagram illustrating the cushion pad 108 in fig. 2(b) as viewed from the vehicle exterior side. The inner joint 120 illustrated in fig. 3(a) is a slot 122 provided between the center airbag 114 and the main airbag 112, and a site where they are joined. In fig. 3(a), the inner joint portion 120 and the like are illustrated as being permeable through the main bag 112.

The center joining portion 120 joins the center airbag 114 and the main airbag 112 within a predetermined range in the vertical direction. In the present embodiment, the center joining portion 120 is obtained by a sewing method. The center airbag 114 is flat and is inflated and deployed from above the instrument panel 102 to the rear thereof. However, it is engaged with the main bag 112 by the central engaging portion 120. Therefore, the vehicle body does not move to the vehicle interior side, and a stable posture can be maintained. When the head E1 of the occupant 132 is restrained by the slot 122, referring to fig. 4(c), the central joining portion 120 maintains the narrowness of the slot 122, and therefore, the head E1 can be restrained efficiently.

The center joint portion 120 is provided between the rear edge 113 of the main bag 112 and the vehicle instrument panel 102 as viewed from the side of the vehicle. According to this structure, head E1 of occupant 132 enters slot 122, and even if instrument panel 102 exists forward in the moving direction of head E1, head E1 can restrain center joint 120 before contacting instrument panel 102. Further, by securing the expansion region between the center joining portion 120 and the instrument panel 102, the load applied to the center joining portion 120 from the rear of the vehicle, i.e., the left in fig. 3(a), can be efficiently absorbed. By utilizing the structure of the center joining portion 120, the injury value to the head E1 of the occupant 132 can be further reduced.

At a position higher than the central engaging portion 120 among the slots 122, an upper engaging portion 124 is provided. The upper joining portion 124 joins the center airbag 114 and the main airbag 112 within a predetermined range in the vehicle front-rear direction. In the present embodiment, the upper joining portion 124 is provided by sewing so as to extend continuously toward the vehicle rear from the upper end of the center joining portion 120. Further, the upper engaging portion 124 also has a function of preventing the center airbag 114 from moving toward the vehicle interior side of the main airbag 112 to maintain the narrowness of the slot 122.

Fig. 3(b) is a state diagram illustrating the cushion pad 108 in fig. 3(a) as viewed from above the vehicle. The range in which the upper engagement portion 124 is provided can be set appropriately. For example, the upper joining portion 124 may be provided over the entire vehicle longitudinal direction in the upper portion of the main bag 112. The upper joining portion 124 can suppress the separation of the center airbag 114 from the main airbag 112 regardless of the set range size, and can increase the restraining force of the center airbag 114 to suppress the injury value of the occupant 132, see fig. 5 (c).

Refer to fig. 3(a) again. At a position lower than the central engaging portion 120 among the slots 122, a lower engaging portion 126 is provided. The lower joining portion 126 joins the center airbag 114 and the main airbag 112 within a predetermined range in the vehicle front-rear direction. In the present embodiment, the lower joining portion 126 is provided by sewing so as to extend continuously toward the vehicle rear from the lower end of the center joining portion 120. The lower engagement portion 126 also has a function of preventing the center airbag 114 from moving from the main airbag 112 and maintaining the narrowness of the slit 122. Further, the main airbag 112 and the center airbag 114 are joined together at the lower portion of the slot 122 by the lower joining portion 126. Thus, the restraining force on the chest E4 of the occupant 132, for example, is increased by this portion, see fig. 4 (c).

In the present embodiment, the region of the center joining portion 120 on the vehicle rear side among the slots 122 is used as a head restraint region 128 for restraining the occupant 132, i.e., the head E1 of fig. 4 (c). In particular, in the present embodiment, the head restraint region 128 is a region including the center joint portion 120 and surrounded by the upper joint portion 124 and the lower joint portion 126.

In the present embodiment, the center joining portion 120, the upper joining portion 124, and the lower joining portion 126 are provided by continuous sewing. However, these

joints

120, 124, and 126 may be provided separately and independently. In addition, although the

joint portions

120, 124, and 126 are provided by sewing in the present embodiment, they may be realized by other methods than sewing, such as adhesion or heat fusion.

The upper joining portion 124 has a rear end portion drawn out of a predetermined circle, hereinafter referred to as an upper rear end portion 125, at a vehicle rear-side tip end portion. The lower joining portion 126 also has a rear end portion, hereinafter referred to as a lower rear end portion 127, which is drawn out of a predetermined circle at a vehicle rear-side distal end portion. The upper rear end portion 125 and the lower rear end portion 127 are joined together by a circular sewing method to join the center airbag 114 and the main airbag 112.

Fig. 3(c) is a view illustrating a state in which the cushion pad 108 of fig. 3(b) is viewed from the rear of the vehicle. In fig. 3(c), the slit 122 is opened by applying a force in the vehicle width direction to the center airbag 114 and the main airbag 112 from the inside of the slit 122. In this way, when the force is applied in the direction of opening the slit 122, if the upper rear end portion 125 and the lower rear end portion 127 are drawn out as circles, the load can be prevented from being concentrated locally, and the sewing can be prevented from being broken, as compared with the case where these are formed only as straight ends. Referring to fig. 4(c), when the occupant 132 comes into contact with the upper rear end portion 125 and the lower rear end portion 127, the area of contact with the occupant 132 is increased by drawing a circle, and the load can be dispersed, as compared with the case where these are only the ends formed as straight lines. Therefore, the burden on the occupant 132 can be suppressed, and the contact feeling of the occupant 132 can be improved.

Fig. 4 is a diagram illustrating a process in which the cushion 108 in fig. 1(b) restrains the occupant 132. In each of fig. 4, the right side in the drawing is the vehicle front. Fig. 4(a) is a diagram illustrating an undeployed state of the cushion pad 108. As illustrated in fig. 4(a), the cushion pad 108 includes the main bag 112 and the center bag 114, and is housed in a folded state in the cover 134, for example, as illustrated in fig. 4 (b). The casing 134 has, for example, a box shape with an upper opening. The folded cushion pad 108 is housed and is disposed inside the top surface portion 106 of the instrument panel 102.

An inflator 110 is fixed to the bottom surface of the housing 134. The inflator 110 is a gas generating device. Which is engaged with the main airbag 112 to supply gas. As an example of the inflator 110, a disk-shaped disk type inflator can be used. But cylindrical barrel inflators can also be used. Further, the inflator that has been widely used at present includes a type in which gas is generated by being charged with gas and burned, a type in which gas is supplied in a state in which heat is not generated by being charged with compressed gas, and a hybrid type in which both of the combustion gas and the compressed gas are used. As the inflator 110, any type of inflator may be used.

The inflator 110 starts to operate when it receives a detection signal of an impact from a sensor, not shown, and supplies gas to the main bag 112. The main bag 112 is connected to the center bag 114 at the inside thereof, and the gas supplied from the inflator 110 to the main bag 112 is also supplied to the center bag 114.

Fig. 4(b) is a diagram illustrating the cushion pad 108 when inflated and deployed. The cushion 108 tears the top surface portion 106 of the instrument panel 102 serving as a cover of the sleeve 134 and expands toward the rear of the vehicle. The occupant 132 illustrated in fig. 4(b) enters the cushion 108 side with respect to the occupant 132 of fig. 4 (a). In an emergency such as a vehicle collision, the occupant 132 moves forward of the vehicle by inertia. When the occupant 132 wears the seatbelt 136 and the waist portion E5 is restrained, the upper body of the occupant 132 moves on a track that is bent forward centering on the waist portion E5.

The primary airbag 112 primarily functions to restrain the head E1 and shoulders E3 and thorax E4, etc. of the occupant 132. The main airbag 112, when inflated and deployed, contacts the window guard 116 and the top surface portion 106 of the instrument panel 102. The main airbag 112 is held by the window cover 116 and the instrument panel 102, and is inflated and deployed. In this way, the occupant 132 can be restrained in a stable posture even when the occupant 132 enters.

The center airbag 114 projects toward the vehicle rear of the main airbag 112, i.e., to the left in fig. 4 (b). In the event of an oblique collision, the occupant 132 may move diagonally forward in the vehicle interior, particularly, with the left shoulder E3a not restrained by the seat belt 136 as the front, as shown in fig. 5 (a). At this time, the occupant 132 comes into contact with the center airbag 114 from the side head E1a, see fig. 5 (a).

Fig. 4(c) is a state diagram illustrating the occupant 132 of fig. 4(b) further entering the cushion pad 108 side. As illustrated in fig. 4(c), the head E1 of the occupant 132 moves forward in the vehicle while contacting the side head E1a with the center airbag 114, enters the slot 128, and is restrained, see fig. 5 (c). The left shoulder E3a on the vehicle interior side of the occupant 132 is restrained by the rear end portion 166 of the rear region 160 of the center airbag 114, see fig. 5 (c). The more upward the rear end portion 166 is, the more convexly and obliquely rearward the vehicle. The rear end portion 166 of the rear region 160 restrains the left shoulder E3a from the vehicle front, and supports the upper body of the occupant 132 together with the main bag 112. Thus, distortion of the upper body of occupant 132 is counteracted.

The head restraint region 128 can be kept narrow because each of the

joints

120, 124, 126 is provided within the slot 128. The head E1 of the occupant 132 facing the head restraint region 128 is held by the entrance portion of the head restraint region 128, or is held and restrained by the side portions of the main bag 112 and the center bag 114 on both sides when entering the interior of the head restraint region 128. Further, the center joining portion 120 is located in the front of the vehicle as the moving direction of the head E1 of the occupant 132. Therefore, when the head portion E1 enters the head restraint region 128, the head portion E1 is also restrained by being in direct contact with the central joint portion 120. In this way, since the center joining portion 120 is provided in the vehicle front of the occupant 132, it is possible to prevent the head portion E1 from excessively moving in the vehicle front direction and coming into contact with the instrument panel 102.

When the occupant 132 comes into contact with the upper rear end portion 125 and the lower rear end portion 127, the contact area with the occupant 132 is increased by rounding the rear ends, and the load concentration is prevented, as compared with the case where the rear end portions are formed only as the ends of straight lines, so that the load on the occupant 132 can be suppressed. And in particular the lower rear end 127, which is proximate to where the shoulders E3 and chest E4 of the occupant 132 contact. When the lower rear end portion 127 is rounded, the feeling of contact given to the occupant 132 can be improved. Further, the lower joining portion 126 can also increase the restraining force against the shoulder E3 and the like.

Fig. 5 is a state diagram illustrating a process in which the cushion 108 in fig. 4 restrains the occupant 132 as viewed from above. Fig. 5(a) to 5(c) correspond to fig. 4(a) to 4 (b). Hereinafter, a process of restraining the occupant 132 with the cushion pad 108 will be described with reference to fig. 5(a) to 5 (c).

As illustrated in fig. 5(a), the occupant 132 of the front passenger seat 104 is seated with the seatbelt 136 worn. At this time, when an impact occurs on the vehicle, an operation signal is transmitted from a sensor (not shown) to the airbag device 100, and the cushion pad 108 inflates and deploys as shown in fig. 5 (b). When an oblique collision occurs, the occupant 132 moves diagonally forward in the vehicle. In the present embodiment, the center airbag 114 protrudes toward the vehicle rear side of the main airbag 112, and the head E1 of the occupant 132 contacts the side surface portion 162 of the center airbag 114 on the vehicle outer side from the side head E1 a.

Fig. 5(c) is a view of the occupant 132 of fig. 5(b) further entering the cushion 108 side. When the head E1 of the occupant 132 moving diagonally forward comes into contact with the main airbag 112 on the front side of the front passenger seat 104, a force that rotates clockwise about the neck E2, that is, a rotation 140 illustrated by an arrow appears on the head E1 as viewed from above. Therefore, in the present embodiment, the rear region 160 of the center airbag 114 provided on the vehicle interior side of the main airbag 112 is extended toward the vehicle rear side of the main airbag 112. Also, a slot 122 is provided between the primary and

central airbags

112, 114.

The head E1 of the occupant 132 moving diagonally forward in the vehicle interior is supported near the entrance of the head restraint region 128 or restrained so as to enter the head restraint region 128 while the side head E1a is in contact with the center airbag 114. In particular, in the present embodiment, the center airbag 114 is joined to the main airbag 112 by the center joining portion 120, the upper joining portion 124, and the lower joining portion 126. Therefore, the center airbag 114 restrains the head E1 without damaging the posture, and the rotation 140 occurring on the head E1 can be reduced or eliminated more efficiently. With this configuration, the angular velocity of the head E1 of the occupant 132 in the rotation 140 can be reduced, and the damage value of the head E1 associated with the rotation 140 can be suppressed.

In addition, the rear region 160 of the center airbag 114 restrains the left shoulder E3a of the occupant 132 at the rear end 166 thereof. The occupant 132 is restrained by the seat belt 136 from the right shoulder E3b on the vehicle exterior side to the flank on the vehicle interior side. However, the left shoulder E3a is not restrained by the harness 136. Therefore, in the event of an oblique collision, the driver or passenger faces the left shoulder E3a toward the front of the vehicle as the front of the vehicle. At this time, the rear end portion 166 of the center airbag 114 restrains the left shoulder E3a from the front and upward, and continues to restrain the right shoulder E3b with the main airbag 112. In particular, in the present embodiment, the center airbag 114 is joined to the main airbag 112 by the

joint portions

120, 124, 126. Therefore, the center airbag 114 can also restrain the left shoulder E3a well.

As described above, in the present embodiment, the side head E1a can be restrained by the center airbag 114 supported by the

engagement portions

120, 124, 126, and the angular velocity of the rotation 140 of the head E1 can be reduced. At the same time, by positively restraining the left shoulder E3a, the rotation occurring on the upper half can also be counteracted. In particular, in the center airbag 114, even if the head E1 of the heavy occupant 132 comes into contact with the outside of the vehicle, the center airbag 114 does not move far away from the main airbag 112, and the narrowness of the head restraint region 128 can be maintained, so that the head E1 can be restrained with a high restraining force. Therefore, the injury value of the occupant 132 can be effectively suppressed.

In the present embodiment, as described above with reference to fig. 4(b), the main bag 112 is sandwiched between the instrument panel 102 and the window guard 116, inflated, and has a stable posture. The center airbag 114 is engaged with the main airbag 112 by the

engagement portions

120, 124, 126, whereby the center airbag 114 is inhibited from separating from the main airbag 112, and the posture is further stabilized.

In the above, referring to fig. 5(b) and the like, it is explained that the contact between the occupant 132 and the cushion pad 108 is started from the contact of the side head portion E13 with the center airbag 114. However, the contact between the occupant 132 and the cushion 108 may be made by various means such as, for example, the head E1 being in contact with both the center airbag 114 and the main airbag 112, or the head E1 being in contact with the main airbag 112 first. In addition, the head E1 may contact the main bag 112 or the like when the shoulder E3 and the chest E4 contact the main bag 112 or the like, see fig. 4(b) and the like. However, in any case, according to the configuration of the present embodiment, the head E1 of the occupant 132 can be effectively restrained by the head restraining area.

In fig. 5(b), clockwise rotation 140 is illustrated as an example of rotation occurring on head E1. However, for example, in the front passenger seat of a right-hand-wheel vehicle, counterclockwise rotation about the neck may occur in the head portion E1 when viewed from above. Even with this counterclockwise rotation, according to the cushion pad 108 of the present embodiment, the counterclockwise rotation can be reduced or eliminated by the center bag 114 and the head restraint region 128, and the angular velocity of the head E1 can be reduced. That is, the airbag device 100 of the present embodiment can obtain the same effect even with respect to any one of the clockwise rotation and the counterclockwise rotation that occur in the head portion E1.

The process of restraining the occupant 132 with the cushion 108 will now be described in another direction. Fig. 6 is a state diagram illustrating a process in which the cushion pad 108 in fig. 4 restrains the occupant 132 as viewed from the front of the vehicle. As illustrated in fig. 6(a), the occupant 132 of the front passenger seat 104 is seated with the seatbelt 136 worn. At this time, when an impact is applied to the vehicle, as shown in fig. 6(b), the main bag 112 inflates and deploys toward the front of the occupant 132, and the center bag 114 inflates and deploys toward the vehicle interior side of the occupant 132, that is, toward the front on the right side in fig. 6 (b).

As illustrated in fig. 6(b), the occupant 132 moving diagonally forward in the vehicle from the seating position brings the side head portion E1a into contact with the side surface portion 162 of the center airbag 114. The left shoulder E3a not restrained by the seatbelt 136 is restrained by the rear end portion 166 of the rear region 160 of the center airbag 114, see fig. 5 (b). Further, as illustrated in fig. 6(c), the head E1 is restrained by the entrance or the interior of the head restraint region 128 toward the front of the vehicle while being guided by the center airbag 114. At this time, the center joint portion 120 provides support from the vehicle front side of the head E1 of the occupant 132, and therefore the load applied from the head E1 can be efficiently absorbed. Therefore, the movement of the head E1 to the vehicle front is suppressed, and the head E1 can be prevented from coming into contact with the instrument panel 102, for example. Further, since the center joining portion 120 joins the center airbag 114 and the main airbag 112, the center airbag 114 can restrain the head E1 and the left shoulder E3a of the occupant 132 without moving toward the vehicle interior.

The structure of the center joint 120 will be further described. Fig. 7 is an enlarged view illustrating the cushion 108 and the occupant 132 in fig. 4 (c). In the figures from fig. 7 onward, the vehicle front-rear direction is taken as the Y axis; the front of the vehicle, i.e., the right in the figure, is taken as Y1; the rear of the vehicle, i.e., the left side in the figure, is exemplified as Y2. The vertical direction is taken as the Z axis, and the vehicle upper side, i.e., the upper side in the drawing is taken as Z1; the lower side of the vehicle, i.e., the lower side in the figure, is exemplified by Z2. Further, the occupant head E1 in fig. 7 is exemplified assuming a state that can be restrained by the head restraint region 128.

As illustrated in fig. 7, the upper end 119 of the center joining portion 120 is disposed on the vehicle front Y1, i.e., on the right side in the drawing, of the lower end 121 of the center joining portion 120. Therefore, the center joining portion 120 is inclined toward the vehicle front Y1 as it goes upward. In particular, a virtual line L1 along the center joint portion 120 is inclined toward the vehicle front Y1 at a predetermined angle α 1 with respect to a virtual line L2, and this virtual line L2 exemplifies the vertical direction of the head E1 in a state where the head restraint region 128 can restrain the head E1. This inclination is a consideration for further suppressing the value of injury to the head E1 of the occupant 132.

For example, when the head E1 of the occupant 132 contacts the center joint 120 in the above-described configuration, the head E1 first comes into contact from near the lower jaw 142, approximately below the nose 144. That is, the occupant 132 does not come into contact with the center joint 120 from the upper forehead portion 146 or the like. According to this structure, it is possible to prevent retroflexion of the head E1 by avoiding contact of the forehead portion 146 and the like. In general, the head E1, which is rather backward bent, is subjected to a large load on the head E1 and the vicinity of the neck, and the injury value is likely to increase. According to the center joint part 120 in the present embodiment, contact is started from the lower part of the head part E1, and the head part E1 is prevented from being bent backward, thereby reducing the damage value at the time of restraint.

(modification example)

Fig. 8 and 9 are diagrams illustrating a modification of each joint portion illustrated in fig. 7 and the like. The airbag devices in fig. 8 and 9 are different from the airbag device 100 in fig. 7 and the like in the configuration of each joint portion. In the following, the same components as those already described are denoted by the same reference numerals, and the description thereof is omitted. Note that, a structure having the same name as a component already described is not particularly explicitly specified, and has the same function, even if a different symbol is attached.

In the airbag device 200 of the 1 st modification example illustrated in fig. 8(a), the center joining portion 202, the upper joining portion 204, and the lower joining portion 206 are independent from each other. A gap 208 is formed between the upper joining portion 204 and the center joining portion 202; a gap 210 is formed between the lower engaging portion 206 and the central engaging portion 202. Thus, the shape and the range of each joint portion can be appropriately changed independently.

The gap 208 is formed in a shape smaller than the head E1 of the occupant 132. For example, the gap 208 is set to be smaller than the front-rear direction width W1 and the vertical direction length H1 of the head E1. With this structure, the head E1 is not inserted into the gap 208 or caught, and can be made structurally safer.

In an airbag device 220 according to a modification 2 illustrated in fig. 8(b), an upper rear end portion 222 and a lower rear end portion 224 have different shapes from the upper rear end portion 125 and the lower rear end portion 127 of fig. 7 and the like. The upper rear end portion 222 extends curvedly upward of the vehicle Z1, and joins the center airbag 114 and the main airbag 112. Further, the lower rear end portion 224 is curved toward the vehicle lower direction Z2, extends along the rear edge 113 of the main bag 112, and joins the center bag 114 and the main bag 112. With the upper rear end portion 222 and the lower rear end portion 224 having these configurations, even if a force is applied in a direction to open the slit 122, particularly the head restraint region 128, it is possible to prevent the load from being concentrated locally, thereby preventing occurrence of a fracture or the like. Even when the vehicle is touched by the occupant 132, the area of contact with the occupant 132 is increased, and the load concentration can be prevented, so that the load on the occupant 132 can be reduced.

In the airbag device 240 of modification 3 in fig. 9(a), the upper joining portion 124 and the lower joining portion 126 in fig. 7 are omitted, and only the central joining portion 242 is structurally provided. Thus, the head E1 of the occupant 132 can be restrained well by the head restraining region 128 on the vehicle rear side while keeping the narrow width of the slot 122 only by the center joining portion 242.

The center joining portion 242 is provided in a region extending in a direction intersecting a trajectory 244 of the head portion E1 when viewed from the vehicle side, and the trajectory 244 of the head portion E1 is a trajectory of the head portion E1 of the occupant 132 moving toward the vehicle front Y1. With this configuration, the load applied from the head E1 of the occupant 132 can be favorably absorbed by the center joining portion 242.

Further, the trajectory that the head E1 of the occupant 132 may appear is not only toward the vehicle front Y1, but may also appear slightly below the vehicle front Y1. For example, when an impact is applied to the vehicle, the upper body of the occupant 132 rotates mainly toward the vehicle front Y1 around the waist portion E5, see fig. 4 (c). At this time, the head E1 of the occupant 132 moves slightly forward from the seating position toward the vehicle front Y1. The center joint portion 242 may be provided so as to face a trajectory in which the head portion E1 rotates while inclining forward.

In the airbag device 260 of the 4 th modification in fig. 9(b), the center joining portion 262 is formed so as to surround a region that is curved so as to protrude toward the vehicle rear direction Y2, i.e., toward the left in the drawing. Since the center airbag 114 and the main airbag 112 are bag-shaped, these side surfaces form a curved surface when they are inflated and deployed. The center joining portion 262 joining such curved surfaces is preferable because, when it is bent, tension is easily obtained as a whole, and a load applied from the occupant 132 is easily absorbed, as compared with the case where it is formed in a straight line shape.

In addition, any one of the center joining portion 242 in fig. 9(a) and the center joining portion 262 in fig. 9(b) may be provided in combination with each of the upper joining portions 124 and the lower joining portions 126 and the like illustrated in fig. 7 and 8. As still another example of the center joining portion 262, the center joining portion may have a shape that encloses a predetermined range. In this case, for example, the base fabric may be cut by sewing the base fabric so as to surround a predetermined range and opening a vent hole of a predetermined shape for joining the center airbag 114 and the main airbag 112 in the inner region.

In addition, any of the above-described center joining portion, upper joining portion, and lower joining portion may be realized by means of bonding, heat fusion, or the like, in addition to sewing.

In the above-described respective configurations, it is assumed that the slit 122 is closed when the cushion pad 108 is inflated and expanded. However, the slit may have a predetermined width in the vehicle width direction. That is, the center airbag 114 and the main airbag 112 illustrated in fig. 2(b) are spaced apart in the vehicle width direction to form a space. Even in the case of the slit provided as such a space, for example, the center airbag 114 and the main airbag 112 can be joined by a band-shaped member, that is, a strap, and the center joining portion, the upper joining portion, and the lower joining portion described above can be implemented, and the head can be restrained by being inserted thereinto.

Preferred embodiments of the present invention have been described above with reference to the accompanying drawings. However, the above-described embodiments are preferable examples of the present invention, and other embodiments can be implemented or executed by various methods. In particular, unless the gist of the present invention is described in the specification of the present application, the present invention is not limited to the detailed shapes, sizes, and structural arrangements of the components shown in the drawings. The terms and expressions used in the specification of the present application are for illustrative purposes and are not intended to be limiting unless specifically defined otherwise.

Therefore, it is obvious for those skilled in the art that various modifications and alterations can be made within the scope described in the claims. It is needless to say that these modifications and alterations fall within the technical scope of the present invention.

Feasibility of industrial utilization

The present invention is applicable to a passenger seat airbag device that restrains an occupant at a passenger seat of a vehicle from a front side of the vehicle.

Claims

1. An airbag device for restraining a vehicle occupant, comprising:

a main airbag inflated and deployed in front of the front seat in the vehicle;

a center airbag that inflates and deploys on an inner side of the main airbag in the vehicle width direction;

a slit provided between the main airbag and the center airbag, and a center joining portion joining the center airbag and the main airbag within a predetermined range in the vertical direction,

the occupant's head is restrained by the slot,

the center joining portion is a region extending in a direction intersecting with a head trajectory of the occupant as viewed from a side of the vehicle, the head trajectory being a trajectory of the head of the occupant moving forward of the vehicle,

the airbag device further includes an upper joining portion provided above the center joining portion in the slit and joining the center airbag and the main airbag within a predetermined range in a vehicle front-rear direction,

the upper joining portion has a rear end portion that is provided on the vehicle rear side, extends in an upwardly curved manner, and joins the center airbag and the main airbag.

2. The airbag device according to claim 1,

the center joint portion is disposed between a rear edge of the main bag and an instrument panel of the vehicle as viewed from a side of the vehicle.

3. The airbag device according to claim 1,

the upper joining portion is provided continuously from the central joining portion.

4. The airbag device according to claim 1,

the upper joining portion is provided with a predetermined gap from the central joining portion,

the gap has a shape smaller than the head of the occupant.

5. The airbag device according to claim 1,

the airbag device may further include a lower joining portion provided at a lower portion of the center joining portion in the slit, and joining the center airbag and the main airbag within a predetermined range in a vehicle front-rear direction.

6. The airbag device according to claim 5,

the lower joining portion has a rear end portion that is provided on the vehicle rear side, extends while being bent downward, and joins the center airbag and the main airbag.

7. The airbag device according to claim 5,

the lower engaging portions are arranged in series from the central engaging portion.

8. The airbag device according to claim 1,

the center joining portion is inclined toward the vehicle front side as it faces upward.

9. The airbag device according to claim 1,

the central air bag protrudes towards the rear of the main air bag and expands.

10. The airbag device according to claim 1,

the main airbag is expanded through inflation and is in contact with a window protective cover of the vehicle and a top face portion of an instrument panel of the vehicle.

11. The airbag device according to claim 1,

the airbag device further includes a cover case having a box shape, housing the main airbag and the center airbag, and provided on an inner side of a top surface portion of the instrument panel of the vehicle,

the main airbag and the central airbag tear the top surface of the instrument panel and expand and deploy.

12. An airbag device for restraining a vehicle occupant, comprising:

a main airbag inflated and deployed in front of the front seat in the vehicle;

the occupant's head is restrained by the slot,

the airbag device may further include a lower joining portion provided at a lower portion of the center joining portion in the slit, the lower joining portion joining the center airbag and the main airbag within a predetermined range in a vehicle front-rear direction,

13. The airbag device according to claim 12,

14. The airbag device according to claim 12,

the airbag device further includes an upper joining portion provided above the center joining portion in the slit, and joining the center airbag and the main airbag within a predetermined range in a vehicle front-rear direction.

15. The airbag device according to claim 14,

16. The airbag device according to claim 14,

17. The airbag device according to claim 14,

the gap has a shape smaller than the head of the occupant.

18. The airbag device according to claim 12,

19. The airbag device according to claim 12,

20. The airbag device according to claim 12,

the central air bag protrudes towards the rear of the main air bag and expands.

21. The airbag device according to claim 12,

22. The airbag device according to claim 12,